697DCK-21-R-00222 Amend 0001.pdf

AMENDMENT OF SOLICITATION/MODIFICATION OF CONTRACT

1. CONTRACT ID CODE

5. PROJECT NO. (If applicable)2. AMENDMENT/MODIFICATION NO. 3. EFFECTIVE DATE 4. REQUISITION/PURCHASE REQ.NO.

PAGE OF PAGES

6. ISSUED BY CODE 7. ADMINISTERED BY (If other than Item 6)

8. NAME AND ADDRESS OF CONTRACTOR (No., street, county, State and ZIP Code)

CODE

9A. AMENDMENT OF SOLICITATION NO.

9B. DATED (SEE ITEM 11)

10A. MODIFICATION OF CONTRACT/ORDER NO.

10B. DATED (SEE ITEM 13)

CODE FACILITY CODE

11. THIS ITEM ONLY APPLIES TO AMENDMENTS OF SOLICITATIONS

The above numbered solicitation is amended as set forth in Item 14. The hour and date specified for receipt of Offers

Offers must acknowledge receipt of this amendment prior to the hour and date specified in the solicitation or as amended , by one of the following methods: (a) By completing

Items 8 and 15, and returning is extended, is not extended.

12. ACCOUNTING AND APPROPRIATION DATA (If required.)

13. THIS ITEM APPLIES ONLY TO MODIFICATIONS OF CONTRACTS/ORDERS. IT MODIFIES THE CONTRACT/ORDER NO. AS DESCRIBED IN ITEM 14.

(x) A. THIS CHANGE ORDER IS ISSUED PURSUANT TO: (Specify authority) THE CHANGES SET FORTH IN ITEM 14 ARE MADE IN THE CONTRACT

B. THE ABOVE NUMBERED CONTRACT/ORDER IS MODIFIED TO REFLECT THE ADMINISTRATIVE CHANGES (such as changes in paying office, C. THIS SUPPLEMENTAL AGREEMENT IS ENTERED INTO PURSUANT TO THE AUTHORITY OF:

D. OTHER (Specify type of modification and authority) appropriation date, etc.) SET FORTH IN ITEM 14.

E. IMPORTANT: Contractor is not, is required to sign this document and return

ORDER NO. IN ITEM 10A.

1 2

0001 07/09/2021

FEDERAL AVIATION ADMINISTRATION

AAQ-500 - REGIONAL ACQUISITIONS

1701 COLUMBIA AVENUE

COLLEGE PARK GA 30337

AAQ510ATL-AFN

x

14. DESCRIPTION OF AMENDMENT/MODIFICATION (Organized by UCF section headings, including solicitation/contract subject matter where feasible.)

separate letter or telegram which includes a reference to the solicitation and amendment number. FAILURE OF YOUR ACKNOWLEDGEMENT TO BE RECEIVED AT

THE PLACE DESIGNATED FOR THE RECEIPT OF OFFERS PRIOR TO THE HOUR AND DATE SPECIFIED MAY RESULT IN REJECTION OF YOUR OFFER. If by virtue of this amendment you desire to change an offer already submitted , such change may be made by telegram or letter, provided each telegram or letter makes reference to the solicitation and this amendment, and is received prior to the opening hour and date specified.

copies of the amendment; (b) By acknowledging receipt of this amendment on each copy of the offer submitted ; or (c) By ___________ 1 x x

697DCK-21-R-00222

1 copies to the issuing office.

06/14/2021

(x)

The solicitation 697DCK-21-R-00222 Amendment 0001 is hereby amended to modify the following:

1. Section J is modified to incorporate the following documents:

a. Attachment J1A Technical Specifications version 2 dated June 28, 2021 is hereby incorporated and supersedes all previous versions in its entirety.

b. Attachment J1B Equipment Rack Layout dated June 24, 2021 is hereby incorporated and supersedes all previous versions in its entirety.

c. Attachment J2 CAI Checklist version 5 dated June 28, 2021 is hereby incorporated and supersedes all previous versions in its entirety.

Continued ...

16A. NAME AND TITLE OF CONTRACTING OFFICER (Type or print)15A. NAME AND TITLE OF SIGNER (Type or print)

15C. DATE SIGNED 16B. CONTRACT AUTHORITY 15B. CONTRACTOR/OFFEROR 16C. DATE SIGNED

(Signature of person authorized to sign) (Signature of Contracting Officer)

THUYLINH T. TRANNGUYEN

Except as provided herein, all terms and conditions of the document referenced in Item 9 A or 10A, as heretofore changed, remains unchanged and in full force and effect .

X

7/9/2021

ITEM NO. SUPPLIES/SERVICES QUANTITY UNIT UNIT PRICE AMOUNT

NAME OF OFFEROR OR CONTRACTOR

2 2

CONTINUATION SHEET

REFERENCE NO. OF DOCUMENT BEING CONTINUED PAGE OF

(A) (B) (C) (D) (E) (F)

697DCK-21-R-00222/0001

2. Section L is modified as follows:

a. Clause L.4, Factor 2, Part A, Concept

Description, is hereby deleted in its entirety.

b. Clause L.11 Attachments is hereby modified to incorporate Attachment L2. RFI Set #1.

3. Section M is modified to delete any references to Factor 2.

As a result of the modifications above, the proposal due date is hereby extended. Proposals are due August 13, 2021 by 1500 EDT. All other terms and conditions remain unchanged.

Questions and Responses Set #1

MMATCT

697DCK-21-R-0022

Q1. Is an Executive Summary required at the beginning of both Volume 1 and Volume 2? If so, should these be the same in both documents?

R1. One executive summary shall suffice.

Q2. The instructions for Factor 2: Part A-Concept references a “ATTLA worksheet as discussed in Section L.1 (e).” Section L of the Solicitation does not include a subsection (e). Where is the ATTLA Worksheet and what is required when completing it? Does this worksheet count against the section’s five page limit?

