DARPA-BAA-13-19_(Rev_2).pdf

DARPA BAA-13-19

Broad Agency Announcement

Vertical Take-Off and Landing Experimental Aircraft

(VTOL X-Plane)

Tactical Technology Office (TTO)

DARPA-BAA-13-19

February 25, 2013

Contents

Part 1. Overview Information

Part 2. Full Text of Announcement

I. Funding Opportunity Description

A. Program Overview

B. Program Goals

C. Top-Level Schedule

D. Program Approach

1. Program Phases

1.1 Phase I: Conceptual Design and Technology Maturation (22 Months)

1.2 Phase II: Detailed Design and System Integration (18 months)

1.3 Phase III: Ground and Flight Testing (12 months)

2. Program Milestone Description

2.1 Phase I Milestones

2.2 Phase II Milestones

2.3 Phase III Milestones

II. Award Information

III. Eligibility Information

A. Eligible Applicants

B. Procurement Integrity, Standards of Conduct, Ethical Considerations, and Organizational Conflicts of Interest

C. Cost Sharing/Matching

D. Other Eligibility Criteria

IV. Application and Submission Information

A. Address to Request Application Package

B. Content and Form of Application Submission

1. Security and Proprietary Issues

2. Proposal Submission Information

3. Proposal Format

Proposal Part 1. Administrative

1.1 Cover Sheet {no page limit}

1.2 Table of Contents, List of Figures, List of Tables {no page limit}

1.3 Organizational Conflict of Interest Affirmations and Disclosure {no page limit}

1.4 Human Use {no page limit}

1.5 Animal Use {no page limit}

1.6 Statement of Unique Capability Provided by Government or Government- Funded Team Member {no page limit}

1.7 Government or Government-funded Team Member Eligibility {no page limit} 27

Proposal Part 2. Executive Summary {6}

Proposal Part 3. Technical Details

3.1 Work Breakdown Structure (WBS) {no page limit}

3.2 Organization Chart {2}

3.3 Innovative Claims for the Proposed Research {30}

3.4 Technical Approach {25}

3.5 Intellectual Property {No Page Limit}

3.6 Management Plan {10}

3.7 Potential Contribution to the DARPA Mission and Technology Transition Approach {5}

3.8 Related Past Performance {3}

Proposal Part 4. Additional Information

Proposal Part 5. Cost

5.1 Detailed Cost Breakdown {no page limit}

4. Proposal Submission Deadline and Instructions

5. Funding Restrictions

V. Application Review Information

A. Evaluation Criteria

B. Review and Selection Process

VI. Award Administration Information

A. Selection Notices

B. Administration and National Policy Requirements

1. Meeting and Travel Requirements

2. Human Use

3. Animal Use

4. Publication Approval

5. Export Control

6. Subcontracting

7. Electronic and Information Technology

8. Employment Eligibility Verification

9. System for Award Management Registration and Universal Identifier Requirements 42

10. Reporting Executive Compensation and First-Tier Subcontract Awards

11. Updates of Information Regarding Responsibility Matters

12. Representation by Corporations Regarding Unpaid Delinquent Tax Liability or a Felony Conviction Under Any Federal Law

13. Cost Accounting Standards Notices and Certification

14. Controlled Unclassified Information on Non-DoD Information Systems

C. Reporting

D. Electronic Systems

1. Representations and Certifications

2. Wide Area Work Flow (WAWF)

3. i-Edison

VII. Agency Contacts

VIII. Other Information

A. Intellectual Property Procurement Contract Proposers

1. Noncommercial Items (Technical and Computer Data Software)

2. Commercial Items (Technical Data and Computer Software)

B. Non-Procurement Contract Proposers – Noncommercial and Commercial Items (Technical Data and Computer Software)

C. All Proposers – Patents

D. All Proposers – Intellectual Property Representations

IX. Appendix

Part 1. Overview Information

Federal Agency Name: Defense Advanced Research Projects Agency (DARPA), Tactical Technology Office (TTO)

Funding Opportunity Title: Vertical Take-Off and Landing Experimental Aircraft (VTOL X-Plane)

Announcement Type: Initial Announcement Funding Opportunity Number: Broad Agency Announcement (BAA) 13-19 Catalog of Federal Domestic Assistance Numbers (CFDA): Not Applicable Dates:

o BAA Posted: 2/25/2013 o Proposers’ Day: 3/14/2013 o Questions Due Date: 3/31/2013 o Proposal Due Date: 6/4/2013 o BAA Closing Date: 8/31/2013

Concise description of the funding opportunity: The DARPA Tactical Technology

Office is soliciting proposals on the design, development and demonstration of a vertical takeoff and landing (VTOL) experimental aircraft (X-Plane) with exceptional performance in vertical and cruise flight, and operational capability through transition from vertical to forward flight. The purpose of the program is to champion the design and development of sub-system technologies and integrated air vehicle configurations that will enable radical improvements in VTOL flight. The program will demonstrate an aircraft capable of sustained flight at high speeds, improved hover and cruise efficiencies that are significantly greater than contemporary rotary-wing aircraft, and increased useful load fractions and aircraft functionality.

