The NASA SBIR and STTR programs fund the research, development, and demonstration of innovative technologies that fulfill NASA needs as described in the annual Solicitations and have significant potential for successful commercialization. If you are a small business concern (SBC) with 500 or fewer employees or a non-profit RI such as a university or a research laboratory with ties to an SBC, then NASA encourages you to learn more about the SBIR and STTR programs as a potential source of seed funding for the development of your innovations.
The SBIR and STTR programs have 3 phases:
The SBIR and STTR Phase I contracts last for 6 months with a maximum funding of $125,000, and Phase II contracts last for 24 months with a maximum funding of $750,000 - $1.5 million.
Opportunity for Continued Technology Development Post-Phase II:
The NASA SBIR/STTR Program currently has in place two initiatives for supporting its small business partners past the basic Phase I and Phase II elements of the program that emphasize opportunities for commercialization. Specifically, the NASA SBIR/STTR Program has the Phase II Enhancement (Phase II-E) and Phase II eXpanded (Phase II-X) contract options.
Please review the links below to obtain more information on the SBIR/STTR programs.
Provides an overview of the SBIR and STTR programs as implemented by NASA
Provides access to the annual SBIR/STTR Solicitations containing detailed information on the program eligibility requirements, proposal instructions and research topics and subtopics
Schedule and links for the SBIR/STTR solicitations and selection announcements
Federal and non-Federal sources of assistance for small business
Search our complete archive of awarded project abstracts to learn about what NASA has funded
Still have questions? Visit the program FAQs
","parentProgram":{"ableToSelect":false,"isActive":true,"description":"Catalyst is a portfolio of early stage programs that specialize in different innovation constituencies and mechanisms to push the state of the art in aerospace technology development","programId":92327,"responsibleMd":{"canUserEdit":false,"locationEdit":false,"organizationRolePretty":"","organizationTypePretty":""},"title":"Catalyst","acronymOrTitle":"Catalyst"},"parentProgramId":92327,"programId":73,"responsibleMd":{"organizationId":4875,"organizationName":"Space Technology Mission Directorate","acronym":"STMD","organizationType":"NASA_Mission_Directorate","canUserEdit":false,"locationEdit":false,"organizationRolePretty":"","organizationTypePretty":"NASA Mission Directorate"},"responsibleMdOffice":4875,"stockImageFileId":36648,"title":"Small Business Innovation Research/Small Business Tech Transfer","acronymOrTitle":"SBIR/STTR"},"description":"The design of an aircraft is a highly iterative process. During the conceptual design phase there is no time for developing detailed simulation models and decisions are typically made either by using low fidelity models or existing data and regression models. However, the decisions made during the conceptual design phase greatly affect the performance of the aircraft and the associated cost, and typically the majority of the cost is locked during very early stages of the design process. Usually the sound insulation requirements of a passenger cabin are met after the outer mold line of the aircraft and the design of the fuselage structure have been completed and this approach adds weight to the design. Ideally the structural-acoustic concerns should enter the design cycle early and be considered along with other main design disciplines. During the early design stages of an aircraft the interior noise performance of different fuselage configurations must be evaluated based on the following information: length, cross sectional stations as a function of longitudinal location, main interior arrangements, spacing and size of stiffeners and stringers, thickness and material properties of insulation blankets, thickness and material properties of the fuselage and of the trim panels, and the type of acoustic treatment placed in the interior. The acoustic performance expressed in terms of noise reduction comprises the metric for assessing the aircraft performance for interior noise considerations. The proposed project will develop an easy to use, physics based, computational capability that can provide fast an assessment for the interior noise of either conventional or novel aircraft during the early stages of the design process. It will also allow engaging information from multi-scale simulations for designing quiet composite materials with increased damping and reduced radiation efficiency characteristics.","benefits":"Interior noise concerns are present in civil aircraft design since the structural-acoustic performance is directly related with the perceived product quality and the occupant comfort. Currently, structural-acoustic concerns are typically addressed late in the design cycle when the structural configuration has been finalized. Therefore bringing structural acoustic simulations early in the design cycle will offer cost and weight savings. Thus, there is a great market potential for the outcome of this SBIR in the aircraft manufacturing industry. The proposed development fits well the business activities of the proposing firm in the area of computational structural-acoustics and in product design.The NASA SBIR and STTR programs fund the research, development, and demonstration of innovative technologies that fulfill NASA needs as described in the annual Solicitations and have significant potential for successful commercialization. If you are a small business concern (SBC) with 500 or fewer employees or a non-profit RI such as a university or a research laboratory with ties to an SBC, then NASA encourages you to learn more about the SBIR and STTR programs as a potential source of seed funding for the development of your innovations.
