CLEEN III Screening Information Request.pdf

693KA9-20-R-00003

February 25, 2020

CONTINOUS LOWER ENERGY, EMISSIONS and NOISE (CLEEN) PROGRAM

(2020-2025) III

PARTICIPANT SELECTION

SCREENING INFORMATION REQUEST

Date: February 25, 2020

1 PROJECT TITLE

Continuous Lower Energy, Emissions and Noise (CLEEN) III Program (2020-2025)

Program Participant Selection

2 Screening Information Request (Sir) No.

3 Agreement Type

49 U.S.C. 106(l) (6) and/or 106(m) Cooperative Agreement

Offerors in the Program would be required to enter into an Cooperative Agreement with the FAA under the agency’s authority set forth in 49 U.S.C. 106(l) and (m) (hereinafter referred to as the “Agreement”). A sample Agreement is attached to this SIR and is incorporated herein by reference. While the FAA anticipates that the Agreement will be in substantially the same form as the attached Agreement, the FAA shall have sole and absolute discretion as to the form and substance of each Agreement entered into with successful Offerors, and the attached sample Agreement may accordingly be modified in form or substance as the FAA deems appropriate.

The Contracting Officer (CO) is signature authority for executing Agreement s. The

Agreement establishes the responsibilities of the FAA and the Lead Participant. The

AMS establishes policy and guidance for all aspects of lifecycle acquisition management for the FAA. Offerors may obtain information on the AMS via the Internet at http://fast.faa.gov/. Some AMS policies are referenced in this document as an established protocol.

4 Period Of Performance

The period of performance for each Agreement is expected to be a base period of twelve

(12) months with up to four (4) twelve (12) month option periods, subject to the sole discretion of the FAA.

5 Funding

The CLEEN III program includes a 1:1 minimum cost share requirement. Contributions may be cash, non-cash (in-kind) or both. Acceptable non-cash or in-kind resources include such items as equipment, facilities, labor, office space, etc. Unacceptable contributions include work performed using FAA or other U.S. funding, previous Internal

Research and Development (IRAD) investments, and student tuition funded by an academic institution. The Contractor must include cost share progress reports in the financial progress reports required under Section 8.6 Surveilance And Reporting identified in Section 8.7 Deliverable Schedule.

The FAA will pay no more than 50% of the total cost of certain work that will be specified in any Agreement awarded under this SIR. The work will be related to the development of continuous lower energy, emissions and noise technologies for civil subsonic jet airplanes to help achieve NextGen goals.

http://fast.faa.gov/

The amount of FAA funding under the Agreement and the portion of the specified work to be funded under the Agreement, either at any particular time or cumulatively under the

Agreement, must be in all instances at the sole discretion of the FAA. The FAA’s liability at any particular time or cumulatively under the Agreement must not exceed the amount identified as obligated under the Agreement. FAA, at its sole discretion, may obligate additional funding to support this work. All funding is subject to the availability of funds.

The 1:1 cost share requirement applies to the overall period of performance (which can be 5 years or less depending on the agreement terms) and the cost share can vary year to year (subject to the 50% cap on what FAA will pay, discussed above). The cost share from an individual Contractor can be determined on an overall basis relative to all of the goals that the agreement is working toward, across multiple technology or fuels projects, as applicable. For example, for a particular agreement the cost share can be less than 1:1 for an alternative fuels testing project as long as the cost share is greater than 1:1 for other technologies or fuel projects (e.g., an emissions technology) such that the overall cost share meets at least the 1:1 minimum requirement.

6 Background

The FAA, as authorized by 49 U.S.C., §106 (l) and (m), intends to establish on a cost share, 1:1 minimum basis, agreements for the development of Continuous Lower Energy, Emissions and Noise (CLEEN) technologies for civil subsonic and supersonic airplanes to help achieve the Next Generation Air Transportation System (NextGen) goal of attaining environmental protection that allows sustained aviation growth.