Specifically, the VTOL X-Plane demonstrator aircraft will be designed to fly at sustained speeds between 300 kt – 400 kt and demonstrate aircraft hover efficiency within 25% of the ideal power loading (at standard sea level conditions) and cruise lift-to-drag ratio no less than 10. The VTOL experimental/demonstrator aircraft will be designed to have a gross weight between 10,000 lb – 12,000 lb, a useful load no less than 40% of the gross weight, and a payload capacity of at least 12.5% of the gross weight.

The VTOL X-Plane program is divided into three phases extending over 52 months, with first flight at 42 months after award. This BAA is for Phase I of the VTOL X-Plane program. Phase I is broken into two sub-parts, Phase IA and Phase IB. Phase IA is a 6 month conceptual design effort while Phase IB is a 16 month preliminary design and technology maturation effort. Proposals for the remainder of the program will be solicited from Phase I prime performers towards the end of the first phase, and must be submitted by the time of the preliminary design review (PDR). It is anticipated that one award will be made for Phases II and III. All detailed design, development and integration efforts will be performed during the second phase. Two test articles will be built during Phases II and III. The aircraft will be flight tested during Phase III to explicitly validate the performance envelope.

Total amount of money to be awarded: The total planned budget for award is on the order of $130M, with $47M available in Phase I (the focus of this solicitation).

Anticipated individual awards: Multiple individual awards are anticipated in Phase I.

After Phase I, a single award is anticipated for aircraft development and flight test in Phases II and III.

Types of instruments that may be awarded: Procurement Contract or Other Transaction.

Any cost sharing requirements: See Section III-C Agency contact o Dr. Ashish Bagai

DARPA/TTO

ATTN: BAA 13-19

675 North Randolph Street Arlington, VA 22203-2114

FAX: 703-248-4800

EMAIL: DARPA-BAA-13-19@darpa.mil

Part 2. Full Text of Announcement

I. Funding Opportunity Description

DARPA often selects its research efforts through the Broad Agency Announcement (BAA) process. The BAA will appear first on the FedBizOpps website, http://www.fbo.gov, then the agency website, http://www.darpa.mil/Opportunities/Solicitations/TTO_Solicitations.aspx. The following information is provided to those wishing to respond to the BAA.

DARPA is soliciting research proposals in the area of novel vertical flight technologies, configurations, subsystems and integration approaches. Proposed research should describe and address the investigation of innovative systems that enable revolutionary advancements in vertical flight concepts. The development and flight test of a VTOL X-Plane technology demonstrator must also be discussed. DARPA is specifically interested in design concepts that break out of the dominant design paradigm, and evolutionary improvements to the existing state of practice are less likely to garner interest.

A. Program Overview

The utility of vertical flight aircraft in U.S. military operations is well established. The ability to operate to and from unprepared areas and cover large zones of operations expeditiously, while being able to hover while lifting meaningful payloads, and transporting them over mission distances under hot and high atmospheric conditions, are essential. The current inventory of vertical flight machines, dominated by the large open rotor helicopter, has fulfilled many requirements, but it is inadequate for meeting the performance objectives of operational situations requiring flight at high speeds to cover long ranges and hovering under extreme conditions. Such concepts of employment warrant the development of vertical flight vehicles with transformational improvements in performance over the state-of-the-art (SOA). These are factors that drive the development of technologies to enable capabilities.

The intent of the VTOL X-Plane program is to advance the design and development of new and improved technologies, sub-systems, aircraft concepts and configurations to demonstrate vertical lift aircraft with fundamentally enhanced performance capabilities. The objectives are intended to enable radical improvements in VTOL speed, hover time, range and useful loads applicable to future systems, but without degenerating into an aircraft sizing exercise focused on meeting any particular mission specifications or requirements. As such, while the program seeks to develop technologies that would enable very large improvements in mission capabilities, it is not intended to create a pre-production type aircraft for any specific operational effort. Rather, the technologies developed should be considered with the potential of being applied to future objective concepts, and for purposes of exemplifying the usefulness of proposed concepts, proposers may present performance attributes for some defined mission scenario.

Areas for the development and incorporation of innovative technologies include all aspects of air vehicle aerodynamics, dynamics, controls, propulsion, structures, etc. Design creativity, deliberate scientific process and systems integration that realize the speed, efficiency and useful work objectives of the program are key elements for success. Examples of innovative technical solutions include concepts for increased lift and reduced drag, hybrid designs and configurations for lift sharing, multi-functional high authority control systems, improved power loading for efficient hover, downwash footprint manipulation, thrust augmentation technologies, exploitation of ground effect, innovative propulsion applications and integration (augmented, distributed and mixed/heterogeneous systems), and related control concepts and laws. While the program is not intended to focus on the development of new materials, engine concepts, energy storage, or autonomy, it is open to integration of new available technologies in these (and other) areas onto the air vehicle. It is highly desirable that simplicity and elegance be incorporated into the design space at a fundamental level, and that the technological solutions produced result in increased net effectiveness (efficiency), preferably with reduced system complexity. Proposers are encouraged to consider a spectrum of innovative VTOL systems, designs and aircraft types and not limit their focus to simply improving existing configurations.