The SBIR and STTR programs have 3 phases:
The SBIR and STTR Phase I contracts last for 6 months with a maximum funding of $125,000, and Phase II contracts last for 24 months with a maximum funding of $750,000 - $1.5 million.
Opportunity for Continued Technology Development Post-Phase II:
The NASA SBIR/STTR Program currently has in place two initiatives for supporting its small business partners past the basic Phase I and Phase II elements of the program that emphasize opportunities for commercialization. Specifically, the NASA SBIR/STTR Program has the Phase II Enhancement (Phase II-E) and Phase II eXpanded (Phase II-X) contract options.
Please review the links below to obtain more information on the SBIR/STTR programs.
Provides an overview of the SBIR and STTR programs as implemented by NASA
Provides access to the annual SBIR/STTR Solicitations containing detailed information on the program eligibility requirements, proposal instructions and research topics and subtopics
Schedule and links for the SBIR/STTR solicitations and selection announcements
Federal and non-Federal sources of assistance for small business
Search our complete archive of awarded project abstracts to learn about what NASA has funded
Still have questions? Visit the program FAQs
","parentProgram":{"ableToSelect":false,"isActive":true,"description":"Catalyst is a portfolio of early stage programs that specialize in different innovation constituencies and mechanisms to push the state of the art in aerospace technology development","programId":92327,"responsibleMd":{"canUserEdit":false,"locationEdit":false,"organizationRolePretty":"","organizationTypePretty":""},"title":"Catalyst","acronymOrTitle":"Catalyst"},"parentProgramId":92327,"programId":73,"responsibleMd":{"organizationId":4875,"organizationName":"Space Technology Mission Directorate","acronym":"STMD","organizationType":"NASA_Mission_Directorate","canUserEdit":false,"locationEdit":false,"organizationRolePretty":"","organizationTypePretty":"NASA Mission Directorate"},"responsibleMdOffice":4875,"stockImageFileId":36648,"title":"Small Business Innovation Research/Small Business Tech Transfer","acronymOrTitle":"SBIR/STTR"},"description":"The design of an aircraft is a highly iterative process. During the conceptual design phase there is no time for developing detailed simulation models and decisions are typically made either by using low fidelity models or existing data and regression models. However, the decisions made during the conceptual design phase greatly affect the performance of the aircraft and the associated cost, and typically the majority of the cost is locked during very early stages of the design process. Usually the sound insulation requirements of a passenger cabin are met after the outer mold line of the aircraft and the design of the fuselage structure have been completed and this approach adds weight to the design. Ideally the structural-acoustic concerns should enter the design cycle early and be considered along with other main design disciplines. During the early design stages of an aircraft the interior noise performance of different fuselage configurations must be evaluated based on the following information: length, cross sectional stations as a function of longitudinal location, main interior arrangements, spacing and size of stiffeners and stringers, thickness and material properties of insulation blankets, thickness and material properties of the fuselage and of the trim panels, and the type of acoustic treatment placed in the interior. The acoustic performance expressed in terms of noise reduction comprises the metric for assessing the aircraft performance for interior noise considerations. The proposed project will develop an easy to use, physics based, computational capability that can provide fast an assessment for the interior noise of either conventional or novel aircraft during the early stages of the design process. It will also allow engaging information from multi-scale simulations for designing quiet composite materials with increased damping and reduced radiation efficiency characteristics.","benefits":"Interior noise concerns are present in civil aircraft design since the structural-acoustic performance is directly related with the perceived product quality and the occupant comfort. Currently, structural-acoustic concerns are typically addressed late in the design cycle when the structural configuration has been finalized. Therefore bringing structural acoustic simulations early in the design cycle will offer cost and weight savings. Thus, there is a great market potential for the outcome of this SBIR in the aircraft manufacturing industry. The proposed development fits well the business activities of the proposing firm in the area of computational structural-acoustics and in product design.The NASA SBIR and STTR programs fund the research, development, and demonstration of innovative technologies that fulfill NASA needs as described in the annual Solicitations and have significant potential for successful commercialization. If you are a small business concern (SBC) with 500 or fewer employees or a non-profit RI such as a university or a research laboratory with ties to an SBC, then NASA encourages you to learn more about the SBIR and STTR programs as a potential source of seed funding for the development of your innovations.
