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2013-2014 AIAA Foundation 4.

The prizes shall be: First place-$500;

Second place-$250; Third place-$125 (US
Undergraduate Team Aircraft dollars). Certificates will be presented to the
Competition winning design teams for display at their
university and a certificate will also be
presented to each team member and the
Future Turboprop-Powered Passenger
faculty/project advisor. One representative
Aircraft from the first place design team may be
expected to present a summary paper at an
AIAA Conference.
I. Rules General
Reasonable airfare and lodging will be
1. All undergraduate AIAA Student
defrayed by the AIAA Foundation for the
Members are eligible and encouraged to
team representative.
5. More than one design may be submitted
2. Students must submit their final report via
from students at any one school.
email to the AIAA Student Programs
Coordinator (Rachel Andino,
6. If a design group withdraws their project It is the teams
from the competition, the team leader must
responsibility to ensure delivery of the final
notify AIAA Headquarters immediately!
report to AIAA. We recommend utilizing
the return receipt option for validation.
7. Team competitions will be groups of not
more than ten AIAA Student Members per
A Signature page must be included in
entry. Individual competitions will consist of
the report and indicate all participants,
only 1 or 2 AIAA Student Member per
including faculty and project advisors,
along with students AIAA member
numbers and signatures. Designs that are
submitted must be the work of the students, II. Copyright
but guidance may come from the
Faculty/Project Advisor and should be All submissions to the competition shall be
accurately acknowledged. the original work of the team members.

Each proposal should be no more than 100 Any submission that does not contain a
double-spaced pages (including graphs, copyright notice shall become the property
drawings, photographs, and appendices) if it of AIAA. A team desiring to maintain
were to be printed on 8.5 x 11.0 paper, copyright ownership may so indicate on the
and the font should be no smaller than 10 pt. signature page but nevertheless, by
Times New Roman. Up to five of the 100 submitting a proposal, grants an irrevocable
pages may be foldouts (11 x 17 max). license to AIAA to copy, display, publish,
and distribute the work and to use it for all
3. Design projects that are used as part of of AIAAs current and future print and
an organized classroom requirement are electronic uses (e.g. Copyright 20__ by
eligible and encouraged for competition. _____. Published by the American Institute
of Aeronautics and Astronautics, Inc., with

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completeness of the technical approach are
Any submission purporting to limit or deny primary factors in evaluation of the
AIAA licensure (or copyright) will not be proposals.
eligible for prizes.
3. Particular emphasis should be directed at
identification of critical, technical problem
III. Schedule and Activity areas. Descriptions, sketches, drawings,
Sequences systems analysis, method of attack, and
discussions of new techniques should be
Significant activities, dates, and addresses presented in sufficient detail to permit
for submission of proposal and related engineering evaluation of the proposal.
materials are as follows: Exceptions to proposed technical
requirements should be identified and
A. Letter of Intent 10 Jan 2014 explained.
B. Receipt of Proposal 10 May 2014
C. Announcement of Winners Sept 2014 4. Include tradeoff studies performed to
arrive at the final design.
Groups intending to submit a proposal must
submit a Letter of Intent (Item A), with a 5. Provide a description of automated design
maximum length of one page to be received tools used to develop the design.
with the attached form on or before the date
specified above. LOI must be emailed to V. Basis for Judging
Rachel Andino (
1. Technical Content (35 points)
The email containing the finished proposal This concerns the correctness of theory,
must be received at the same address on or validity of reasoning used, apparent
before the date specified above for the understanding and grasp of the subject, etc.
Receipt of Proposal (Item B). are all major factors considered and a
reasonably accurate evaluation of these
IV. Proposal Requirements factors presented?

The technical proposal is the most important 2. Organization and Presentation (20
factor in the award of a contract. It should be points)
specific and complete. While it is realized The description of the design as an
that all of the technical factors cannot be instrument of communication is a strong
included in advance, the following should be factor on judging. Organization of written
included and keyed accordingly: design, clarity, and inclusion of pertinent
information are major factors.
1. Demonstrate a thorough understanding of
the Request for Proposal (RFP) 3. Originality (20 points)
requirements. The design proposal should avoid standard
textbook information, and should show the
2. Describe the proposed technical independence of thinking or a fresh
approaches to comply with each of the approach to the project. Does the method
requirements specified in the RFP, including and treatment of the problem show
phasing of tasks. Legibility, clarity, and imagination? Does the method show an