B. Program Goals

A review of the SOA illustrates that the flight speeds of existing VTOL aircraft in the 4,000 lb – 24,000 lb weight classes are limited to approximately 170 kt. These aircraft are nearly exclusively large open rotor systems, the designs of which have been influenced by power loading considerations to enable hovering flight. Interestingly, however, the average hover efficiency of even these “hover-optimized” aircraft is only about 60% of the theoretical ideal.

Furthermore, the lift-to-drag ratios of these edge-wise rotor powered aircraft are lower than what is typical for fixed-wing aircraft by factors of three or more.

Based on these observations, the primary technical objectives of the VTOL X-Plane program are to demonstrate radical improvements in flight speeds, hover efficiency, and cruise efficiency of VTOL aircraft, and to demonstrate the ability to perform useful work throughout the flight envelope. The program is not focused on designing “fast” helicopters or new fixed wing aircraft capable of landing vertically. Rather, it is to conceive novel concepts and configurations, technologies and detailed sub-system designs to overcome the fundamental issues that limit vertical flight performance -- e.g., retreating blade stall, high parasite drag, low power loadings, inefficient lift in translational flight, high empty weight fractions, vertical download, losses due to interactional aerodynamics, power losses, etc. DARPA would like to see sources of performance losses converted into concepts that improve system efficiency.

Qualitatively, the program specifies the following essential objectives for the VTOL demonstrator:

Increased aircraft sustained flight speeds Increased aircraft hover efficiency Increased aircraft cruise efficiency Increased aircraft useful load (fuel, flight crew, test instrumentation, payload)

The VTOL X-Plane program requires that these goals be satisfied simultaneously on a single platform, and the intent of the flight test phase is to specifically and demonstrably verify these objectives. Simultaneously satisfying these capabilities on a single air vehicle is essential, as they exemplify the ability to improve VTOL flight speeds while also improving (or at minimum, retaining) the ability to do useful work – an attribute that has often been absent on many VTOL experimental aircraft programs that have focused on only a subset of these metrics.

Performance Objectives VTOL X-Plane is intended to establish key performance attributes to enable transformational mission capabilities on an objective aircraft. These include efficient sustained hover, long-range cruise, high useful loads and sustained flight at high speeds. Specific performance metrics to be demonstrated jointly on the VTOL X-Plane are:

1. Sustained high speed flight at true airspeeds between 300 kt and 400 kt.

2. System (aircraft) hover efficiency within 25% of the ideal power loading (at sea-level standard conditions), which for open rotors (for example) is given by PL = (2 / DL)1/2, where PL = T/Pact, T = thrust required to hover, Pact = actual power required to hover, = aircraft non-dimensional coefficient of efficiency, = density of air, DL = T/A, A = equivalent actuator disk area.

3. System (aircraft) cruise lift-to-drag ratio no less than 10.

4. Useful load fraction no less than 40% gross weight with a payload fraction no less than

12.5% gross weight.

The aircraft useful load for this program is defined as the aggregate weight of the fuel, flight crew, emergency and test equipment, and payload. Clear and detailed weight build-up statements will be required as part of the design submissions and must include aircraft empty weight, basic weight, operating weight and gross weights.

As part of this program, the technologies should be proven at relevant scale on a manned or unmanned flight demonstrator aircraft weighing between 10,000 lb - 12,000 lb, and with projected scalability applicable to platforms ranging in gross weights from approximately 4,000 lb to 24,000 lb. The design of the demonstrator as a manned, unmanned or optionally piloted aircraft is left to the proposers. Design trades should include consideration of aerodynamics, weight, controls, airworthiness certification, etc. of the demonstrator. The demonstrator aircraft should be designed with sufficient load margins and be able to execute maneuvers from -0.5g to 2.0g at various flight conditions.

The VTOL X-Plane program, however, will not support the development of new or immature autonomous systems. The VTOL X-Plane program will also not support the development of engines or new propulsion systems. All aircraft performance validation and flight demonstration must be performed using an existing engine type or model. The use of newer technologies (e.g., distributed systems, electric motors, hybrid and/or heterogeneous concepts) is welcomed, provided the risks of doing so are demonstrably acceptable. The Government will not be providing engines as government furnished equipment (GFE).

Standardized Flight Profile for Derived Performance Proposers are required to baseline and state the performance of their concepts and estimated efficiencies for a representative, standardized flight profile as given in Table 1. Specific performance information (e.g., power required, fuel burn for the segments, distances flown, ceilings, cruise altitudes, etc.) is requested against this profile. All analyses should be performed at the maximum gross weight of the vehicle. The flight profile is not intended to set a design point or mission scenario to size the proposed aircraft, but rather to set common rules from which concept capabilities can be ascertained.