R2. Factor 2 is deleted in its entirety.

Q3. Section L.6 PERIOD OF OFFER states, “Offerors must provide submissions that are offered as binding for at least ninety (90) calendar months from the submission due date above.” Should this be “(90) calendar days”?

R3. Calendar days

Q4. Section 3.10.1 of the J1A Technical Specification states that the “MMATCT will house a minimum of three (3) nineteen (19) inch equipment racks”. In the J2 Contractor Acceptance Inspection Checklist, Spec # 3.4.r states “The cab shall be sized to contain five (5) nineteen (19) inch equipment racks.”

Which document is correct? Can you please correct the discrepancy?

R3. The attachment J2 Contract Acceptance Inspection Checklist has been updated and incorporated in amendment 0001.

Q5. Section 3.10.1 of the J1A Technical Specification requires 19” equipment racks, however the J1b Equipment Rack Layout states 23.5”. The Technical Specification also states that the racks should have a width of approximately 22 inches, while the Rack Layout spreadsheet lists 31.5 inches. Section 3.4.r of the J2 CAI Checklist also has rack dimensions that are not in agreement with either document. Please clarify the correct dimensions of the racks and correct discrepancies between the documents.

R5. The width varies for some of the racks, plan for 23.5W; 31.5D space, the various vendors will supply the racks during the equipment integration. No Racks should be ordered.

Q6. If there are other discrepancies between the J1A Technical Specifications and the J2 CAI Checklist, which document should take precedence?

R6. The Technical Spec shall take precedence. However, if any additional discrepancies is identified please bring it to our attention.

Q7. Does the Cab of the MMATCT need to stay connected to the trailer when being transported on an aircraft?

R7. For quick setup and logistics, yes it needs to stay connected.

Q8. Will the Government be providing the antennas? Will the antennas need to be transported inside the MMATCT? If so, please provide sizes and weights.

R8. Approximately 3 will be installed by the equipment installer. They will be transported inside. Max length 154”, with max weight 19lbs. They need to be securely stored on the asset for transporting, does not need to be inside.

Q9. Technical Spec Section 1.3 lists a requirement for a “Lifting Package” with the Trailer Chassis. Please describe what this entails.

R9.Technical Specification Section 3.3.4.3 Lifting Points - The Contractor shall provide clearly labeled lifting points on the trailer. The lift points shall be designed to enable the MMATCT to be lifted onto platforms by a crane without resulting in structural damage to the MMATCT. Lift points shall be designed to be easily attached and removable. The lifting provisions shall comply with the requirements of Mil-STD-209K.

Q10. Please confirm that the FAA will be supplying and installing the racks.

R10. Yes, the FAA will supply and install the racks after fabrication, during system integration phase.

Q11. How frequently will the racks need to be accessed from the front?

R11. At least quarterly, but if there’s any equipment issues it needs to be accessible easily.

Q12. What is the estimated weight of the Government Furnished Equipment?

R12. Please see the weight in J1B rack diagram.

Q13. What is the estimated power draw of the Government Furnished Equipment?

R13. Please see the power in J1B rack diagram.

Q14. Can the FAA please provide a two week extension to the due date to allow contractors time to incorporate the answers to critical questions into their design?

R15. Yes. Please see amendment 0001 for the proposal due date.

Q16. To allow for accurate modeling, please provide the manufacture and part number(s) of the Equipment Racks that will be supplied by the FAA.

R16. The 19” equipment racks will be sourced by the FAA after the MMATCT is fabricated and delivered to the FAA. Racks shall be typical 19” racks (approx. 24”wide x 31.5”deep). Rack heights will be driven by the MMATCT fabricator’s solution, but minimum number of rack units (RU) shall be 120.

Q17. Is it acceptable to use polyisocyanurate panels for insulation due to interior space constraints?

R17. It’s allowed but the solution must meet requirements of 3.4.8.

Q18. Section 3.4.6 of the Technical Specification states that there should be four separate cable access ports. Can these be combined to all wire into one inlet? Can the access port(s) be positioned in alternate location in proximity to the racks?

R18. The thinking behind 3.4.6 is that four ports, one at each of the corners of the cab lend to future cabling versatility. Any one of these ports size-wise will likely allow for entrance of all initial outside RF/comms cabling. At least one should be placed to support entrance near the planed rack locations.

Design/unit must comply with 3.4.6.

Q19. Please clarify who is who is responsible for installing the Slatwall. There is conflicting information in the solicitation documents:

Document J1+, SOW Section 3.6 Government Furnished Equipment (GFE) states “The NAS systems and Slat Wall, Equipment, and Equipment Racks discussed in Section 2.2 and J-1B will be integrated into the MMATCT by the FAA after acceptance and are only discussed in this document for layout and design logistics.”

Document J1a+ - Technical Specifications Section 1.3 System Description states “The FAA will provide and install all National Airspace System (NAS) air traffic control systems, slatwall, racks.” While Section 3.4 Cab states “The Contractor installed slat wall shall be obtained using an FAA slat wall contract if it is active at the time f the contract award for the acquisition under this specification.”

R19. The FAA will provide the slat wall and will install the slat wall after the MMATCT fabricator provides the MMATCT to the FAA. It is intended that the MMATCT designer/fabricator coordinate the cab wall structure and mounting provisions to support the FAA designated slat wall vendor’s solution.

Attachment J1a paragraph 3.4, the following sentence has been removed from the specifications: “The Contractor installed slat wall shall be obtained using an FAA slat wall contract if it is active at the time of the contract award for the acquisition under this specification.”

Q20. Based on the layout of the equipment Racks and the UPSs the FAA is planning to install once the shelter is received, what type of receptacle/connector is preferred to energize for each UPS. (Please specify the voltage, amperage and NEMA Configuration).

