R&D Contracting Division, Bldg 7, 2530 C Street, WPAFB OH 45433-7607

A -- STORABLE FUEL SCRAMJET FLOW PATH CONCEPTS, PART 1 OF 3 POC Charles Bauer, Project Engineer, WL/POPR, 513-255-7251; Anthony W. Everidge, Contracting Officer, WL/POKB, 513-255-4818. 17. A--INTRODUCTION: Storable Fuel Scramjet Flow Path Concepts. This announcement is in 3 parts. Part 1 of 3. PRDA 96-03-POK. The Aeropropulsion and Power Directorate, Advanced Propulsion Division (WL/POP) is interested in receiving proposals (technical and cost) on the research effort described below. Proposals in response to this PRDA shall be submitted by 04 Jun 96, 1000 hours Eastern Standard Time, addressed to the contractual point of contact (WL/POKB, Bldg. 7, Area B, 2530 C St., Attn.: Clarence Malone, Wright-Patterson AFB, OH 45433-7607. Small businesses are encouraged to propose on all or any part of this solicitation. Also, teaming arrangements between university and private industry are encouraged. All foreign participation at the prime contractor level is excluded from this procurement, however foreign participation at the subcontractor or vendor level may be considered by handling in accordance with International Traffic in Arms Regulations (ITAR). Proposal receipt after the cutoff date specified herein shall be treated in accordance with restrictions of FAR 52.215-10, copy of this provision may be obtained from the contracting point of contact. There will be no other solicitation issued in regard to this requirement. Offerors should be alert for any PRDA amendments that may be published. This PRDA may be amended to allow for subsequent proposal submission dates. Offerors should request a copy of the WL Guide entitled ''PRDA and BAA Guide for Industry'', dated Nov 92. This guide was specifically designed to assist Offerors in understanding the PRDA/BAA proposal process. Copies may be requested from WL/POKB, Wright-Patterson AFB, OH 45433-7607, telephone: (513) 255-4818. B--REQUIREMENTS: 1. TECHNICAL DESCRIPTION: (a) Program Objectives: This program is the first step in establishing a technology base for expendable and reusable liquid hydrocarbon fueled hypersonic propulsion. The overall program objective is to demonstrate the operability, performance, and structural durability of an expendable liquid hydrocarbon scramjet propulsion system that operates from Mach 4.0 to 8.0. The most strenuous near term application is for a fast-reaction long range ()750 NM) air-to-surface missile with a Mach 8 cruise capability and a flight time not to exceed 12 minutes, and carriage capability on both fighter and bomber aircraft. While this program is clearly focused on expendable systems, the storable fuel propulsion technologies should also show growth potential, where practical, for application to higher Mach, reusable scramjet missions. Propellant handling and storage, insensitive munitions and environmental impact considerations shall be incorporated in all scramjet technologies developed. The specific goal of this program shall be to develop, integrate and demonstrate the technologies necessary to establish the technology base for a liquid hydrocarbon fueled scramjet propulsion system concept suitable for a potential follow-on flight-weight engine demonstration program. System and vehicle design studies performed by the Wright Laboratory Hypersonics Technology Program Office (WL/POP-HyTech) shall be used to guide the propulsion system design and engine/airframe integration wherever applicable. Propulsion Fuel System Technologies and Technology Integration activities performed by Wright Laboratory Fuel and Lubs Division (WL/POS) and the Hypersonic Technology Program Office (WL/POP-HyTech) shall be used to guide the design, testing and integration of the Propulsion Fuel System where ever possible. Material Screening and Sub-element and Panel Technologies and Technology Integration activities performed by the Wright Laboratory Materials Directorate (WL/ML), Propulsion Directorate (WL/POP) and the Hypersonic Technology Program Office (WL/POP-HyTech) shall be used to guide the design, testing, and integration of the Materials Screening and Sub-element and Panel activities wherever possible. Overall vehicle net force specific impulse, thrust-to-weight ratio, launch weight, propellant mass fraction, range, and block speed (defined as the horizontal range divided by the time from launch) will be the metrics used to evaluate conceptual vehicle designs. Useful payload weight and volume constraints, launch aircraft compatibility constraints, and goal estimates for engine specific impulse as a function of Mach number and block speed can be obtained from the technical point of contact (see section F) and are subject to the ITAR. An Integrated Master Plan, referred to here as a ''Technology Program Plan,'' and an Integrated Master Schedule, referred to here as a ''Technology Program Schedule,'' shall be developed which evaluates the Technology Readiness Levels (TRL) of the individual technologies and describes a strategy that will move them to higher levels as the program progresses. A TRL of 1 is ''Basic Research Principles''. A TRL of 9 is ''Operational Flight Proven''. TRLs of 3 through 5 are the Technology Development and Integration levels. The goal of this program is to achieve a TRL of 5 for the individual technologies at the full performance level and a TRL of 6 for an integrated engine demonstrator. (b) Anticipated Period of Performance: The total length of the Phase I Technology, Phase II Technology Integration, and Phase III Flight-type freejet test program is estimated to be 74 months. Phase I shall be 15 months. The Government anticipates no break between Phase I and Phase II activities. The contractors should provide for an additional 4 months for preparation of reports at the conclusion of each phase. This reporting can be concurrent with efforts on subsequent phases. An Air Force review and assessment of Phase I activities shall be accomplished to assess technology advances and risk of obtaining the final technology goals. This review shall be used as the basis for authorizing the contractor to proceed into Phase II. This review shall encompass the Technology Program Plan and a presentation, with facing page text, of the design, analysis, test activity, test results, and the