Table 1. Standardized Flight Profile Description

C. Top-Level Schedule

A top-level VTOL X-Plane program schedule is shown in Figure 1, along with major milestones.

The program spans 52 months and will be conducted in three phases:

Phase I (the focus of this BAA): Phase IA, Conceptual Design (6 months) and Phase IB, Technology Maturation (16 months)

Phase II: Detailed Design and System Integration (18 months)

Phase III: Ground and Flight Testing (12 months)

This BAA solicits detailed proposals for the entirety of Phase I, with estimated approaches required for Phases II and III. Phase I contracts will be awarded as a base (Phase IA) and an option (Phase IB). Progression into Phase II and beyond will be made on the basis of technical progress made by the performers during Phase I, and the quality of detailed Phases II and III proposals that will be solicited during Phase IB and evaluated after PDR. Phase II and III proposals will only be sought from selected Phase I performers. It is anticipated that a single performer (performing team) will be selected for Phase II and beyond.

Figure 1. VTOL X-Plane Program Schedule

D. Program Approach

The three phases of the VTOL X-Plane program are designed to progressively develop and mature the technologies of the air vehicle and associated systems. Phase I will begin with top-level conceptual designs, trade studies and significant refinement of the configurations proposed in response to this BAA. This will be followed by Phase IB that is comprised of comprehensive preliminary design and maturation efforts that characterize the performance of the individual technologies, integrated systems and complete aircraft. Subscale or model testing to prove and evaluate high-risk concepts may be designed and performed during this period as well.

Phase II will focus on the detailed design, development, fabrication and testing of the subsystem technologies for integration on the aircraft. Because of the aggressive schedule, it is likely that these subsystems will be developed concurrently with multiple individual “critical design reviews” (CDRs) held on a rolling basis. Fabrication of the two air vehicles will also commence during this phase with the first aircraft completed prior to Phase III. The second air vehicle will be completed as the first proceeds through ground testing and is prepared for flight in Phase III.

While it is the Government’s intent to have two complete air vehicles available for flight testing and technology evaluation, the critical path of this program is defined by the development schedule of the first air vehicle. The following sections describe the specific technical objectives of each phase.

1. Program Phases

The following paragraphs discuss the expected efforts to be performed within each phase of the program. The descriptions are not to be construed as limiting the work performed under the awarded contracts. The descriptions are to convey an understanding of what is expected to enable the realization of the aggressive performance goals on a VTOL X-Plane within the specified structure of the program.

DARPA/TTO strongly encourages proposers to establish agile design processes and utilize small, focused, and closely integrated teams to execute the program efficiently and effectively.

DARPA is especially interested in rapid design, development and integration approaches that support the aggressive schedules and objectives of the program. The efficient use of resources is deemed critical to improved affordability and reduced developmental time.

1.1 Phase I: Conceptual Design and Technology Maturation (22 Months)

It is anticipated that multiple awards will be made during Phase I. Following contract award, kick-off meetings will be held, at which time Phase I efforts shall commence. Phase I will be divided into two sections: Phase IA Conceptual Design, with a duration of 6-months, followed by Phase IB, a Technology Maturation (“advanced” Preliminary Design) segment of 16-months.

Phase IA (6 months):

During conceptual design, the performers will focus on analyzing, substantiating, refining and defining subsystems and configurations of the proposed demonstrator aircraft. They will develop a system that demonstrates the traceability of their efforts to all high risk/enabling technologies. Efforts will include clearly expounding upon the technologies that will enable the proposed concepts to meet the performance objectives of the VTOL X-plane program, along with scientific justification of anticipated results. Thorough technology trade studies will be performed and alternative technologies evaluated as appropriate. For novel, but higher risk technologies, alternative systems will be identified to establish recovery paths to meet VTOL X- Plane program performance goals.

Aircraft propulsion systems will be identified and selected, and the layout of the aircraft will be defined, including internal arrangements. Design concepts that maximize the effectiveness of the subsystems on the integrated air vehicle will be identified for further verification. Relevant literature surveys and applicable data, along with newly-generated data, will be used to justify the approaches and anticipated performance benefits. The information will later be used for validation and verification purposes. All aircraft performance capabilities will be estimated.

Sizing, weight estimates and fuel and power requirements will be computed. Control system architectures and concepts will be defined along with measures of their effectiveness.

Contributions of subsystem and system efficiencies to realizing program performance objectives will be developed. Conceptual control law architectures will be defined.

Phase IA will conclude with a Conceptual Design Review (CoDR) six months after program award. Expected results at CoDR will include significantly detailed analyses of the aircraft and its systems, performance, identification of all key subsystem performance-derivatives, detailed assessments of the risks associated with each concept, alternative technologies, recovery plans and prioritized technology maturation and testing recommendations. CoDR will also serve as a gated progression to Phase IB, and although it is anticipated that all Phase IA performers will continue into the Technology Maturation phase (Phase IB), DARPA reserves the right to redirect or discontinue any elements of the efforts, in whole or in part, should the proposed path forward not be deemed to be aligned with program goals.

