Q A_Round_1_(3-8-13).pdf

DARPA-BAA-13-19

VTOL X-Plane

Questions and Answers – Round 1 08 March 2013

VTOL X-Plane BAA-13-19 Questions & Answers – Round 1

IN THE EVENT OF ANY INCONSISTENCY BETWEEN THE ANSWERS PROVIDED

HEREIN AND THE BAA, THE BAA SHALL TAKE PRECEDENCE

Q1. When and where is the formal solicitation taking place? When is the deadline for submission?

o A1. The VTOL X-Plane BAA can be found at :

https://www.fbo.gov/spg/ODA/DARPA/CMO/DARPA-BAA-13-19/listing.html

Proposers should submit two (2) hard copies of their proposal and two (2) CD-ROMs containing the entire proposal as a single Adobe PDF file to the following address:

DARPA/TTO

ATTN: BAA 13-19

675 North Randolph Street Arlington, VA 22203-2114

No emailed or faxed proposals will be accepted. The initial deadline for proposal submissions is 4:00 PM Eastern Daylight Time on May 1, 2013. The closing date for this BAA is 4:00pm Eastern Time on August 31, 2013. The dates and times indicated are deadlines by which proposals must be received by DARPA.

Proposers are required to submit proposals by the time and date specified in the BAA – 4:00 PM Eastern Daylight Time on May 1, 2013 – in order to be considered during the initial round of selections. DARPA may evaluate proposals received after this date for a period up to up to six months (180 days) from date of posting on FedBizOpps. Ability to review late submissions remains contingent on availability of funds. Proposers are warned that the likelihood of funding is greatly reduced for proposals submitted after the initial closing date deadline.

DARPA will acknowledge receipt of complete submissions via email and assign control numbers that should be used in all further correspondence regarding proposals.

DARPA will post a consolidated Question and Answer response after March 21, 2013, before final full proposals are due. In order to receive a response to your question, submit your question by March 21, 2013 to DARPA-BAA-13-19@darpa.mil.

NOTE: PROPOSERS ARE CAUTIONED THAT FAILURE TO COMPLY WITH THE

SUBMISSION PROCEDURES MAY RESULT IN REJECTION OF THE PROPOSAL.

Q2. To expedite communications/clarifications, will DARPA consider answering questions periodically, as they are received, prior to 21 March 2013?

o A2. Yes – we will be answering questions as often as possible. All questions and answers will be posted on the FedBizOpps website, which can be found at:

https://www.fbo.gov/spg/ODA/DARPA/CMO/DARPA-BAA-13-19/listing.html

Q3. Referring to Page 29, the paragraph titled “Design Considerations Relevant to Technology Transition” states that, in addition to the performance objectives referenced in the BAA, consideration may be paid to design attributes relevant to objective concepts pertinent to future operational opportunities, such as: Downwash: Safe for human operation below aircraft; Ability for egress the aircraft in hover; Disk loading of <120 lb/ft2; etc.

Is the intent of this section to add specific design limits or to ensure the contractor maintains an overarching consideration for “safe human operation” in all aspects of vehicle design, performance, and operations? If the latter, would DARPA consider revising the paragraph to clarify the intent?

o A3. The design considerations are meant to link the demonstrator aircraft, which will be developed during this program, to an operationally relevant concept. This list of considerations is neither comprehensive nor universal and is not meant to introduce additional design constraints. Any areas that are outside of the given limits must be justified and substantiated. This section is also meant to provide the proposer with a forum to discuss the advantages of their design and how these considerations would provide an enhanced relevancy towards future technology transition. Missions that would be enabled by the candidate aircraft may be discussed.

Q4. Is participation beyond phase one of the program for prime contractors only?

o A4. No, participation in Phase II and beyond is not limited to prime contractors; however only Phase I prime contractors will receive an invitation to submit a Phase II proposal and only Phase I prime contractors are allowed to bid as Phase II primes. Their teams are not limited to the existing Phase I teams and can contain as many subcontractors as they see fit.

Q5. Is this solicitation open to application by foreign companies?

o A5. The BAA contains no restrictions on foreign participation. Foreign entities may be primes or subs – however, all proposers must keep in mind the associated legal requirements, including ITAR considerations.

Q6. I have developed XX concept. Are you willing to discuss it and/or provide feedback?

o A6. No, there will be no discussion or feedback at this time. No concepts are currently being considered or will be considered for award. Only complete proposals, consistent with the requirements detailed in the BAA will be evaluated. The VTOL X-Plane BAA can be found at:

https://www.fbo.gov/spg/ODA/DARPA/CMO/DARPA-BAA-13-19/listing.html

Q7. We can understand why DARPA is limiting the VTOL X-Plane to no lighter than 10,000 lb. in order to provide for future scaling to 24,000 lb., but why is there an upper limit at 12,000 lb. when the realistic size is limited by the available funds? Our reasoning for eliminating or raising the upper weight limit is:

a. Rotorcraft dynamics makes scaling the rotor up in size a higher risk than the risk of scaling down.

b. While DARPA's current weight range of 10,000-12,000 lb. is in the middle of the current fleet of light and medium military helicopters (4,000-24,000 lb.), the current Army effort for defining a FVL-Medium is being challenged to get within 30,000 lb. (statement by Dr. Bill Lewis). That may suggest an upper limit at 15,000 lb. (50% of 30,000 lb.).

c. From a more practical consideration, the tilt rotor is a candidate configuration for the VTOL X-Plane and, since the BAA requests the use of existing engines, the smallest tilting engine (the 1,940 HP rated P&W PT6C-67A powering the Bell/Agusta 609) will tend to drive the aircraft Max. Gross Weight higher than 12,000 lb.

o A7a. The aircraft GW for the DARPA program is set at 10,000 lb., but provides a 20% margin, permitting up to 12,000 lb. GW. Scalability of the concepts and technologies is important and relevant to lower and higher gross weight aircraft that could be suitable to a variety of applications. The intent is to explore the design space to investigate new platforms, approaches, technologies and possible capabilities. Scalability is likely to be very specific to the technology developed -- some areas may be readily applied to aircraft at two or more times the GW of the demonstrator, others not as much, and still others may scale downward. The program is not focused on developing a pre-production aircraft for a particular size or mission.

o A7b. Rotorcraft concepts are indeed expected to be a part of the design space, but not exclusively so. The program is particularly interested in encouraging new and novel approaches, which include concepts and technologies that have not been tried before and the investigation of innovative ways of integrating technologies to enable new ideas that meet the performance objectives. The design space is open to encourage participation from a wide potential performer pool. The 20% margin on the experimental aircraft provides a uniform, objective design space to all performers, and a meaningful and consistent approach to verifying the performance objectives described in the BAA.

o A7c. The impact of using existing technologies to meet the performance metrics is understood. However, these constraints are universally applicable to different subsystems and all potential performers. The intent of the program is to encourage new and novel approaches to enabling VTOL flight, investigating new subsystems, and adapting them to demonstrate novel capabilities.