R20. To future proof rack power growth or changes in rack loading, and to take into account the varying solutions per vendor, provide the following circuits for each rack: (1) 20amp, 120V, dedicated circuit with a Nema 5-20R duplex outlet, and (1) 20amp, 240v, dedicated circuit with a L6-20R receptacle.

Solicitation Number

J1A Medium Mobile Air Traffic Control Tower

(MMATCT)

Technical Specification

[Solicitation Number]

Version 2

June 28, 2021

Prepared by: Mobile Asset Sustainment Program (MASP) Office AJW-244, Air Traffic Operations, Air Traffic Control Facilities

J1A: FAA MMATCT Technical

J1A: i

Table of Contents

1. Purpose and Scope

1.1 Background

1.2 Concept of Operations

1.3 System Description

2. Applicable Documents

2.1 General

2.2 Government Documents

2.2.1 Specifications, Standards, and Handbooks

2.2.2 Code of Federal Regulations (C.F.R.)

2.3 Non-Governmental Publications

2.3.1 National Fire Protection Association (NFPA)

2.3.2 National Electrical Code (NEC)

2.3.3 American National Standards Institute (ANSI)

2.3.4 American Society of Heating, Refrigerating, and Air Conditioning Engineers

(ASHRAE)

2.3.5 American Society for Testing and Materials (ASTM)

2.3.6 International Code Council (ICC)

2.3.7 International Standards Organization (ISO)

2.4 Order of Precedence

3. Requirements

3.1 Terminology

3.2 General

3.2.1. Ground Transportation

3.2.2. Air Transportation

3.3 MMATCT Trailer

3.3.1 Trailer Construction

3.3.2 Trailer Towing System

3.3.3 Trailer Rolling Gear

3.3.4 Trailer Chassis

3.3.5 Cab to Trailer Attachment

3.4 Cab

3.4.1 Positions

3.4.2 Flooring, Walls, Ceilings, and Furnishings

J1A:

3.4.3 Windows and Shades

3.4.4 Internal Storage

3.4.5 External Connectors

3.4.6 External Cable Access Ports

3.4.7 Roof

3.4.8 Insulation

3.4.9 Cab Access

3.5 Power Sub-System

3.5.1 Engine Generator

3.5.2 Distribution Panel

3.5.3 Transfer Switch

3.5.4 Grounding and Bonding

3.5.5 Lightning Protection

3.5.6 Power Cables

3.5.7 Labeling

3.5.8 Lighting

3.5.9 MMATCT Battery Power System

3.6 Heating, Ventilation, and Air Conditioning (HVAC) Sub-System

3.7 Fire, Life, and Safety (FLS) Sub-System

3.7.1 Carbon Monoxide and Fire Detection, Alarm, and Suppression

3.7.2 Egress Lighting

3.7.3 Occupational Safety and Health Administration (OSHA) Compliance

3.8 External Paint

3.9 External Storage

3.10 Equipment Racks/Cabinets

3.10.1 General

3.11 Quality

3.12 Inspections and Testing

3.13 Documentation

4. Acronym List

J1A: 1

1. Purpose and Scope The two (2) position, towable, Medium Mobile Air Traffic Control Tower (herein after referred to as “MMATCT,” asset, unit or trailer) is required in response to the Federal Aviation Administration’s (FAA’s) need for the ability to rapidly deploy an asset that can quickly restore, augment, or replace air traffic control functions when a fixed air traffic control tower (ATCT) is either out of service, does not exist, or is going to be taken out of service. The MMATCTs will be procured through a single, competitive design/build contract. The MMATCTs shall meet the requirements for road, aircraft, or ship transport. When transported by road, the MMATCTs shall meet the requirements of the National Highway Traffic Safety Administration (NHTSA). The intent is to obtain a mobile tower on a trailer that does not require a commercial driver’s licensed (CDL) driver for transport. The requirements for road and air transport cover any requirements that may exist for ships. Therefore, ship transport will not be discussed further. When MMATCTs are deployed and operational they are regarded as facilities and shall comply, to the maximum extent possible, with the International Building Code (IBC) and the applicable requirements of the National Fire Protection Association (NFPA) and the Occupational Safety and Health Administration’s (OSHA’s) guidelines for personnel safety. For example, the MATCT is to be wired with metal clad (MC) cable as opposed to cable running through conduit which would add a significant amount of weight to the trailer.

1.1 Background

The MMATCT will provide the FAA with the ability to control aircraft in the air and on the ground in the vicinity of the host airfield. Existing Mobile Air Traffic Control Towers (MATCTs) built in the mid-1990s are rapidly deteriorating. These existing assets have been and are used to restore air traffic control as part of disaster-relief efforts, to maintain the continuity of air traffic control operations when fixed ATCTs are being modernized or refurbished, to increase the safety when airfields are undergoing changes such as runway lengthening, and to provide or augment air traffic control functions during major public events such as the Olympics or the Super Bowl.

1.2 Concept of Operations

When a need for a MMATCT arises, transportation and positioning by the FAA will occur. When advised that an asset is or may be needed, FAA personnel will verify the condition of the MMATCT and ensure that it is ready to be transported when directed to do so. When notified to deploy to a site, the MMATCT will be towed to a location for further transport by aircraft or ship or deployed via the U.S. National Highway System (NHS) and Class 1 and Class 2 roads as stated in Section C.3.2.3 of the Screening Information Request (SIR). The FAA’s MMATCTs are anticipated to be prepositioned at FAA Mobile-Asset Deployment Center (MADCs) in Greensboro, NC and Boise, ID or Independence, MO.

Upon arriving at the deployment site, the MMATCT will be set up and certified to provide air traffic control by FAA personnel, if required. Set up activities will include, but may not be limited to leveling the trailer, connecting electrical power, deploying antennas, deploying or connecting to weather system sensors, and connecting to telecommunication services. When on site, the MMATCT will either operate autonomously or operate in a mode that utilizes the equipment such as radios, the telephone system, and the weather sensor station from the local, fixed facility. The power source for the MMATCT will be a contractor-provided external engine

J1A: 2 generator and fuel tank, utility services from a fixed structure at the site, or a power drop from a local power company or service provider.