Aviation is integral to the global economy and transportation system. American aviation represents 5.1% of the United States’ (U.S.) Gross Domestic Product, yields 10.6M U.S.

jobs, and stimulates $1.6T in U.S. economic activity. Furthermore, aviation equipment

(e.g., aircraft, spacecraft, and related equipment) is the largest export sector in the U.S.

economy accounting for over 8% of total exports.

Aviation noise and emissions are a considerable challenge to the continued growth of the aviation industry. The impact of aircraft noise demands considerable Federal resources and is a constraint on aviation growth. Since 1982, the FAA has provided over $10.5 billion for sound insulation of houses and schools around U.S. airports through the

Airport Noise Compatibility Planning (Part 150) Program. Environmental impacts, especially aircraft noise, are often the number one cause of opposition to airport capacity expansion and airspace redesign (e.g., http://www.gao.gov/assets/310/309622.pdf). The growth in operations and the implementation of precision navigation over the last few years have contributed to increased airport community concerns regarding noise.

Historically, advances in aircraft technology have been the main factor in reducing aviation’s environmental impacts. Because of advancements in technology, there has been a 95% reduction in the number of people exposed to significant noise and more than a 70% improvement in fuel efficiency. The vast majority of these reductions have come from enhancements in engine and airframe design.

As outlined in Section 743 of the FAA Reauthorization Act of 2018, and captured in

Section 47511 of Title 49 of the United States Code, the Federal Aviation Administration is authorized to enter into a cost-sharing cooperative agreement, using a competitive process, with institutions, entities, or consortiums to carry out a program for the development, maturation, and testing of certifiable CLEEN aircraft, engine technologies, and jet fuels for civil subsonic airplanes where the term ‘CLEEN aircraft and engine technology’ means continuous lower energy, emissions, and noise aircraft and engine technology. Section 47511 also requires the establishment of performance objectives for the CLEEN Program in terms of the specific objectives to reduce fuel burn, emissions and noise.

The FAA initiated the CLEEN Program in 2010 to accelerate the development and commercialization of aircraft, engine technologies and jet fuels to mitigate aviation’s impact on the environment. The current program, referred to as Phase III of the CLEEN

Program, is a follow-on program from the first two five-year phases of the CLEEN

Program. Phase III of the CLEEN Program will continue the Program through calendar year 2025. The third phase of CLEEN, like the first two phases of CLEEN, is a public-private partnership, in which FAA and industry cost-share maturation and demonstration of promising aircraft technologies.

Once entered into service, CLEEN technologies will realize their noise, fuel burn, and emissions benefits throughout the fleet for years to come. Since its inception in 2010, the

CLEEN Program has been successful in accelerating the maturation of technologies to enter into service sooner than what the industry had anticipated. More details about the

CLEEN Program may be found on the CLEEN Program website:

http://www.faa.gov/go/cleen

Multiple awards are contemplated with total funding amounting up to $131M for the duration of the program based on Congressional appropriation levels for FY19. The awards cover a base period of 12 months and four 12-month option periods. The $131M funding would be distributed to cover the base period and all option periods.

Concepts should be submitted for all option periods, including their current Technology

Readiness Level1 (TRL) and Manufacturing Readiness Level2 (MRL), and projected TRL and MRL levels for the entire period of performance. FAA anticipates that the development of technology concepts would begin during the base period and extend to one or more option periods until TRL 6-7 demonstration can be achieved. The FAA does not anticipate holding additional procurement cycles for each option period.

Actual amounts of awards will be specified for each agreement prior to award and are at the sole discretion of the FAA.

1 TRL 1: Basic principle observed and reported.

TRL 2: Technology concept and/or application formulated (candidate selected)

TRL 3: Analytical and experimental critical function, or characteristic proof of concept.

TRL 4: Component and/or breadboard test in a laboratory environment.

TRL 5: Component and/or breadboard validation in a relevant environment

TRL 6: System/subsystem model or true dimensional test equipment validated in a relevant environment.

TRL 7: System prototype demonstrated in flight environment.

TRL 8: Actual system completed and “flight qualified” through test and demonstration.