Phase IB (16 months):

Phase IB will include traditional preliminary design activities, as well as technology maturation and prioritized approaches to risk reduction of key, fundamental technologies through modeling and simulation, analysis and select component level testing. A System Definition Review (SDR) will be held to gauge progress and advancement of the designs. Performers will relate how their subsystems will be integrated into the air vehicle, and describe technology development paths to meet program objectives. Platform design efforts will continue; system performance estimates and weights will be regularly updated. Initial engineering designs of all key technologies and subsystems, including aircraft configuration refinement, will be performed during this segment.

Efforts will include the application of more sophisticated analytical tools to define systems and aircraft aerodynamics, dynamics, handling qualities, stability and control. Relevant model configuration testing, subsystem technology testing and system level performance simulations including thorough computational fluid dynamics (CFD) and computational structural dynamics (CSD) to establish clear performance predictions will be performed. Control systems and flight simulation modeling will be initiated and developed to preliminary capacity. The phase will culminate in a comprehensive PDR to include all formal documentation, data, drawings and results, along with plans for detailed design and fabrication.

The following top-level objectives are established for Phase I:

Systematically refine and develop the configurations, concepts and technologies that were proposed. Assess and update configuration layouts and options.

Identify and evaluate propulsion requirements, integration concepts and efficiencies.

Provide detailed descriptions and assessments of any non-traditional approaches proposed.

Perform detailed trade studies to identify and substantiate the effectiveness of the proposed technologies. Analyze the contributions of each design concept towards the performance objectives of the aircraft, including performance derivatives.

Identify, assess, quantify and prioritize risks of all technologies, processes and system attributes critical to realizing the performance goals of the program.

Define risk reduction activities, including simulations, component tests and technology demonstrations required to validate the effectiveness of the concepts to enable the realization of overall program goals.

Identify and evaluate alternative and surrogate subsystems to mitigate the risks associated with novel, immature technologies.

Perform detailed analyses of the designs and functioning of the novel configurations, multi-functional aerodynamic controls, lift and thrust generation concepts, methods to enhance hover and cruise efficiencies, control systems and laws, actuation concepts, advanced materials and other technologies that are integral to the proposed the VTOL X- Plane technology demonstrator.

Develop and refine the design and performance of the VTOL X-Plane demonstrator for evaluation at the CoDR that will be held 6 months after award. The CoDR will also serve as a gated progression into Phase IB.

Conduct an SDR to define the necessary system architecture and refine the technical approach to analyze, develop, test and design the aircraft.

Identify and develop approaches to test and analyze critical technologies that address plans for the detailed design and flight test phase.

Conduct refined risk reduction and technology development activities, including detailed modeling, simulation and concept test and evaluation, to mature the design of the demonstration VTOL X-Plane system.

Meet PDR requirements. PDR will be held at the conclusion of Phase I. All performance capabilities must be firm with reasonable developmental paths forward.

Define detailed subsystem development plans for Phase II that include intermediate performance objectives (milestone criteria) associated with the design, fabrication, test, verification and qualification of the aircraft subsystems.

Define a detailed air vehicle integration program for Phase II that defines the concept of assembly of the air vehicle.

Phase I exit criteria include:

Completed detailed conceptual designs, subsystem trades, prioritized risk assessments of aircraft, and system technologies.

Completed detailed aircraft configuration designs, performance analyses, and performance derivatives based on proposed technologies.

Deliver detailed preliminary design of the technology demonstrator with substantiating analysis and test reports and documentation providing verification of the proposed technologies and integrated systems.

Completed technology maturation efforts with clear identification of select concepts and developmental approaches.

Detailed technology design, fabrication, test and aircraft integration plans for following phase efforts.

Drawing packages, including interface definitions and systems integration with sufficient detail to impress confidence in proceeding to detailed design.

Complete preliminary control system simulation, architecture and control laws.

Complete aircraft preliminary flight simulation modeling.

Results of Phase I activities demonstrate a clear path to achieving program performance objectives described in Part 2.I.B of this BAA.

Deliver Phase I Final Technical Report.

Phase II/III Proposal Two months prior to PDR, the Government will request proposals for Phases II and III.

Participation is optional and will be limited to Phase I prime contractors. Interested performers will be required to submit their proposals at the time of PDR. The proposals will include very detailed aircraft and system development plans, costs and schedules.

Submission of proposals for Phases II and III are optional and associated proposal preparation costs will not be reimbursed under Phase I awards. The decision to continue the program into Phases II and III is the prerogative of the Government and will be based upon availability of funds and the determination that performers have made sufficient progress towards meeting program performance objectives, maturing the required technologies and addressing risks.

Selection of a Phase II and III proposal will be based on evaluations using criteria to be specified in the proposal request. Evaluation of performance during Phase I will also be considered in the selection decision. Completion of all Phase I exit criteria is a pre-requisite for progressing to Phases II and III.