The MMATCT shall be capable of operating 24/7 in a variety of environmental conditions depending upon the site. At the completion of the deployment, the MMATCT will be returned to its designated maintenance or storage area where it will undergo post-deployment maintenance and repair as needed.

The MMATCT shall be designed to be maintained with industry-standard tools for maintaining the type of trailer and structure proposed by the contractor, e.g. common tools for working on brakes and electrical systems. The Contractor is to provide (as part of the bid) systems to meet the proposed solution parameters (i.e. all material solutions shall be adjusted structurally with reasonable design factors as the design parameters exceed the minimums specified).

1.3 System Description

The MMATCT is a rapidly deployable asset that provides the FAA with ATCT capabilities. The MMATCT system is comprised of the following components, which are discussed further in Section 3:

• Trailer.

The Contractor will deliver the MMATCT trailer. The FAA will provide and install all National Airspace System (NAS) air traffic control systems, slatwall, racks. At a minimum, the following are considered parts of the trailer to be provided by the Contractor and are further described herein.

− Air Traffic Control Tower Cab Operating area for two controllers and one supervisor Nineteen (19) inch equipment required functional space layout design Slatwall Console mounting provisions Defogging system for cab windows 360 degree visibility for cab

− Towing package, including Gooseneck hitch and running lights − Rolling gear Axles Brakes Suspension Wheels and tires

− Trailer Chassis Tie Down package Lifting package Leveling and stability gear

− Trailer Electrical System including brake and running lights − Electrical System for equipment load − Heating, Ventilation, and Air Conditioning System

• Government Furnished and Installed Equipment, National Air Space (NAS) Systems.

Upon acceptance by the FAA, the following systems will be provided and integrated into the MMATCT by the FAA. The Contractor will not be responsible for installing or integrating this equipment into the MMATCT. This equipment will be installed in nineteen (19) inch equipment racks as discussed in section 3.10.1. The equipment layout of the racks is provided in Attachment J1B. The estimated weight of each rack is two hundred and

J1A: 3 fifty (250) pounds or less. The FAA is responsible for the installation, including wiring, of all air traffic control related equipment. The following is a list of the equipment that the FAA will be installing in the MMATCT.

− VHF and UHF Communications equipment − Digital Audio Legal Recorder (DALR) system − Terminal Voice Switch (TVS) − Weather observation equipment − Controller touch displays, indicators, and speaker controls − Administrative telephone switch which includes Voice Over Internet Protocol (VOIP)

• Government Furnished and Installed Equipment, Non-NAS Mission Support. As with the NAS equipment above, the FAA will be responsible for the installation of all non-NAS related FAA equipment. The Contractor shall ensure that space is allocated within the MMATCT for service demarcation points, electrical buses, and grounding bars as needed.

A notional equipment rack arrangement is provided as Attachment J1B to the Statement of Work. The Contractor provided MMATCT shall be compliant with the requirements of FAA STD 019F for earth electrode systems, surge protection devices (SPD’s), lightning protection, signal reference structures, multipoint ground systems, rack bonding/grounding, and labeling, in addition to the electrical safety grounding system typical in code compliant electrical distribution systems.

The NAS and Non-NAS equipment discussed in this section does not include the MMATCT systems that are integral to the mobile tower, such as the electrical and heating, ventilation, and air conditioning (HVAC) systems.

The MMATCT will not contain a restroom, kitchen facilities, or plumbing for potable or waste water or a fire sprinkler system.

2. Applicable Documents

2.1 General

The following Specifications, Standards, and Handbooks form a part of this specification to the extent specified herein.

Notes:

1. In the event that a more current version of a document exists, the most current version will be applicable.

2. For FAA Orders please refer to https://www.faa.gov/regulations_policies/orders_notices/

3. For FAA Handbooks & Manuals please refer to http://www.faa.gov/regulations_policies/handbooks_manuals/

4. All other documents are available to the public.

2.2 Government Documents

2.2.1 Specifications, Standards, and Handbooks

a. Mil-STD-209K - Interface Standard for Lifting and Tiedown Provisions

b. Mil-STD-1791C – Designing for Internal Aerial Delivery in Fixed Wing Aircraft

c. Mil-I-45208, Inspection System (cancelled in 1996 but still available and in common use)

d. HF-STD-001, The Human Factors Design Standard, May 2012 http://hf.tc.faa.gov/hfds/

e. HFDS 2016, Human Factors Design Standard, Chapter 10 http://www.faa.gov/regulations_policies/orders_notices/ http://www.faa.gov/regulations_policies/handbooks_manuals/ http://hf.tc.faa.gov/hfds/

J1A: 4

f. FAA Order 1050.10C, Prevention, Control and Abatement of FAA Environmental Pollution

g. FAA Order 1050.14B, Polychlorinated Biphenyls (PCBs) in the National Airspace System

(NAS)

h. FAA Order 1050.18, Chlorofluorocarbons and Halon Use at FAA Facilities

i. FAA-C-1217G, Electrical Work, Interior

j. FAA Order JO 3900.64, Air Traffic Organization Electrical Safety Program

k. FAA Order JO 6930.1B, Fire Prevention and Maintenance of Fire Protection Equipment

l. FAA Order 6980.25F, Maintenance of Batteries for Standby Power

m. FAA Specification FAA-G-2100H, Electrical Equipment, General Requirements

n. FAA-STD-019F - Lightning and Surge Protection, Grounding, Bonding and Shielding

Requirements for Facilities and Equipment

o. V&V Guidelines in the AMS Toolset: Verification and Validation (V&V) Operations Guide issued by the FAA William J. Hughes Technical Center http://fast.faa.gov/

p. Federal Specification L-P-377b, Polyethylene Terephthalate Plastic Film

2.2.2 Code of Federal Regulations (C.F.R.):

a. 29 C.F.R. part 1910, Occupational Safety and Health Standards, subparts D, E, G, H, J, L, and