TRL 9: Actual system “flight proven” on operational flight

2 MRL 1: Basic Manufacturing Implications Identified

MRL 2: Manufacturing Concepts Identified

MRL 3: Manufacturing Proof of Concept Developed MRL 4: Capability to produce the technology in a laboratory environment

MRL 5: Capability to produce prototype components in a production relevant environment

MRL 6: Capability to produce a prototype system or subsystem in a production relevant environment MRL 7: Capability to produce systems, subsystems, or components in a production representative environment

MRL 8: Pilot line capability demonstrated; Ready to begin Low Rate Initial Production

MRL 9: Low rate production demonstrated; Capability in place to begin Full Rate Production.

MRL 10: Full Rate Production demonstrated and lean production practices in place http://www.faa.gov/go/cleen

8 Description Of Effort, Deliverables And Requirements

8.1 Introduction

Phase III of the CLEEN Program, like the first two five year phases of CLEEN, is focused on aircraft noise, emissions, and energy. The focus of this effort is to:

1. Mature previously conceived noise, emissions and fuel burn reduction technologies for civil subsonic and supersonic airplanes from TRLs of 3-5 to TRLs of 6-7 to enable industry to expedite introduction of these technologies into current and future aircraft and engines.

2. Assess jet fuels that could provide reductions in emissions or improvements in efficiency, including fuels that enable advancements in aircraft and engine design.

This includes both conventional and alternative jet fuels.

8.2 Performance Objectives

The CLEEN Program’s goals for noise, fuel burn and emission reductions are to develop and demonstrate:

Goal 1: Certifiable subsonic aircraft and/or engine technology that reduces noise levels by 25 dB cumulative, relative to the Stage 5 airplane noise standards for civil subsonic airplanes and/or reduces community noise exposure as indicated in Federal Register on

10/4/2017 (found at https://www.federalregister.gov/documents/2017/10/04/2017-

21092/stage-5-airplane-noise-standards);

Goal 2: Certifiable subsonic aircraft, engine technology, and/or novel jet fuels that improve aircraft fuel efficiency by 20% relative to the International Civil Aviation

Organization (ICAO) new type fuel efficiency standard for civil subsonic airplanes adopted in 2016 (Committee on Aviation Environmental Protection, CAEP/10);

Goal 3: Certifiable subsonic engine technology and/or novel jet fuels that reduce landing and takeoff cycle (LTO) nitrogen oxide emissions for civil subsonic airplanes by 70% over the ICAO standard adopted in 2010 (CAEP/8), and/or reduce absolute NOx production over the aircraft’s mission. This must be achieved while limiting or reducing other gaseous or non-volatile particulate matter (nvPM) emissions; and

Goal 4: Certifiable aircraft and engine technology that reduces noise levels during the landing and takeoff cycle (LTO) for civil supersonic airplanes and/or reduces absolute

NOx emissions for civil supersonic airplanes over the aircraft’s mission.

The CLEEN Program also seeks to demonstrate the extent to which new engine and aircraft technologies may be used to retrofit or re-engine aircraft to increase the level of penetration into the commercial fleet.

https://www.federalregister.gov/documents/2017/10/04/2017-21092/stage-5-airplane-noise-standards https://www.federalregister.gov/documents/2017/10/04/2017-21092/stage-5-airplane-noise-standards

As captured in second and third goals, the third phase of the CLEEN Program also aims to advance the development and introduction of hydrocarbon jet fuels for aviation that could enable improvements in fuel efficiency and reductions in emissions. This includes fuel blends. The CLEEN Program is interested in fuels that are drop-in compatible with the existing pipeline and airport fueling infrastructure, but have changes in their composition that could help an aircraft meet these CLEEN Program goals.

As stated in the purpose for CLEEN Phase III, civil subsonic and supersonic airplane technologies that support these goals are intended to be developed to reach TRL 6-7 within the scope of work for Phase III of the CLEEN Program. These technologies are expected to be on a path for introduction into commercial aircraft before 2031.

Clarifying points on the goals for the third phase of the CLEEN Program:

In Goal 1, the reduction of community noise exposure is to be measured relative to a

2000 best-in-class in-service baseline aircraft and mission (e.g., Embraer E-190, Boeing 737-800, Boeing 777-200LR).