The SBIR and STTR programs have 3 phases:
The SBIR and STTR Phase I contracts last for 6 months with a maximum funding of $125,000, and Phase II contracts last for 24 months with a maximum funding of $750,000 - $1.5 million.
Opportunity for Continued Technology Development Post-Phase II:
The NASA SBIR/STTR Program currently has in place two initiatives for supporting its small business partners past the basic Phase I and Phase II elements of the program that emphasize opportunities for commercialization. Specifically, the NASA SBIR/STTR Program has the Phase II Enhancement (Phase II-E) and Phase II eXpanded (Phase II-X) contract options.
Please review the links below to obtain more information on the SBIR/STTR programs.
Provides an overview of the SBIR and STTR programs as implemented by NASA
Provides access to the annual SBIR/STTR Solicitations containing detailed information on the program eligibility requirements, proposal instructions and research topics and subtopics
Schedule and links for the SBIR/STTR solicitations and selection announcements
Federal and non-Federal sources of assistance for small business
Search our complete archive of awarded project abstracts to learn about what NASA has funded
Still have questions? Visit the program FAQs
","parentProgram":{"ableToSelect":false,"isActive":true,"description":"Catalyst is a portfolio of early stage programs that specialize in different innovation constituencies and mechanisms to push the state of the art in aerospace technology development","programId":92327,"responsibleMd":{"canUserEdit":false,"locationEdit":false,"organizationRolePretty":"","organizationTypePretty":""},"title":"Catalyst","acronymOrTitle":"Catalyst"},"parentProgramId":92327,"programId":73,"responsibleMd":{"organizationId":4875,"organizationName":"Space Technology Mission Directorate","acronym":"STMD","organizationType":"NASA_Mission_Directorate","canUserEdit":false,"locationEdit":false,"organizationRolePretty":"","organizationTypePretty":"NASA Mission Directorate"},"responsibleMdOffice":4875,"stockImageFileId":36648,"title":"Small Business Innovation Research/Small Business Tech Transfer","acronymOrTitle":"SBIR/STTR"},"description":"The design of an aircraft is a highly iterative process. During the conceptual design phase there is no time for developing detailed simulation models and decisions are typically made either by using low fidelity models or existing data and regression models. However, the decisions made during the conceptual design phase greatly affect the performance of the aircraft and the associated cost, and typically the majority of the cost is locked during very early stages of the design process. Usually the sound insulation requirements of a passenger cabin are met after the outer mold line of the aircraft and the design of the fuselage structure have been completed and this approach adds weight to the design. Ideally the structural-acoustic concerns should enter the design cycle early and be considered along with other main design disciplines. During the early design stages of an aircraft the interior noise performance of different fuselage configurations must be evaluated based on the following information: length, cross sectional stations as a function of longitudinal location, main interior arrangements, spacing and size of stiffeners and stringers, thickness and material properties of insulation blankets, thickness and material properties of the fuselage and of the trim panels, and the type of acoustic treatment placed in the interior. The acoustic performance expressed in terms of noise reduction comprises the metric for assessing the aircraft performance for interior noise considerations. The proposed project will develop an easy to use, physics based, computational capability that can provide fast an assessment for the interior noise of either conventional or novel aircraft during the early stages of the design process. It will also allow engaging information from multi-scale simulations for designing quiet composite materials with increased damping and reduced radiation efficiency characteristics.","benefits":"Interior noise concerns are present in civil aircraft design since the structural-acoustic performance is directly related with the perceived product quality and the occupant comfort. Currently, structural-acoustic concerns are typically addressed late in the design cycle when the structural configuration has been finalized. Therefore bringing structural acoustic simulations early in the design cycle will offer cost and weight savings. Thus, there is a great market potential for the outcome of this SBIR in the aircraft manufacturing industry. The proposed development fits well the business activities of the proposing firm in the area of computational structural-acoustics and in product design.Bridging the gap. That's the mission of NASA's Technology Demonstration Missions, or TDM: to bridge the gap between need and means, between scientific and engineering challenges and the technological innovations needed to overcome them, between early proof-of-concept tests and the final infusion of cost-effective, revolutionary new technologies into robust NASA, government and commercial space missions. The TDM program, part of NASA's Space Technology Mission Directorate in Washington, focuses on crosscutting technologies with strong customer interest that meet the needs of NASA and industry by enabling new missions or greatly enhancing existing ones. Chosen technologies will be thoroughly ground- and flight-tested in relevant operating environments -- reducing risks to future flight missions, gaining operational heritage and continuing NASA’s long history as a technological leader. These newly proven technologies will enable future NASA missions to pursue bolder goals; make human missions safer and more rewarding; and enable new expansion of space industry in the government and commercial sectors.