S

b. 29 C.F.R. part 1926, Safety and Health Regulations for Construction, subparts K and X

2.3 Non-Governmental Publications

2.3.1 National Fire Protection Association (NFPA)

a. NFPA 10, Standard for Portable Fire Extinguishers, 2013

b. NFPA 70, National Electrical Code, 2014

c. NFPA 70E, Standard for Electrical Safety in the Workplace, 2015

d. NFPA 72, National Fire Alarm and Signaling Code, 2013

e. NFPA 90A, Standard for Installation of Air-Conditioning and Ventilating Systems, 2015

f. NFPA 101, Life Safety Code, 2015

g. NFPA 780 Standard for the Installation of Lightning Protection Systems, 2014

2.3.2 National Electrical Code (NEC)

a. National Electrical Code (NEC), Article 551, Recreational Vehicles and Recreational Vehicle

Parks

2.3.3 American National Standards Institute (ANSI)

a. IEEE C62.41.1, Guide on the Surge Environment in Low-Voltage AC Power Circuits, 2008

b. ANSI C78, Standard for Electric Lamps

c. ANSI C82.2-2002, Method of Measurement of Fluorescent Lamp Ballasts

d. ANSI Z535.2-2011, American National Standard for Environmental and Facility Safety

Signs http://fast.faa.gov/

e. ANSI Z535.4-2011, Product Safety Signs and Labels

f. ANSI/IEEE 1100-2005 Recommended Practice for Powering and Grounding Electronic

Equipment (IEEE Emerald Book)

2.3.4 American Society of Heating, Refrigerating, and Air Conditioning Engineers

(ASHRAE)

a. ANSI/ASHRAE Standard 55-2013, Thermal Environmental Conditions for Human

Occupancy

b. ASHRAE STD 90.1-2013, Energy Standard for Buildings Except Low-Rise Residential

Buildings

c. ASHRAE Standard 62.1-2013, Ventilation for Acceptable Indoor Air Quality

d. ASHRAE Guideline 1.1-2007, HVAC&R Technical Requirements for the HVAC

Commissioning Process

2.3.5 American Society for Testing and Materials (ASTM)

a. ASTM E1996-14a - Standard Specification for Performance of Exterior Windows, Curtain

Walls, Doors and Impact Protective Systems Impacted by Windborne Debris in Hurricanes

2.3.6 International Code Council (ICC)

a. International Building Code, Section 3103, Temporary Structures, 2015

2.3.7 International Standards Organization (ISO)

a. ISO-9000-2005, Quality Management Systems

2.4 Order of Precedence

If there is a conflict between an FAA Order, Standard, or Handbook and another document listed above, the FAA Order document takes precedence. However, FAA documents do not supersede applicable laws and regulations unless a specific exemption has been obtained. See AMS clause 3.23.3-33.

3. Requirements This section contains the system requirements as well as definitions of terminology used throughout the specification, which have been provided to aid in the understanding of individual requirements. The MMATCT consists of three (3) major components, the trailer, generator and the cab.

3.1 Terminology

Engine Generator (EG) – The term engine generator refers to a stand alone source of electrical power for the MMATCT. The EG shall be rated at a minimum of 10KW.

Mobile Air Traffic Control Tower – the MATCT is an easily transported structure that provides an operating space for two air traffic controllers and a supervisor. The MATCT shall provide the controllers and supervisor with the capability of controlling air traffic in a visual flight rules (VFR) environment. This capability includes the ability to communicate with aircraft via UHF and VHF frequencies and to provide weather information relevant for landing and takeoff.

3.2 General

The primary functional advantage of the MMATCT is the transportability of the unit. The design of the MMATCT shall ensure that it is sufficiently strong to withstand the rigors of transport and

J1A: 5 be capable of being operational when delivered to a deployment site. To this end, the MMATCT shall be designed and built with transport in mind. The MMATCT shall have covers where needed, and all exterior doors and access panels shall be designed to provide the required degree of protection and security during transport. The covers for the windows of the cab shall be capable of preventing normal highway hazards from damaging the window glass during transit. The window coverings or protective surfaces shall be designed such that they will not become dislodged during transport.

The design and construction of the MMATCT shall account for the normal shock and vibration load associated with transport. The weight and balance of the MMATCT shall be considered in the design so that the trailer is safe to tow on the nation’s highways and paved roads as well as during on- and off-loading from aircraft. To the maximum extent possible, the MMATCT shall meet the requirements of National Electrical Code (NEC), Article 551, Recreational Vehicles and Recreational Vehicle Parks and NFPA 101, Life Safety Code, 2015.

3.2.1. Ground Transportation

The MMATCT shall be towable on its own wheels on the NHS and Class 1 and Class 2 roads, as defined in section C.3.2.3 of the SIR, without the need for escort vehicles and without height, weight, or width permitting required in the United States.

The MMATCT shall be a gooseneck design and have running lights that are fully functional and installed as necessary to ensure that the trailer can be licensed for highway transport. The electrical connection shall be a standard 7-way RV trailer plug connection. The MMATCT shall have a license-plate mounting bracket installed in an appropriate place for highway transport.

3.2.2. Air Transportation

The MMATCT shall be air transportable by U.S. military C-17 aircraft. The MMATCT shall have tie down points and lifting points that are clearly identified and labeled on the carriage. See sections

3.3.4.1 and 3.3.4.3. The MMATCT’s engine generator shall use diesel fuel because of the requirement for air transportability.

3.3 MMATCT Trailer

The MMATCT Trailer shall meet the following requirements.