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adaptation or creation of automated design Additionally, as air travel demand continues
tools? on a path of generally increasing growth,
issues associated with airport capacity may
4. Practical Application and Feasibility (25 become a limiting factor. At many airports,
points) turboprops follow different departure and
The proposal should present conclusions or arrival procedures, including using different
recommendations that are feasible and runways than the turbofan aircraft.
practical, and not merely lead the evaluators Therefore, using more turboprops might
into further difficult or insolvable problems. allow for more passenger throughput at
The opportunity exists to design a near-
VI. Request for Proposal future (e.g. Entry-in-Service between 2020
and 2022) turboprop-powered passenger
Near-Future Turboprop- aircraft that would greatly reduce the
Powered Passenger Aircraft environmental impact from airline
operations and improve the economics for
the airline. This new aircraft would need to
Opportunity / Background have a comfort level comparable to or
perhaps superior to competing regional
Starting in the mid-1990s, regional jets turbofan-powered aircraft to mitigate a poor
(turbofan-powered aircraft with seating perception of the aircraft from passengers.
capacities around 50 passengers) began to On many routes flown by regional jets, and
displace turboprop aircraft on routes served even larger single-aisle transports, the
predominantly by regional or commuter distance is short enough that a faster next-
airlines. Today, in 2013, regional jets with generation turboprop could have block times
seating capacities as low as 35 passengers or nearly equivalent to a turbofan aircraft. In
as high as 90 passengers fly on many routes essence, the opportunity exists to design an
in airline networks, and turboprop aircraft aircraft that allows airlines to offer a more
have become uncommon. This is due in part jet-like passenger experience with
to technical characteristics (regional jets turboprop economic efficiency and
have higher cruise speed and higher cruise environmental impact.
altitude) and in part to public perception
(turboprops are often less comfortable and Mission / Requirements
seem old-fashioned). However, Aircraft Capacity
turboprop-powered aircraft generally have a This near-future turboprop aircraft shall
fuel efficiency advantage over turbofan- have a passenger capacity of 75 passengers
powered aircraft, so turboprop-powered in a single-class configuration with a 31-
aircraft would seem to be an appealing inch seat pitch. Proposing teams can vary
alternative to turbofan-powered passenger this count by up to 2 passengers to address
aircraft for short-range segments both in their choice of seating arrangement. For this
terms of operating economics for the airline study, assume that a passenger with baggage
as fuel prices increase and in terms of weighs 225 lb (102 kg mass).
environmental impact (especially CO2
emissions). For most short-range routes, the Economic Mission Range and Payload
slightly slower speed of a turboprop aircraft The economic mission represents the typical
has very little impact on the total block time. mission at which the aircraft should be most

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efficient; estimates and comparisons of fuel substantial impact on the fuel consumption
consumption, operating costs, and trip times of the aircraft, on the total trip time, and on
will use this mission. For the purposes of the passenger acceptance. Higher cruise
this study, the economic mission range shall altitudes can often lead to more comfortable
be 400 nmi. The payload for the economic ride characteristics and to higher best-cruise
mission shall be the full passenger load speeds. Determination of the cruise altitude
(nominally 75 passengers, see Aircraft must also consider the selected cruise speed.
Capacity, above). Because the turboprop aircraft will cruise
The economic mission shall incorporate slower than turbofan-powered aircraft, the
appropriate mission fuel reserves; however, aircraft will need to stay below higher-speed
calculations of fuel consumption, operating traffic.
costs, and trip times may assume that no fuel The proposers shall consider a set of discrete
reserves are consumed on the economic combinations of at least two Mach numbers
mission. and two cruise altitudes, and then the
proposers shall select one of these
Design Mission Range and Payload combinations to use for development of their
For the purposes of this study, the aircraft concept. The cruise Mach numbers shall be
shall be able to perform a design mission of no lower than 0.62 and no higher than 0.68.
1600 nmi still air range at nearly a 90% load The maximum cruise altitude shall be no
factor (roughly 67 passengers, see Aircraft lower than 25,000 feet above sea-level and
Capacity, above) to provide flexibility for no higher than 31,000 feet above sea-level.
various customer route networks. The
design mission shall include appropriate Other Design Requirements
mission fuel reserves.
Fuel Consumption
Takeoff and Landing Using the economic mission for the near-
Significant airport infrastructure changes to future turboprop aircraft, this new aircraft
runways are unlikely before the envisioned shall demonstrate a fuel consumption, on a
entry-in-service of the near-future turboprop per-seat-nautical mile basis, that is at least a
aircraft. To enable operations at airports 65% reduction from a currently operating
where turboprops use different departure (as of 2013) regional jet of similar seat
and arrival procedures than turbofan aircraft, capacity. The near-future turboprop aircraft
the near-future aircraft shall be able to use should also consume less fuel than currently
4,500-foot or shorter runways at Maximum available turboprop passenger transports of
Take-Off Weight (MTOW), assuming sea- similar seat capacity.
level standard atmosphere conditions. To
consider appropriate high-hot conditions Cost
that enable successful operations in a wide The predicted cost of the new aircraft shall
range of conditions, the aircraft shall be able be substantially less than that of currently
to use 8,000-foot or shorter runways at available (as of 2013) regional jets of similar
7,800 ft altitude above sea-level at an seat capacity and less than that of currently
ambient temperature of 85F at 80% of the available turboprop aircraft of similar seat
MTOW. capacity. This cost should be based upon
Cruise Speed and Altitude the proposers best approach to compute
The cruise speed and altitude of the near- acquisition and operating costs for the
future turboprop aircraft can have a aircraft over a 15-year period. An assumed