NASA's Technology Demonstration Missions bridge the gap between scientific and engineering challenges and the technological innovations needed to overcome them, enabling robust new space missions. The TDM Program Office at NASA's Marshall Center is overseeing a portfolio of high-reward projects led by NASA centers and industry partners across the country.
","programId":70,"responsibleMd":{"organizationId":4875,"organizationName":"Space Technology Mission Directorate","acronym":"STMD","organizationType":"NASA_Mission_Directorate","canUserEdit":false,"locationEdit":false,"organizationRolePretty":"","organizationTypePretty":"NASA Mission Directorate"},"responsibleMdOffice":4875,"stockImageFileId":36654,"title":"Technology Demonstration Missions","acronymOrTitle":"TDM"},"acronym":"GPIM","description":"The mission is architected as a collaboration of NASA, Industry, and Air Force partners with the objective to advance the technology for propulsion components using AF-M315E green propellant. AF-M315E is a low toxicity, higher performance monopropellant formulation developed by the Air Force Research Laboratory and has the potential to increase the performance of propulsive vehicles, while reducing the costs and risks associated with propellant handling. The AF-M315E propulsion payload includes four 1N thrusters for attitude control and a single 1N thruster for primary thrust which will be flown on a standard Ball Aerospace BCP100 spacecraft bus.
","benefits":"The project's benefits will improve existing US green propulsion technologies with flight demo, enhance US in-space propulsion technologies and demo reduced propellant handling and loading hazards and costs
","releaseStatus":"Released","status":"Completed","destinationType":["Mars","Moon_and_Cislunar","Earth"],"trlBegin":5,"trlCurrent":7,"trlEnd":8,"favorited":false,"detailedFunding":false,"programContacts":[{"contactId":401201,"canUserEdit":false,"firstName":"Robert","lastName":"Kenny","fullName":"Robert J Kenny","fullNameInverted":"Kenny, Robert J","middleInitial":"J","email":"robert.j.kenny@nasa.gov","receiveEmail":"Subscribed_User","programContactRole":"Program_Manager","programContactId":337,"programId":70,"programContactRolePretty":"Program Manager","projectContactRolePretty":""},{"contactId":505934,"canUserEdit":false,"firstName":"John","lastName":"Peugeot","fullName":"John W Peugeot","fullNameInverted":"Peugeot, John W","middleInitial":"W","email":"john.w.peugeot@nasa.gov","receiveEmail":"Subscribed_User","programContactRole":"Program_Manager","programContactId":340,"programId":70,"programContactRolePretty":"Program Manager","projectContactRolePretty":""},{"contactId":28,"canUserEdit":false,"firstName":"John","lastName":"Dankanich","fullName":"John W Dankanich","fullNameInverted":"Dankanich, John W","middleInitial":"W","email":"john.dankanich@nasa.gov","receiveEmail":"Subscribed_User","programContactRole":"Program_Director","programContactId":378,"programId":70,"programContactRolePretty":"Program Director","projectContactRolePretty":""}],"endDateString":"Oct 2020","startDateString":"Oct 2012"},"technologyOutcomePartner":"Other","technologyOutcomeDate":"2012-10-01","technologyOutcomePath":"Advanced_To","infoText":"Advanced within the program","infoTextExtra":"Another project within the program (Green Propellant Infusion Mission Program)","isIndirect":false,"technologyOutcomeRationalePretty":"","infusionPretty":"","isBiDirectional":true,"technologyOutcomeDateString":"Oct 2012","technologyOutcomeDateFullString":"October 2012","technologyOutcomePartnerPretty":"Other","technologyOutcomePathPretty":"Advanced To"},{"technologyOutcomeId":106338,"projectId":9630,"project":{"projectId":9630,"title":"Interior Acoustic Analysis for Early Use in Design","startDate":"2011-02-18","startYear":2011,"startMonth":2,"endDate":"2011-09-29","endYear":2011,"endMonth":9,"programId":73,"program":{"ableToSelect":false,"acronym":"SBIR/STTR","isActive":true,"description":"The NASA SBIR and STTR programs fund the research, development, and demonstration of innovative technologies that fulfill NASA needs as described in the annual Solicitations and have significant potential for successful commercialization. If you are a small business concern (SBC) with 500 or fewer employees or a non-profit RI such as a university or a research laboratory with ties to an SBC, then NASA encourages you to learn more about the SBIR and STTR programs as a potential source of seed funding for the development of your innovations.