Phase I Performance Reviews and Reporting Requirements DARPA plans to hold formal (milestones) program reviews throughout Phase I, as listed in Table 2. Other technical interchange and informal meetings may be agreed upon during contract negotiations or at an appropriate time.

Table 2. Phase I Performance Reviews

1.2 Phase II: Detailed Design and System Integration (18 months)

The detailed design, development, testing, and verification of key enabling technologies for the VTOL X-Plane will be performed during Phase II. All subsystems will be matured concurrently, with critical design reviews held for individual systems to approve development. This will include appropriate safety and qualification tests. The design of the aircraft structure will take place simultaneously, and the subsystems will be integrated with the air vehicle as they are readied and in accordance with established developmental plans.

Vehicle management and control concepts will be matured, and simulations will be developed to evaluate and test the approaches, validate flight control hardware and software and analyze the (predicted) characteristics of the flight vehicle. The air vehicle simulation will be used for “pilot” training as well and will be progressively updated to reflect the evolving designs, initially using

Review Schedule Location

Program Kick-off Within 30 days of contract award Performers location

Conceptual Design Review 6 months after contract award Performers location

System Definition Review 10 months after contract award Performers location

Preliminary Design Review 22 months after contract award Performers location

Interim Progress Reviews 3 and 14 months after contract award Performers location

Consolidated Monthly Report Monthly Electronic Communication empirical and predicted computational results and subsequently, during Phase III, based on flight test observations and measurements.

A Final Design Review (FDR) will be held to review the entire phase of the program and to confirm progress towards Test Readiness Review (TRR), by which time the complete air vehicle will be available for Phase III.

In addition to the concurrent design, fabrication of systems and assembly of the aircraft, parts for a second similar air vehicle will also be manufactured, assembly of which will be initiated around the same time that an FDR is held for the first aircraft.

1.3 Phase III: Ground and Flight Testing (12 months)

Upon successful completion of the TRR in Phase II, the program will proceed to Phase III, at which time the flight vehicle will enter the ground test phase. Ground testing will proceed in a staged approach, including powered system checks, engine runs, evaluation of control systems, checks for structural integrity, etc., along with any performance numbers that can be ascertained prior to flight. Modifications will be incorporated and the aircraft readied for Safety of Flight (SOF) Review. Upon SOF approval, the aircraft will proceed to first flight, which is scheduled for 42-months after the start of Phase I. The envelope will be expanded gradually, with updates to the flight simulation software based on flight test results. Specific performance data will be gathered to establish the flight speed capabilities of the aircraft and to determine the improvements in performance efficiencies. Explicit measurements of performance parameters will be made to verify performance objectives of the VTOL X-Plane.

An anticipated preliminary flight test matrix is provided in Table 3, which defines the types of measurements that are likely to be made to verify system performance. Such matrices will also be used to help design the flight test cards during envelope expansion and data acquisition. The table shown is for representation purposes only. Actual aircraft performance measurements will likely necessitate significant instrumentation to include air speed data, ground speed information, fuel flow rates, engine torque and RPM, power consumption (including ancillary systems), lift system power, aircraft drag, ambient conditions, etc.

Upon completion of the DARPA flight test sequence, the technology demonstrators may be made available to service entities or further tested in wind tunnel facilities. Ground and flight-testing will take place at a suitable test facility (to be determined).

Table 3. Sample Flight Test Approach

2. Program Milestone Description

The Government will evaluate performer progress against specific and well-defined milestones.

These will help ensure that appropriate technical progress is being made and that the program is on schedule. The milestones also help to establish execution and procurement timelines for planning purposes, and serve as measures of performance quality.

The following programmatic milestones have been established for the three phases of the program:

2.1 Phase I Milestones

Phase IA: Conceptual Design Review: This review will support initial definition and evaluation of the preferred air vehicle configuration and assess the key enabling technologies necessary to meet the VTOL X-Plane performance objectives. CoDR will be used to assess whether the designs are on track to meet the purview of the program. Aircraft design elements, weights, dimensions, and configuration layouts all will be reviewed, along with projected performance capabilities. CoDR for this program is expected to be more detailed than typical conceptual reviews, and it is anticipated that higher order design methodologies will be used to support the efforts performed. Technology maturation plans for the second segment of Phase I efforts will also be described. Efforts unlikely to meet programmatic objectives may be discontinued at DARPA’s discretion.

Phase IB: System Definition Review: Performers will demonstrate their understanding of how the subsystems will interact and how they will be integrated to meet the aircraft performance specifications. Detailed updates to aircraft performance and configurations will be defined. All propulsion concepts and related information will be acquired and integrated into the performance representation. A complete understanding of how the technologies will be developed and integrated will be demonstrated. Preliminary functional and physical interface documents will be completed. Initial control systems concepts will be defined.