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production run of 400 aircraft shall be used Design Data Requirements
for these estimations. The technical proposal shall present the
design of the aircraft clearly and concisely;
Passenger Comfort / Acceptance the proposal shall cover all relevant aspects,
The near-future turboprop shall provide a features, and disciplines. Pertinent analyses
jet-like experience for the passengers. and studies supporting design choices shall
The interior cabin noise levels shall be less appear in sufficient detail.
than that of currently available turboprop A full description of the aircraft is expected
aircraft of similar seat capacity. along with performance capabilities and
operational limits. These include, at a
Tradeoffs of Interest minimum:
In addition to the tradeoffs required to 1. Aircraft weight statement; aircraft
define the cruise Mach number and altitude center-of-gravity envelope reflecting
as discussed in the preceding Mission / relevant payloads and fuel allocation.
Requirements section, typical tradeoffs of
2. Materials selection for main
aircraft configuration, tail layout, and
passenger seat arrangement are expected. structural groups and general
Additionally, tradeoffs of wing area and structural design, including layout of
geometry, and installed power are expected primary airframe structure.
to demonstrate the best selection of these 3. A V-n diagram for the aircraft with
values; these tradeoffs are often associated identification of necessary aircraft
with carpet plots. velocities and design load factors.
Proposers should clearly present technology
4. Complete geometric description,
tradeoffs when comparing technology
options for the near-future turboprop including clearances, control
concept. surfaces, and internal arrangement of
the aircraft illustrating sufficient
Entry into Service and Design Lifetime volume for all necessary components
The aircraft shall enter into service in 2022. and systems. The proposal should
It shall have a design lifetime of no less than contain a Layout of Passenger
30 years.
Accommodations (LOPA) along
Powerplant: with normal and emergency
No specific turboprop or propeller data is entrances and exits. Scaled three-
provided. At a minimum, proposers should views and 3-D model imagery of
use the representative advanced technology appropriate quality are expected.
turboprop and propeller combination 5. A discussion of the cruise Mach
presented in Raymer, D., Appendix E.3
number and altitude trades and
Turboprop, Aircraft Design: A Conceptual
Approach, 5th edition, AIAA Education justification of the values chosen for
Series, Reston, VA, 2012 and scale this development of the concept.
appropriately to reflect the engine size and 6. A description of the design mission
technology employed on the proposed selected for the proposed concept.
concept. 7. A description of the operating
mission defined for the proposed

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concept for use in calculations of include, but is not limited to static
cost and fuel consumption. margin, pitch, roll and yaw
8. Important aerodynamic derivatives
characteristics and aircraft 13. Performance flight envelope, takeoff
performance descriptions for key and landing performance
mission segments during the design 14. Summary of cost estimate analysis,
mission (this includes, but is not with clear identification of main cost
limited to: L/D, velocity, rate-of- groups and drivers
climb, duration, fuel consumption,
etc.). Proposal Requirements
The proposal response will include trade
9. Power plant - turboprop engine(s) documentation on the two major aspects of
and propeller - description and the design development, a) the concept
characterization of propulsion selection trades, and b), the concept
performance. development trades.
10. Discussion of equipment, A) The student(s) is (are) to develop and
technologies and / or concepts to present the alternative concepts considered
leading to the downselect of their preferred
improve passenger experience and
concept. The methods and rationale used for
acceptance of the near-future the downselect shall be presented. At a
turboprop (this may include, but is minimum a qualitative assessment of
not limited to: approaches to reduce strengths and weaknesses of the alternatives
cabin noise associated with the shall be given, discussing merits, leading to
propellers, approaches to improve a justification as to why the preferred
aircraft ride quality) concept was the best proposal response.
Quantitative justification of why the selected
11. Discussion of environmental impact
proposal is the best at meeting the proposal
of the aircraft. In addition to fuel measures of merit(s) will strengthen the
consumption and the directly related proposal.
carbon dioxide emissions measured B) In addition, the submittal shall include
using the operating mission, this the major trade studies conducted justifying
shall also include airport noise and the optimization, sizing, architectural
arrangement and integration of the
other emissions (such as NOx,
specifically selected proposal concept.
unburned hydrocarbons, and soot). Quantitative data shall be presented showing
The discussion should also consider why their concept works and is the
post service life salvage and preferred design compromise that best
recycling of airframe materials and achieves the RFP requirements and
major subsystem components. objectives.
12. Summary of basic stability and
control characteristics; this should

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Intent Form

Undergraduate Team Aircraft Design Competition
Request for Proposal: Future Turboprop-Powered Passenger Aircraft

Title of Design Proposal:


Name of School:

Designers Name AIAA Member # Graduation Date Degree

______________________ ______________ ______________ _________________
Team Leader
Team Leader E-mail
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In order to be eligible for the 2013-2014 AIAA Undergraduate Team Aircraft Design
Competition, you must complete this form and return it to AIAA Student Programs
( before 10 January 2014, at AIAA Headquarters to satisfy Section IV,
Schedule and Activity Sequences of the competition. For any nonmember listed above, a
student member application and member dues payment should also be included with this

Signature of Faculty Advisor Signature of Project Advisor Date

Faculty Advisor Printed Project Advisor Printed Date

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