The SBIR and STTR programs have 3 phases:
The SBIR and STTR Phase I contracts last for 6 months with a maximum funding of $125,000, and Phase II contracts last for 24 months with a maximum funding of $750,000 - $1.5 million.
Opportunity for Continued Technology Development Post-Phase II:
The NASA SBIR/STTR Program currently has in place two initiatives for supporting its small business partners past the basic Phase I and Phase II elements of the program that emphasize opportunities for commercialization. Specifically, the NASA SBIR/STTR Program has the Phase II Enhancement (Phase II-E) and Phase II eXpanded (Phase II-X) contract options.
Please review the links below to obtain more information on the SBIR/STTR programs.
Provides an overview of the SBIR and STTR programs as implemented by NASA
Provides access to the annual SBIR/STTR Solicitations containing detailed information on the program eligibility requirements, proposal instructions and research topics and subtopics
Schedule and links for the SBIR/STTR solicitations and selection announcements
Federal and non-Federal sources of assistance for small business
Search our complete archive of awarded project abstracts to learn about what NASA has funded
Still have questions? Visit the program FAQs
","parentProgram":{"ableToSelect":false,"isActive":true,"description":"Catalyst is a portfolio of early stage programs that specialize in different innovation constituencies and mechanisms to push the state of the art in aerospace technology development","programId":92327,"responsibleMd":{"canUserEdit":false,"locationEdit":false,"organizationRolePretty":"","organizationTypePretty":""},"title":"Catalyst","acronymOrTitle":"Catalyst"},"parentProgramId":92327,"programId":73,"responsibleMd":{"organizationId":4875,"organizationName":"Space Technology Mission Directorate","acronym":"STMD","organizationType":"NASA_Mission_Directorate","canUserEdit":false,"locationEdit":false,"organizationRolePretty":"","organizationTypePretty":"NASA Mission Directorate"},"responsibleMdOffice":4875,"stockImageFileId":36648,"title":"Small Business Innovation Research/Small Business Tech Transfer","acronymOrTitle":"SBIR/STTR"},"description":"The design of an aircraft is a highly iterative process. During the conceptual design phase there is no time for developing detailed simulation models and decisions are typically made either by using low fidelity models or existing data and regression models. However, the decisions made during the conceptual design phase greatly affect the performance of the aircraft and the associated cost, and typically the majority of the cost is locked during very early stages of the design process. Usually the sound insulation requirements of a passenger cabin are met after the outer mold line of the aircraft and the design of the fuselage structure have been completed and this approach adds weight to the design. Ideally the structural-acoustic concerns should enter the design cycle early and be considered along with other main design disciplines. During the early design stages of an aircraft the interior noise performance of different fuselage configurations must be evaluated based on the following information: length, cross sectional stations as a function of longitudinal location, main interior arrangements, spacing and size of stiffeners and stringers, thickness and material properties of insulation blankets, thickness and material properties of the fuselage and of the trim panels, and the type of acoustic treatment placed in the interior. The acoustic performance expressed in terms of noise reduction comprises the metric for assessing the aircraft performance for interior noise considerations. The proposed project will develop an easy to use, physics based, computational capability that can provide fast an assessment for the interior noise of either conventional or novel aircraft during the early stages of the design process. It will also allow engaging information from multi-scale simulations for designing quiet composite materials with increased damping and reduced radiation efficiency characteristics.","benefits":"Interior noise concerns are present in civil aircraft design since the structural-acoustic performance is directly related with the perceived product quality and the occupant comfort. Currently, structural-acoustic concerns are typically addressed late in the design cycle when the structural configuration has been finalized. Therefore bringing structural acoustic simulations early in the design cycle will offer cost and weight savings. Thus, there is a great market potential for the outcome of this SBIR in the aircraft manufacturing industry. The proposed development fits well the business activities of the proposing firm in the area of computational structural-acoustics and in product design.Bridging the gap. That's the mission of NASA's Technology Demonstration Missions, or TDM: to bridge the gap between need and means, between scientific and engineering challenges and the technological innovations needed to overcome them, between early proof-of-concept tests and the final infusion of cost-effective, revolutionary new technologies into robust NASA, government and commercial space missions. The TDM program, part of NASA's Space Technology Mission Directorate in Washington, focuses on crosscutting technologies with strong customer interest that meet the needs of NASA and industry by enabling new missions or greatly enhancing existing ones. Chosen technologies will be thoroughly ground- and flight-tested in relevant operating environments -- reducing risks to future flight missions, gaining operational heritage and continuing NASA’s long history as a technological leader. These newly proven technologies will enable future NASA missions to pursue bolder goals; make human missions safer and more rewarding; and enable new expansion of space industry in the government and commercial sectors.