3.3.1 Trailer Construction

The MATCT trailer shall be a gooseneck design and shall, at a minimum, meet the following criteria:

a. Main frame: 12” x 22 lb. minimum I-beam,

b. Riser: 12” x 22 lb. minimum I-beam,

c. Neck: 12” x 22 lb. minimum I-beam,

d. Frame reinforcement: Frame bridge under I-beam,

e. Frame reinforcement: Torque tube along centerline of frame, min 5” od,

f. Cross-members: 3” minimum channel on 12” centers,

g. Deck perimeter frame: 2“x6” x 1/8” square tubing, and

h. Steps: Bed access steps at front of bed, one on each side.

i. Rear/Tail: Straight deck with two slide-in 8 ft. ramps that slide into ramp holders at the rear of the bumper.

j. Deck: the trailer deck material shall be plank, oak wood deck.

k. The trailer shall be painted in a black powder coat that is resistant to fading and road wear.

l. The trailer length shall be as short as possible while accommodating the requirements of this specification.

m. The trailer shall provide a lighted mounting bracket for the license plate

3.3.2 Trailer Towing System.

The MMATCT trailer towing system shall be a gooseneck type that is appropriately designed and sized. It shall include hardware elements that will enable the asset to be connected to a towing vehicle capable of safely transporting the MMATCT to its deployment location over the NHS and Class 1 and Class 2 roads, as defined in section C.3.2.3 of the SIR. The towing system shall include a trailer breakaway system.

3.3.3 Trailer Rolling Gear.

At a minimum, the trailer rolling gear includes, but is not limited to tires, wheels, axles, brakes, and suspension. The MMATCT’s Rolling Gear system shall consist of commercially available components to reduce the cost of repair and replacement.

The tires, wheels, axles, brakes, and suspension shall be sized to support the maximum weight of the MMATCT including the estimated weight of the equipment racks, illustrated in Attachment J1B.

3.3.3.1 Wheels, Axles, Tires, Brakes, and Suspension

The trailer shall have two (2) tandem axles with dual wheels, two (2) on each end of the axle.

The trailer wheels shall be 16” diameter, 8 lug aluminum wheels. The width shall be compatible with the tire requirements. The maximum pounds per square inch (psi) rating of wheel shall be equal to or greater than the tire.

The trailer shall have two (2) axles rated at a minimum of 12,000 pounds each. The axle bearings shall be oil bath bearings. Each axle shall be equipped with dual wheels for a total of eight (8) wheels for the two axles.

The trailer tires shall be designed for trailer service, radial ply construction, and 16” in diameter.

Tire load ratings shall be such that the capacity of the tires on the axle they are mounted on is equal to or greater than the axle capacity (i.e. the 4 tires on a 12,000# rated dual wheel axle shall be rated at a minimum load of 3000 pounds each). Tires shall have a minimum speed rating of 75 mph.

Tires shall be manufactured in the USA.

The trailer’s brakes shall be electrically activated/hydraulic disc brakes on all axles. The brakes shall use the standard electric brake controller to control a hydraulic disc brake system that resides solely on the trailer. The trailer shall have its own hydraulic disc brake actuator mounted inside the gooseneck or tongue. The tow vehicle does not need anything other than an electric brake controller to use this hydraulic brake system. The actuator shall convert the electrical signal from the tow vehicle brake controller into hydraulic pressure to press the brake pads against the rotors.

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The MMATCT suspension system shall be self-contained, self-leveling, air-ride suspension. The suspension system shall include compressor, air tank, ride height valve, and air release valve.

These components shall be in a lockable enclosure that protects them from the elements and road debris. The suspension system shall also include shock absorbers at each wheel.

3.3.3.2 Spare Wheels and Tires

The contractor shall supply a minimum of two full-size, mounted, spare wheels and tires of the same manufacturer, type, size, and rating as the wheels and tires mounted on the axles. The spare wheels and tires shall be secured in a location that provides easy access. The storage method shall prevent theft of the spare tires and any equipment required to raise the trailer to change a tire unless they are disconnected from their mounting point for use.

3.3.3.3 Jack and Wheel Changing and Leveling Equipment

The contractor shall supply the equipment needed to change the wheels on the trailer in the event of a flat tire. The jack shall be capable of raising the fully loaded trailer to a height that is sufficient to safely remove any of the wheels.

As a minimum, the Contractor shall provide four (4) manual jacks each with heavy duty, drop leg extensions, spring returns, and removeable, side wind rotary handles/cranks for leveling and for changing tires. The jack equipment shall include steel plate(s) that are to be placed under the jack to spread the downward loading on the jack so that a wheel may be changed safely on gravel or firmly packed dirt surfaces. The jack equipment may be the same as that used for leveling the

MMATCT.

The jack and wheel changing equipment shall be stored in an area on the trailer that is convenient for the removal and return of the equipment without unloading the trailer and structure. The storage area shall provide a means of securing the equipment so that it does not move in transit. The storage area shall provide a means of securing the wheel changing equipment so that it is resistant to theft.

3.3.4 Trailer Chassis.

The trailer chassis includes, but is not limited to the trailer structure, structural framing, support structures, tie-down points, and lifting points. The trailer shall be designed and fabricated to comply with Mil-STD-1791C, Designing for Internal Aerial Delivery in Fixed Wing Aircraft, to the maximum extent possible.

The trailer shall be a “gooseneck” type of design.

The under carriage of the MMATCT shall be constructed to be resistant to road hazards, water intrusion and animal access. Wires that are run under the MMATCT shall not protrude or otherwise be susceptible to road damage or damage from animals.

The MMATCT body, chassis, and systems shall be wired, bonded, grounded and labeled in compliance with FAA STD 019F.

3.3.4.1 Trailer Tie-Down Points

The trailer’s tie-down points shall meet the requirements provided by Mil-STD-1791C, section

5.3.3 for transport by U.S. military aircraft and for use when securing the MMATCT when set up on site. The tie-down provisions shall comply with the requirements of Mil-STD-209K for transport by U.S. military aircraft. Mil-STD-1791C addresses the size and tie-down requirements for specific military aircraft. Mil-STD-209K establishes dimensional limits, design considerations, positioning requirements, and strength requirements for lifting and tie-down provisions for items transported on U.S. military aircraft.