Phase IB: Preliminary Design Review: PDR will demonstrate that the preliminary design meets all system requirements with acceptable risk and within the cost and schedule constraints of the program. Results of smaller subscale tests of key technologies will be completed and analyzed. Results using more sophisticated/higher-order computational methods will be applied to define and evaluate the subsystems, and all sizing studies and technology trade analyses will be completed and data presented for discussion. The PDR will assess technical and programmatic products using results from simulations and component testing. PDR will establish the basis for proceeding with the subsequent detailed design phase of the program. It will justify the selection of the design options and demonstrate that all system interfaces have been identified, and the paths for design, fabrication and verification to be performed during Phase II are appropriately defined.

2.2 Phase II Milestones

Subsystem Critical Design Reviews: The development of key critical technologies for the VTOL X-Plane program will be executed as concurrent design efforts, focused on timely design, development, fabrication and verification for integration onto the aircraft. The technical risks and interdependencies between these efforts will be prioritized prior to any sequencing of work to be performed, but each will be executed on its own review and development cycles to meet program objectives. Each will therefore, have its own CDR.

Final Design Review: The FDR is a system-level review to evaluate overall program execution and the state of readiness of the first air vehicle prior to Phase III. Production of the second air vehicle will be initiated at this time.

Test Readiness Review: Final review of the assembled aircraft prior to proceeding to Phase III.

A complete debrief of all performance attributes, system functioning, control checkout and test protocols will be provided. Pilot training will be complete. Design loads will be confirmed for airworthiness and flight test envelopes will be defined. Test facility, equipment, and support personnel requirements will be complete, and test procedures properly defined. Test facilities will be confirmed and scheduled, and flight test instrumentation and data acquisition will be ready.

2.3 Phase III Milestones

Safety of Flight Review: SOF review will take place at the completion of ground testing of the aircraft. The review will be the formal approval from the oversight agency authorizing flight test.

First Flight: Time at which the VTOL X-Plane Air Vehicle 1 is flown for the first time.

Flight Envelope Validation: The final flight of Air Vehicle 1 to demonstrate the achievement of the overall program goals. There may be additional tests after this point, but the VTOL X-Plane performance objectives will have been validated and confirmed.

II. Award Information

The total planned budget for award is on the order of $130M. The total award planned for Phase I is $47M. Multiple Phase I awards are anticipated as a result of this BAA, but will depend upon the quality of the proposals received and the availability of funds.

Proposal responses to both Phase IA (base) and Phase IB (option) of this effort are expected to be highly detailed, complete and accurate in all aspects. Proposals should be based on concepts that are well defined, detailed and include initial substantiation and justification of technologies.

A preliminary statement of work (SOW), schedule and rough order of magnitude (ROM) program cost for Phases II and III are also required to facilitate DARPA’s understanding of the scope of the program, although it is understood that these will be anticipated and preliminary in quality. Proposers will be afforded the opportunity to revise these estimates as part of their Phase II/III proposals. Detailed guidelines for proposals for the latter phases will be available towards the end of Phase I.

The Government reserves the right to select for negotiation all, some, one, or none of the proposals received in response to this solicitation, and to make awards without discussions with proposers. The Government also reserves the right to conduct discussions if it is later determined to be necessary. If warranted, portions of resulting awards may be segregated into pre-priced options. Additionally, DARPA reserves the right to accept proposals in their entirety or to select only portions of proposals for award. In the event that DARPA desires to award only portions of a proposal, negotiations may be opened with that proposer. Proposers are encouraged, therefore, to provide clear and well-defined statements of work with associated costs to facilitate selection processes. The Government reserves the right to fund proposals in phases with options for continued work at the end of one or more of the phases.

The Government intends to use this BAA to only fund Phase I. A Phase II/III solicitation will be issued during Phase I, at which point interested Phase I performers will be invited to submit proposals. Only one performer is expected to be selected to proceed. Adjustments to teaming relationships may be accommodated; however, only prime contractors from Phase I will be eligible to bid.

Awards under this BAA will be made to proposers on the basis of the evaluation criteria listed below (see section labeled “Application Review Information,” Section V), and program balance to provide overall value to the Government. Proposals identified for negotiation may result in a procurement contract or other transaction, depending upon the nature of the work proposed, the required degree of interaction between parties, and other factors. The Government reserves the right to request any additional, necessary documentation once it makes the award instrument determination. Such additional information may include but is not limited to Representations and Certifications. The Government reserves the right to remove proposers from award consideration should the parties fail to reach agreement on award terms, conditions and cost/price within a reasonable time, or the proposer fails to provide requested additional information in a timely manner.

As of the date of publication of this BAA, DARPA expects that program goals for this BAA cannot be met by proposers intending to perform ‘fundamental research,’ i.e., basic and applied research in science and engineering, the results of which ordinarily are published and shared broadly within the scientific community, as distinguished from proprietary research and from industrial development, design, production, and product utilization the results of which ordinarily are restricted for proprietary or national security reasons. Therefore, DARPA anticipates restrictions on the resultant research. Notwithstanding this statement of expectation, DARPA recognizes that proposed research solutions could be of either a fundamental or restricted nature.

