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    2016-2017 Undergraduate Team Engine Design Competition

    Candidate Engines for a Next Generation Single-Engine Turboprop Aircraft – Request for Proposal

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    NPSS-logoThe AIAA Foundation would like to thank NPSS Consortium for their generous donation to the Engine Design Competition. The funds received from NPSS will be used to provide prize money and to assist the top three teams in attending the 2017 AIAA Propulsion and Energy Forum in Atlanta, GA.

     

     

    Important Dates

    • Letter of Intent (LOI) due: 10 February 2017. Students are encouraged to submit (LOI as soon as possible in order to be eligible for AxSTREAM software.
    • Final Proposal due: 10 May 2017
    • Announcement/Invite for Round 1 Winners: 10 June 2017
    • Round 2 Judging in Person at AIAA Propulsion and Energy Forum, 10–12 July 2017
    • Round 2: Presentation – Each team will have 30 minutes to present a summary of its proposal to the judging panel. In addition to the online judging categories, the presentations will be assessed for clarity, effectiveness and the ability to sell the teams’ ideas. Scores from the presentation will be added to those from the proposal. The presentation score will be adjusted so that it is worth 30% of the overall value.
    • Winner Announced: August 2017

     

    Background
    AirTankerImageNew engine designs are solicited for the next generation of Single-Engine Turboprop aircraft, capable of replacing the Pilatus PC-21. Entry into service is expected to be around 2025. The new aircraft will be outfitted with a new turboprop engine, where we are soliciting designs for the gas turbine portion of the engine. The propeller design will be handled by the airframer.

    The Current baseline engine is the PT6A-68B, and is currently the proposed power plant to power the next generation of Single-Engine Turboprop aircraft. The PT6A-68B is a Single spool gas turbine that has a 2 stage free turbine. The sea level static shaft horse power (shp) is approximately 1600 shp, at roughly 0.54 (lb/hr/shp) specific fuel consumption (bsfc). This power is made possible by the 4 axial and single centrifugal compressor providing an overall pressure ratio (OPR) of 10.8. The turbine is a single stage axial turbine and the turbine rotor inlet temperature (TRIT) is roughly 1580°F. The engine inlet airflow is approximately 9.9 lb/s with an outer casing diameter of 19” at approximately 71.3” long. The engine weighs about 572lb.

    The new aircraft will be expected to cruise at speeds higher than 280knts and have a range greater than 1500nm, as well as a customer bleed requirement of 7% inlet corrected airflow at 32 psia at cruise.

    The challenges of successful economical operation, while maintaining high performance, are quite substantial for any gas turbine engine, however, light weight, while maintaining high fuel efficiency are paramount. Candidate engines should be lighter than the current power plant, have an improved fuel burn of at least 20% and should have a power output 25% greater than the baseline so that the payload and/or the range may be extended.

    A generic model of the current power plant is supplied. Responders should generate a typical, multi-point mission that addresses the above-listed general improvements specifically and covers design point and off-design engine operations. The performance and total fuel consumption of the candidate engine should be estimated over the mission and stated clearly in the proposal. Special attention should be paid to engine mass, dimensions and integration with the aircraft. Technical feasibility and operating costs should also be addressed.

     

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