3.3.4.2 Equipment Tie-Down Points

The Contractor shall provide continuous equipment tie down points along both sides of the trailer for tying down loads placed on the trailer.

3.3.4.3 Lifting Points

The Contractor shall provide clearly labeled lifting points on the trailer. The lift points shall be designed to enable the MMATCT to be lifted onto platforms by a crane without resulting in structural damage to the MMATCT. Lift points shall be designed to be easily attached and removable. The lifting provisions shall comply with the requirements of Mil-STD-209K.

3.3.4.4 Leveling and Stabilizing

The trailer chassis shall include all necessary equipment to enable the leveling and stabilizing of the trailer when deployed or in storage. The leveling and stabilizing equipment shall be able to sustain steady state wind forces up to fifty (50) miles per hour, exerted upon it when in operation with a maximum of five (5) people in the MMATCT. The leveling equipment shall be resistant to bending forces when lowered into position. The leveling system shall include metal plates that are placed under the leveling equipment to distribute the weight of the trailer.

3.3.4.5 Trailer Stake Pockets.

The trailer deck shall have stake pockets (on 24” centers) with a rub rail.

3.3.5 Cab to Trailer Attachment.

The trailer shall provide a semi-permanent method of securing the cab to the trailer that ensures that the cab will not move during transport or when deployed. The method of attachment shall support the easy removal and reattachment of the cab.

3.4 Cab

The MMATCT cab consists of the operator consoles using a slat wall design, cableways, lighting fixtures at each operator’s position, overhead lights, fire-warning systems, window-shade equipment, cab windows that allow for 360 degrees of viewing of the air traffic environment and the glass shall slope outward 15 degrees from the vertical, (optional) cab roof windows for vertical viewing of air traffic, and a convenience area. The cab materials shall comply with FAA Order 1050.10C, Prevention, Control and Abatement of FAA Environmental Pollution, FAA Order 1050.14B, Polychlorinated Biphenyls (PCBs) in the National Airspace System (NAS), and FAA Order 1050.18, Chlorofluorocarbons and Halon Use at FAA Facilities.

The cab shall provide a means of attaching slat wall panels to the wall, under the window sills and above cable trays at the base of the wall.

Cable, power and communications, runs in the cab shall be surface mounted with standard, commercially available, UL listed, service raceways. The cable trays and racks will be constructed and installed in such a manner as to minimize the electromagnetic interference between the power and data cables.

Slatwall mounting provisions shall consist of a ¼ inch thick by 4” wide, horizontal steel plate equal to the width of a control position to provide an attachment point for the slatwall at each position.

This plate shall be permanently attached to the structure at each vertical structural member. There shall be two plates at each position, one at the windowsill, and one mounted 10” off the floor. If the structure of the trailer is a different metal, the contractor shall ensure bi-metallic isolation between the different metals.

The interior of the cab shall be designed to comply with the requirements of HF-STD-001, Human Factors Standard and HFDS 2016, Human Factors Design Standard, Chapter 10, to the maximum extent possible.

The slat wall installation shall weigh ten (10) pounds per linear foot or less without equipment armatures and shall be structured such that the loading during transport does not distort the slatwall.

The writing surfaces shall be able to support a 350 lb distributed load applied over 20 inches on top of writing surface without distortion.

The cab of the MMATCT contains the NAS and mission support systems and provides an operating environment for two (2) air traffic controllers and one (1) supervisor. The cab shall be sized to contain the equipment racks identified in J1B. Each rack shall have thirty (30) inches of clear space that is free of obstructions in front and provide access to its back for equipment maintenance and repair. The equipment racks are discussed further in Section 3.10.

The cab shall provide 360 degrees of visibility horizontally, 30 degrees up, and 30 degrees down for both operators, in a seated or standing position, at both operator positions. The lower edge of the cab glass shall be sized for a 5th percentile female operator. The cab may provide optional vertical visibility through windows in the roof that allow controllers to see and track aircraft.

3.4.1 Positions

The cab shall provide space for three (3) positions: two (2) controllers and one (1) supervisor.

Each position shall have a minimum of forty-two (42) inches of space on the slat wall.

Each position will have a writing surface that extends twenty (20) inches from the slat wall.

Each position shall have a 120V/20A quad outlet to power small electronic devices such as laptop computers. Each outlet is to be fed by a dedicated 20 amp circuit. These outlets shall be located on the wall at each position, near the floor but above the power and data cable trays.

The cab shall provide a Convenience area that will provide space for a small refrigerator, coffee maker, and a microwave. The Convenience area shall have one quad and one duplex 120V/20A outlet on its own their own dedicated 20 amp circuit. The duplex outlet shall be behind the refrigerator.

3.4.2 Flooring, Walls, Ceilings, and Furnishings

The flooring in the MMATCT shall be low-electrostatic-discharge, fire-resistant tile. The Contractor is encouraged to use environmentally preferred materials and products for flooring and furnishings with low pollutant emissions, including composite wood products, adhesives, sealants, interior paints and finishes, carpet systems, and furnishings. Interior paints shall be low volatile organic compound (VOC) products that provide a durable surface.

The interior of the cab shall be insulated to provide noise attenuation within the cab. The cab, with the exception of the slat wall mounting area, shall be painted with a low-reflectivity, low-maintenance, and durable finish in Federal Standard Color FS 37038 Black or commercially available similar color on approval of the Contracting Officer’s Representative.

The walls of the cab shall be insulated and shall provide surfaces suitable for the anchoring of the slat wall panels. The walls shall be designed to sustain offset and cantilever loading of components based on offset load of five hundred (500) pounds 20 inches from the slatwall with no significant deflection.