Proposers should indicate in their proposal whether they believe the nature of the research included in their proposal is fundamental or restricted, with the understanding that in all cases, the contracting officer shall have sole discretion to select award instrument type and to negotiate all instrument provisions with selectees. See Section VI.B.4 for further information on fundamental, non-fundamental and restricted research.

III. Eligibility Information

A. Eligible Applicants

All responsible sources capable of satisfying the Government's needs may submit a proposal that shall be considered by DARPA. Historically Black Colleges and Universities (HBCUs), Small Businesses, Small Disadvantaged Businesses and Minority Institutions (MIs) are encouraged to submit proposals and join others in submitting proposals; however, no portion of this announcement will be set aside for these organizations’ participation due to the impracticality of reserving discrete or severable areas of this research for exclusive competition among these entities.

Federally Funded Research and Development Centers (FFRDCs) and Government entities (Government/National laboratories, military educational institutions, etc.) are subject to applicable direct competition limitations and cannot propose to this BAA in any capacity unless they address the following conditions. FFRDCs must clearly demonstrate that the proposed work is not otherwise available from the private sector AND must also provide a letter on letterhead from their sponsoring organization citing the specific authority establishing their eligibility to propose to government solicitations and compete with industry, and compliance with the associated FFRDC sponsor agreement and terms and conditions. This information is required for FFRDCs proposing to be prime or subcontractors. Government entities must clearly demonstrate that the work is not otherwise available from the private sector and provide written documentation citing the specific statutory authority (as well as, where relevant, contractual authority) establishing their ability to propose to Government solicitations. At the present time, DARPA does not consider 15 U.S.C. 3710a to be sufficient legal authority to show eligibility.

While 10 U.S.C. 2539b may be the appropriate statutory starting point for some entities, specific supporting regulatory guidance, together with evidence of agency approval, will still be required to fully establish eligibility. DARPA will consider eligibility submissions on a case-by-case basis; however, the burden to prove eligibility for all team members rests solely with the Proposer.

B. Procurement Integrity, Standards of Conduct, Ethical Considerations, and Organizational Conflicts of Interest

Current federal employees are prohibited from participating in particular matters involving conflicting financial, employment, and representational interests (18 USC 203, 205, and 208).

The DARPA Program Manager for this BAA is Dr. Ashish Bagai. Once the proposals have been received, and prior to the start of proposal evaluations, the Government will assess potential conflicts of interest and will promptly notify the Proposer if any appear to exist. (Please note, the Government assessment does NOT affect, offset, or mitigate the Proposer’s own duty to give full notice and planned mitigation for all potential organizational conflicts, as discussed below.)

Without prior approval or a waiver from the DARPA Director, in accordance with FAR 9.503, a Contractor cannot simultaneously provide scientific, engineering, technical assistance (SETA) or similar support and also be a technical performer. Therefore, all Proposers as well as proposed subcontractors and consultants must affirm whether they (their organizations and individual team members) are providing SETA or similar support to any DARPA technical office(s) through an active contract or subcontract. All affirmations must state which office(s) the Proposer, subcontractor, consultant, or individual supports and identify the prime contract number(s).

Affirmations shall be furnished at the time of proposal submission. All facts relevant to the existence or potential existence of organizational conflicts of interest (FAR 9.5) must be disclosed. The disclosure must include a description of the action the Proposer has taken or proposes to take to avoid, neutralize, or mitigate such conflict. If in the sole opinion of the Government after full consideration of the circumstances, a proposal fails to fully disclose potential conflicts of interest and/or any identified conflict situation cannot be effectively mitigated, the proposal will be rejected without technical evaluation and withdrawn from further consideration for award.

If a prospective Proposer believes that any conflict of interest exists or may exist (whether organizational or otherwise) or has questions on what constitutes a conflict of interest, the Proposer should promptly raise the issue with DARPA by sending his/her contact information and a summary of the potential conflict to the BAA mailbox, DARPA-BAA-13-19@darpa.mil, before time and effort are expended in preparing a proposal and mitigation plan.

C. Cost Sharing/Matching

Cost sharing is not required for this particular program; however, cost sharing will be carefully considered where there is an applicable statutory condition relating to the selected funding instrument (e.g., for any Other Transactions under the authority of 10 U.S.C. § 2371). Cost sharing is encouraged where there is a reasonable probability of a potential commercial application related to the proposed research and development effort.

D. Other Eligibility Criteria

Collaborative efforts/teaming are encouraged. Specific content, communications, networking, and team formation are the sole responsibility of the participants; however, proposers are encouraged to use the VTOL X-Plane proposer’s day as an opportunity to network.

IV. Application and Submission Information

A. Address to Request Application Package

This solicitation contains all information required to submit a proposal. No additional forms, kits, or other materials are needed. This notice constitutes the total BAA. No additional information is available, nor will a formal Request for Proposal (RFP) or additional solicitation regarding this announcement be issued. Requests for same will be disregarded.

B. Content and Form of Application Submission

1. Security and Proprietary Issues

NOTE: If proposals are classified, the proposals must indicate the classification level of not only the proposal itself, but also the anticipated…