NASA's Technology Demonstration Missions bridge the gap between scientific and engineering challenges and the technological innovations needed to overcome them, enabling robust new space missions. The TDM Program Office at NASA's Marshall Center is overseeing a portfolio of high-reward projects led by NASA centers and industry partners across the country.
","programId":70,"responsibleMd":{"organizationId":4875,"organizationName":"Space Technology Mission Directorate","acronym":"STMD","organizationType":"NASA_Mission_Directorate","canUserEdit":false,"locationEdit":false,"organizationRolePretty":"","organizationTypePretty":"NASA Mission Directorate"},"responsibleMdOffice":4875,"stockImageFileId":36654,"title":"Technology Demonstration Missions","acronymOrTitle":"TDM"},"acronym":"GPIM","description":"The mission is architected as a collaboration of NASA, Industry, and Air Force partners with the objective to advance the technology for propulsion components using AF-M315E green propellant. AF-M315E is a low toxicity, higher performance monopropellant formulation developed by the Air Force Research Laboratory and has the potential to increase the performance of propulsive vehicles, while reducing the costs and risks associated with propellant handling. The AF-M315E propulsion payload includes four 1N thrusters for attitude control and a single 1N thruster for primary thrust which will be flown on a standard Ball Aerospace BCP100 spacecraft bus.
","benefits":"The project's benefits will improve existing US green propulsion technologies with flight demo, enhance US in-space propulsion technologies and demo reduced propellant handling and loading hazards and costs
","releaseStatus":"Released","status":"Completed","destinationType":["Mars","Moon_and_Cislunar","Earth"],"trlBegin":5,"trlCurrent":7,"trlEnd":8,"favorited":false,"detailedFunding":false,"programContacts":[{"contactId":401201,"canUserEdit":false,"firstName":"Robert","lastName":"Kenny","fullName":"Robert J Kenny","fullNameInverted":"Kenny, Robert J","middleInitial":"J","email":"robert.j.kenny@nasa.gov","receiveEmail":"Subscribed_User","programContactRole":"Program_Manager","programContactId":337,"programId":70,"programContactRolePretty":"Program Manager","projectContactRolePretty":""},{"contactId":505934,"canUserEdit":false,"firstName":"John","lastName":"Peugeot","fullName":"John W Peugeot","fullNameInverted":"Peugeot, John W","middleInitial":"W","email":"john.w.peugeot@nasa.gov","receiveEmail":"Subscribed_User","programContactRole":"Program_Manager","programContactId":340,"programId":70,"programContactRolePretty":"Program Manager","projectContactRolePretty":""},{"contactId":28,"canUserEdit":false,"firstName":"John","lastName":"Dankanich","fullName":"John W Dankanich","fullNameInverted":"Dankanich, John W","middleInitial":"W","email":"john.dankanich@nasa.gov","receiveEmail":"Subscribed_User","programContactRole":"Program_Director","programContactId":378,"programId":70,"programContactRolePretty":"Program Director","projectContactRolePretty":""}],"endDateString":"Oct 2020","startDateString":"Oct 2012"},"technologyOutcomePartner":"Other","technologyOutcomeDate":"2012-10-01","technologyOutcomePath":"Advanced_To","infoText":"Advanced within the program","infoTextExtra":"Another project within the program (Green Propellant Infusion Mission Program)","isIndirect":true,"technologyOutcomeRationalePretty":"","infusionPretty":"","isBiDirectional":true,"technologyOutcomeDateString":"Oct 2012","technologyOutcomeDateFullString":"October 2012","technologyOutcomePartnerPretty":"Other","technologyOutcomePathPretty":"Advanced To"}],"libraryItems":[],"states":[{"abbreviation":"MI","country":{"abbreviation":"US","countryId":236,"name":"United States"},"countryId":236,"name":"Michigan","stateTerritoryId":34,"isTerritory":false},{"abbreviation":"VA","country":{"abbreviation":"US","countryId":236,"name":"United States"},"countryId":236,"name":"Virginia","stateTerritoryId":7,"isTerritory":false}],"endDateString":"Sep 2011","startDateString":"Feb 2011"}}