demonstration of the final technology goals. A similar review shall be conducted for authorization to proceed into Phase III. (c) Program Overview: The program shall be divided into three phases, a Technology Development Phase (Phase I), a Technology Integration and Demonstration Phase (Phase II), and a Flight-Type Engine Demonstration Phase (Phase III). The program shall be structured using an approach similar to the Integrated High Performance Turbine Engine Technologies (IHPTET) program in that time-phased performance goals shall be established at the component (e.g. inlet, combustor, and nozzle efficiencies and structural integrity), subsystem (e.g. inlet or combustor durability) and engine levels (e.g. specific impulse and engine thrust-to-weight). Time-phased engine durability goals shall be established showing the impact of incorporating component and subsystem technologies as they are developed and demonstrated. Examples of this approach include operation with heat sink hardware (demonstrated rig testing only), liquid hydrocarbon fuel cooling, including endothermics where appropriate, at an equivalence ratio corresponding to acceleration and climb-out, liquid hydrocarbon fuel cooling, including endothermics where appropriate, at the cruise Mach at an equivalence ratio of 1.0, and liquid hydrocarbon fuel cooling, including endothermics where appropriate, at a cruise equivalence ratio. Based upon the technologies incorporated into the engine design and achieved performance, analytical assessments shall be made to determine range capability and missile launch weight. All technologies demonstrated in Phases I, II, and III shall be toward the ultimate objective of developing and demonstrating the operation of a defined, thermally balanced flowpath over the entire range of flight conditions from Mach 4.0 to 8.0. (1) In Phase I, systems design activities shall be conducted to refine the propulsion system operation and performance goals (referenced above) using missile concepts from a minimum of two missile airframe contractors. Advanced analytical methods shall be used to design and evaluate the inlet, combustor, nozzle, thermal management, engine structures, and integrated propulsion system concepts. Operation and performance of the propulsion system aerodynamic components (inlet, combustor, and nozzle) shall be investigated and demonstrated. Propulsion system structures and materials technologies shall be addressed in parallel with the aerodynamic activities. These technologies shall include loads definition, definition of structural concepts, material screening, and sub-element and panel tests. (2) In Phase II, the integration of the component technologies into integrated system demonstrators shall be accomplished. As envisioned, the Phase II integration program shall include an Inlet Structural Integration Demonstrator (ISID), a Combustor-nozzle Structural Integration Demonstrator (CSID), and an Aerothermodynamic Performance Integration Demonstrator (APID). The proposer shall prioritize the activities proposed for Phase II (continued technology development, ISID, CSID and the APID) such that a program can be accomplished within the defined cost and schedule. Flowpath performance shall be demonstrated at representative flight conditions in the ISID, CSID, and APID rigs. Structural durability shall also be demonstrated at representative flight conditions and durations in the structural integration rigs (ISID and CSID). All operability and performance data obtained from Phase II shall be used to refine the results of Phase I design and analysis activities. (3) In Phase III, the Integrated Engine Demonstrator (IED) shall be developed, using the results from Phase II, and tested in a freejet facility to demonstrate engine performance and durability. This demonstrator shall be a flight-type design. The proposer shall prioritize the activities proposed for Phase III (continued technology development and flight-type demonstrator) such that a program can be accomplished within the defined cost and schedule. (d) Program Description: The technical program shall be divided into tasks appropriate to the propulsion system concept to meet the objectives described above. Specific straightforward and measurable component technology and technology integration goals and milestones shall be defined for each task identified. The Technology Program Plan shall illustrate the milestones and interrelationships of each task. The Technology Program Plan shall delineate the critical path for the program and emphasize minimizing technical risk on this critical path. This plan shall show the progression of the specific TRLs for the propulsion system components to achieve a TRL of 5 for the individual technologies at the full performance level and a TRL of 6 for an Integrated Engine Demonstrator, which will permit the selected concept to be transitioned to potential follow-on flight-weight freejet ground test and/or flight test programs. Related studies and technology development activities performed by the Wright Laboratory Hypersonics Technology (WL/POP (HyTech)) Office, as well as individual Wright Laboratory Directorates, shall be used to enhance/guide the program wherever applicable. Technical areas/issues that may need to be addressed include, but are not limited to, flow path (inlet, combustor, and nozzle) component technology development and integration, fuel system technologies and their integration into the engine, high temperature structures and materials, and instrumentation and test facilities/techniques (including the effects of vitiates on combustor performance). The combustor is expected to operate at high heat load conditions using liquid hydrocarbon fuels, including endothermics where appropriate. Critical technical issues for the combustor are seen as fuel injection (including staging and scheduling across the operating envelope), mixing, flame stabilization and piloting, structural durability, chemical kinetics, and engine cold start. The impact on overall engine performance must be addressed including trading off injector performance, mixing, and flame stabilization with system losses. Suitable figures of merit shall be developed and tracked for component through total engine performance. (0110)

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