All materials used shall be fire-resistant to the maximum extent possible.

The ceiling height in the MMATCT shall comply with 29 C.F.R. § 1910.36(g)(1).

The floor of the MMATCT shall be designed for a live load of 100 pounds per square foot (psf).

3.4.2.1 Cab Convenience Area

The cab area shall include space for a microwave, a small refrigerator, coffee maker, a charging station for a land mobile radio (LMR) and an Air Traffic Control light gun (4 sq ft with power adapter). Counters in the Convenience area shall not exceed the depth of a standard kitchen counter.

3.4.3 Windows and Shades

The glass/glazing for the cab windows shall be composed of ultra-clear or low-iron laminated glass designed to withstand windborne debris and pass a large missile test per the requirements of ASTM E1996-14a. The cab glass shall not have gaps between the panes. The cab roof windows shall be capable of supporting a loading of 60 pounds per square foot without damage to the window or surrounding area. The contractor shall provide double plastic window shades for all windows in the MMATCT. The shades shall meet the following performance requirements:

a. The shade material shall be manufactured from a polyester-type polymer in accordance with

Federal Specification L-P-377b “Polyethylene Terephthalate Plastic Film” for weatherable-type DuPont Mylar clear sheet film or other manufacturer approved by the Contracting Officer’s Representative. The shade shall be fire-resistant-rated “self-extinguishing to very slow burning” per U.S. Testing Company fire test 302, have a melting point of at least 500 deg. F, have a combustion point of at least 977 deg. F., and include no toxic hazard, all according to the requirements of ASTM E1996-14A.

b. Transparent Plastic Shade Film Construction: Shade shall consist of a five- (5) mil, three- (3) ply laminated polyester film. Two (2) sheets of polyester vat-dyed gray, scratch-resistant coating applied to one side. The final film construction shall be five (5) mils thick, optically clear and totally transparent. Surface tinting or color adhesives will not be acceptable.

c. Mounting Brackets: The contractor shall provide mounting brackets with a 2¼-inch resting ledge. Standard ceiling brackets are not acceptable.

d. Shade Size: Shade roller width shall be within ½ inch of the maximum possible width as determined by physical limitation. Shade material with shade fully drawn shall be within one

(1) inch of columns on bias-cut sides and within 1¾ inches of columns on vertical-cut sides. A horizontal seam shall be located a minimum of fifty-five (55) inches from the bottom of the shade. Shades in the ATCT cab shall be bias-cut when required. To ensure a safe roll up, a minimum of fifteen (15) inches of shade material shall remain on the roller when the shade is fully extended.

3.4.4 Internal Storage

The Contractor shall provide storage in the MMATCT for controller headsets, Aldis air traffic control signal light gun, technical manuals, configure unused space under the trailer compartments for storage of spare parts and tools. The storage areas shall be lockable and have LED lights for compartment illumination with one independent switch per storage area. The lights shall be located so that they can be replaced without disassembling the storage compartment.

3.4.5 External Connectors

All external connectors shall be industry-standard quick-disconnect types that have minimum protrusion from the external surface of the MMATCT. All chassis penetrations shall be sealed to prevent the intrusion of water into the MMATCT.

3.4.6 External Cable Access Ports

The MMATCT shall provide access for external cables to be routed into the equipment racks.

There shall be four access ports with a four (4) inch diameter. The access ports shall be constructed and positioned to prevent water intrusion while deployed and sealable during transport. One access port is to be located in each corner of the MMATCT. The ports are located in the roadside and curbside walls. Access ports are not allowed on the forward wall of the MMATCT so that water cannot intrude during transit.

3.4.7 Roof

When applicable, the Contractor is encouraged to incorporate cost-effective, innovative strategies, such as highly reflective roofs to minimize consumption of energy, water, and materials.

3.4.7.1 Access

The MMATCT shall provide safe and logically positioned access to the roof. At a minimum, an exterior ladder shall be provided and the ladder shall be in accordance with best commercial practices for the design presented.

3.4.7.2 Load Bearing

The roof of the MMATCT shall be designed to support, at a minimum, a live load of 60 psf without suffering damage to its structure or water tightness.

3.4.7.3 Fall Protection

The MMATCT shall provide properly labeled, OSHA- and FAA-compliant fall-protection anchorage for personnel working on the roof of the MMATCT and in all other locations where personnel shall work four (4) feet or more above the next lowest level.

3.4.7.4 Antenna Mounts

The MMATCT shall provide roof mounts for a minimum of six (6) antennas with a minimum of eight (8) feet of separation in all directions. The mounts shall include watertight structure penetrations for the antenna cables. The cable penetration points shall be capable of being sealed during transport and use. The mounts shall be able to accommodate antennas such as the TACO D-4076 and D-4077.

The antenna mounts and the associated cable routing paths shall minimize cable bending with no tight radius bends. The minimum cable bend for all RF path cables is a radius of four (4) inches.

Any cab roof or side-wall penetrations shall be weatherproofed and logically located.

3.4.7.5 Obstruction Light

The MMATCT shall provide a mount for a Contractor-provided mast-mounted obstruction light similar to the Genesis Lamp, L-801A Airport Rotating Beacon. The mount shall include a weatherproof, watertight penetration for the power cable. The cable-penetration point shall be capable of being sealed during transport.

3.4.7.6 Lift Points

The cab shall provide lift points at the corners of the roof to enable the lifting of the cab from the trailer. The cab shall be resistant to bending, twisting, distortion, or cab glass breakage during lifting.

3.4.8 Insulation

The MMATCT cab shall be insulated to the following minimum levels:

a. Floor – R-20

b. Ceiling – R-24

c. Walls – R-20

3.4.9 Cab Access

The access to the cab shall be via a personnel access door located on the curb side of the MMATCT between the equipment area and cab area, approximately midway between the front and rear ends of the trailer or another design location lending to better function and separation between cab and equipment area.