MODIFICATION
16 -- Amendment 2: Advanced Variable Speed Aircraft Transmission (AVSAT)
- Notice Date
- 3/12/2014
- Notice Type
- Modification/Amendment
- NAICS
- 541712
— Research and Development in the Physical, Engineering, and Life Sciences (except Biotechnology)
- Contracting Office
- ACC-RSA-AATD - (SPS), ATTN: AMSRD-AMR-AA-C, Building 401, Lee Boulevard, Fort Eustis, VA 23604-5577
- ZIP Code
- 23604-5577
- Solicitation Number
- W911W614R0003
- Response Due
- 4/11/2014
- Archive Date
- 5/11/2014
- Point of Contact
- Genie S. Williams, 7578784078
- E-Mail Address
-
ACC-RSA-AATD - (SPS)
(genie.s.williams.civ@mail.mil)
- Small Business Set-Aside
- N/A
- Description
- Questions and Answers Pertaining to Solicitation # W911W6-14-R-0003 Question: Can the opposite engine speed be reduced or increased prior to gear shifting assuming independent gearboxes? Answer: While the desire to have shifting accomplished using constant engine speed for system and operational simplification and safety reasons), certain system designs (dual gearbox design) may require one engine speed to be varied while the other is held constant. Question: Does this requirement only apply to analysis assumptions to simplify the analysis effort? Answer: The constant engine speed requirement is intended to enhance safety and simplify overall system design and operation. Question: Can the engine change speed post clutch disengagement (assuming there is a clutch) and return to the speed at which it had disengaged? Answer: The desire is to have both engines remain at constant speed but if a particular transmission system design requires such, it will be considered reasonable as long as the shift, spool down, and return to operational original engine speed can be accomplished in an acceptable timeframe. Question: Can the aircraft operate on one engine at a constant speed which the other engine/gearbox combination is shifting? Answer: See Answer to #1 Question: Is this a requirement of the drive system? I.e. if the proposed configuration shows design efficiencies in a non-constant engine speed, is that a valid design solution? Answer: See Answer to #1. Additionally, safety and effects to engine life must be addressed. Question: Can engine speed be used to achieve multiple or continuously variable output RPMs in combination with a multispeed gearbox? Answer: No. For this exercise, it is preferred that all rotor/prop speed change is accomplished through the gearbox drive system. Question: Is it a valid assumption that the twin turbo shaft input can be inputs for two separate gearboxes? Answer: Yes but ultimately, it is anticipated that the separate inputs must eventually be combined through an additional gearbox for final output (whether single rotor or dual prop/rotor (safety considerations)).
- Web Link
-
FBO.gov Permalink
(https://www.fbo.gov/notices/2034e696f268141a15f02974f3f1f4a6)
- Place of Performance
- Address: ACC-RSA-AATD - (SPS) ATTN: AMSRD-AMR-AA-C, Building 401, Lee Boulevard Fort Eustis VA
- Zip Code: 23604-5577
- Zip Code: 23604-5577
- Record
- SN03308770-W 20140314/140312234919-2034e696f268141a15f02974f3f1f4a6 (fbodaily.com)
- Source
-
FedBizOpps Link to This Notice
(may not be valid after Archive Date)
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