Aerial Refueling Latch Indicator

Navy SBIR 25.1- Topic N251-063
Office of Naval Research (ONR)
Pre-release 12/4/24   Opens to accept proposals 1/8/25   Closes 2/5/25 12:00pm ET    [ View Q&A ]

N251-063 TITLE: Aerial Refueling Latch Indicator

OUSD (R&E) CRITICAL TECHNOLOGY AREA(S): Advanced Computing and Software;Human-Machine Interfaces;Integrated Sensing and Cyber

The technology within this topic is restricted under the International Traffic in Arms Regulation (ITAR), 22 CFR Parts 120-130, which controls the export and import of defense-related material and services, including export of sensitive technical data, or the Export Administration Regulation (EAR), 15 CFR Parts 730-774, which controls dual use items. Offerors must disclose any proposed use of foreign nationals (FNs), their country(ies) of origin, the type of visa or work permit possessed, and the statement of work (SOW) tasks intended for accomplishment by the FN(s) in accordance with the Announcement. Offerors are advised foreign nationals proposed to perform on this topic may be restricted due to the technical data under US Export Control Laws.

OBJECTIVE: Develop a prototype sensing system that can positively identify when a refueling drogue is securely latched onto the refueling probe.

DESCRIPTION: The U.S. Navy (USN) uses the probe and drogue style of aerial refueling. This involves a receiver aircraft maneuvering its probe tip into the coupling portion of a refueling drogue that flies on the end of a refueling hose. Once in the coupling, the probe is pushed into the coupling until a latch occurs. This latching provides a retaining force holding the drogue onto the probe, keeping the fuel valve open, and allowing fuel to flow to the receiver. Maintaining a positive latch is critical to ensuring fuel flow and preventing fuel spillage. Currently, with manned aviation, the receiver pilot visually confirms the drogue stays latched onto the probe by looking for excess movement, positive fuel flow, and no leakage. As unmanned receivers come into the fleet, a visual indication will not be enough to confirm latch. Sometimes, a soft contact occurs where the drogue is in the right position (visually looks OK), but is not fully seated, that results in fuel leakage, or a drogue coming unseated. This would present a safety risk to the unmanned receiver.

A device must be developed that can be used as a sensor to provide input to an unmanned receiver to confirm positive latch, or to alert when the nozzle becomes unseated. This device by design will have to be very low power, and have a very small form factor, to fit inside either the probe nozzle, or the refueling coupling/drogue. It will need to be powered by either existing aircraft power on the receiver, or by on board power generation on the refueling drogue/coupling. No power can be run down the hose. It must be extremely damage tolerant as the refueling mission involves the collision of the refueling probe with the drogue at up to 15 ft/s. It must have some means of providing the indication to the receiver aircraft.

The probe nozzle used by the Navy conforms to MIL-N-25161 [Ref 1]. MIL-PRF-81975 is the specification for the MA-3 coupling that the refueling nozzle mates with [Ref 2]. MS-24356 gives the basic nozzle dimensions [Ref 4].

PHASE I: Develop and refine initial design concepts that converge on a final prototype design. Assemble system requirements and complete a preliminary prototype design to the extent that the USN can determine technical feasibility. Implement the design in a CAD software of choice. It is expected that some level of bench/breadboard testing will be completed to evaluate technology solutions and justify the preliminary design. A final report shall address requirements generation, lab testing completed and document the prototype design. The system design shall allow for easy adaptation to the current aerial refueling hardware.

The Phase I Option, if exercised, will continue the prototype design refinement and prepare for system level demonstration and validation in Phase II.

PHASE II: Produce a full up prototype design and prototype full up system hardware/software. Throughout Phase II, requirements will be reassessed against original design assumptions and a requirements document will be produced outlining path to full system qualification. Component level testing shall be conducted on actual hardware and software, and ultimately, a system level test will be conducted to demonstrate and validate the system meets the requirements. It is expected that GFE hardware in the form of a refueling coupling and refueling nozzle will be provided to awardees.

The robustness of the system must be considered so that the vendor can capitalize on any developmental flight opportunities that might exist.

PHASE III DUAL USE APPLICATIONS: Update and finalize system design based on system level testing and conduct full qualification testing. This product is intended to transfer to the USN via the MQ-25 and/or PMA-201 Aerial refueling store. With multiple commercial aerial refueling companies in the market, this system would have commercial viability as well.

REFERENCES:

1. "MIL-N-25161 Nozzle, Aerial Refueling, Type MA-2." http://everyspec.com/MIL-SPECS/MIL-SPECS-MIL-N/MIL-N-25161C_AMENDMENT-4_22245/

2. "MIL-PRF-81975 COUPLINGS, REGULATED, AERIAL PRESSURE REFUELING." http://everyspec.com/MIL-PRF/MIL-PRF-080000-99999/MIL-PRF-81975C_NOTICE-1_56541/

4. "MS 24356, Nozzle, Type MA-2, Flight Pressure Refueling." https://www.document-center.com/standards/show/MS-24356/history/REVISION%20D

KEYWORDS: Refueling; Aerial Refueling; Unmanned Refueling; In Flight Refueling; Drogue; Probe

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Topic Q & A

1/14/25  Q. From one aerial refueling to next aerial refueling, does the drogue rotate? If it rotates, what is the rotating range?
   A. The drogue CAN rotate about the coupling’s ball joint and it is free to rotate an unlimited amount of times. I would say this is not normal, you may get slight rotation, but a continually rotating drogue is not normal.
1/9/25  Q.
  1. Are there specific durability or lifetime requirements for the sensors in terms of refueling cycles?
  2. Are there constraints on the size, weight, or power consumption of the sensors beyond what is outlined in the solicitation?
  3. Are there preferred locations for integrating the sensors into the probe and drogue to minimize structural modifications?
  4. Will the government provide a 3D model or schematics of the existing refueling hardware to assist with sensor integration?
  5. Should the system be designed for easy retrofitting of existing refueling probes/drogues, or is it primarily for new systems?
  6. How should we prioritize between minimizing structural changes and achieving maximum sensor accuracy?
  7. Should the system be compatible with existing onboard data processing systems, or will it require its own standalone processor?
   A.
  1. Durability requirements (endurance) requirements in the specifications noted for MA-2 Nozzle and MA-3 coupling.
  2. They have not been documented at this time, other than the physical latching interface between the nozzle and coupling can’t be modified.
  3. We are seeking to understand the state of the possible and therefore we are not directing a preference in solutions.
  4. To the extent possible (data rights) we will share drawings and schematics and will work to provide hardware as noted in solicitation. The government does not own 3d models, for that the contractor would have to contact the OEM.
  5. A retrofit ECP is the anticipated method of incorporation.
  6. We would advise against “structural” changes. Ease of modification is important, as is part count and durability, but we want positive confirmation that a latch has occurred.
  7. Depends on how sensors is developed and integrated. You can assume the data should be passed to the receiver data bus, and, that there would be some sort of vision system on the receiver that could look for signals on the coupling.


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