In Goal 3, the absolute NOx production over the aircraft’s mission is to be measured relative to a 2000 best-in-class in-service baseline aircraft and mission.

In Goal 3, the 70% margin to CAEP/8 LTO NOx pertains to an engine overall pressure ratio (OPR) of 30. This goal targets a commensurate reduction across the

OPR range.

In Goal 3, both the nvPM number and mass need to be measured with an ICAO

Annex 16 / SAE compliant measurement systems. The reductions in nvPM number and mass are relative to the CAEP/11 standard.

Goals 1 through 3 include consideration of the extent to which new airframe and engine technologies may be used to retrofit or re-engine aircraft so as to increase the level of penetration into the commercial fleet.

In Goals 1 through 4, “certifiable” means that the technology has been demonstrated to TRL 6-7, and there are no issues regarding the technology that would prevent noise, emissions, and airworthiness certification to existing or potential new certification standards.

An aircraft technology that would enable an operational procedure concept that facilitates Goals 1 through 3 is within the scope of Phase III of CLEEN.

In achieving Goals 1 through 4, a test validation demonstrating that the technology has achieved TRL 6-7 is required. A TRL 6 test validation demonstration will only be accepted as an adequate validation of a particular technology by FAA if the contractor substantiates, and FAA approves, that TRL 7 validation is inappropriate for that technology. For purposes of this procurement, TRL 6 demonstration is achieved through conduct of static engine tests or large wind tunnel model tests for airframe and engine technologies, or relevant high fidelity simulation environment demonstrations in the case of flight management system or air traffic management system aircraft technologies. TRL 7 demonstration is achieved through flight test demonstrations.

Efforts under CLEEN Phase III on jet fuels are limited to demonstration and assessment of the fuels. This includes support for fuel testing and evaluation, and support for procurement of pre-production jet fuels intended to advance the maturity of these fuels. CLEEN Phase III jet fuels efforts do not include funding for development of fuel production capabilities. Efforts related to the certification and qualification of alternative jet fuels are being handled through the ASCENT Center of

Excellence and will not be a part of CLEEN Phase III.

8.3 Aircraft Technology Work Elements

The aircraft technology work consists of five major work elements: project management;

design; fabrication, procurement and assembly; technology demonstration; and technology assessments and reporting. In these efforts, the Contractor must establish the technologies and technology validation plans, design and develop necessary hardware, and perform flight and/or ground tests that will constitute technology demonstrations.

A. Aircraft Technology Work Element 1: Project Management:

The Contractor must conduct the necessary program management activities needed to supervise, direct and manage the demonstration of technologies pursuant to Goals 1 through 4 identified in Section 8.2. The contractor must employ those project management and planning tools considered necessary to ensure the accomplishment of each work element in a timely manner and within budget constraints. This Work

Element includes the planning, monitoring, analysis and reporting of contractor cost, schedule and technical performance.

Within 30 days of agreement award, the contractor must submit a Task Plan for FAA approval. The Task Plan will incorporate negotiated changes to the Technical

Proposal, if any. The Contractor must maintain and control the Task Plan during the execution of this task.

B. Aircraft Technology Work Element 2: Design:

The Contractor must accomplish the following activities for each proposed technology maturation activity:

The Contractor will conduct all efforts necessary to design, develop, and demonstrate selected candidate technologies specified in the Task Plan to TRL 6-7 readiness. This effort includes the requirements definition, preliminary design, detail design test equipment and test articles required to support the technology development effort.

The Contractor will conduct the necessary requirements gathering and definition activities to ensure that the technology design will proceed to meet project goals and support the CLEEN Phase III goals for reducing noise, emissions, and/or fuel burn.

The Contractor will conduct a Preliminary Design of the advanced technology testbed (engine/airframe) system that incorporates the advanced technologies for noise, emissions, and/or fuel burn reduction. A Preliminary Design Review

(PDR) will be conducted to demonstrate that the preliminary design meets all system requirements with acceptable risk (as determined in the FAA’s sole discretion) and within the cost and schedule constraints and establishes the basis for proceeding with detailed design. It will show that the correct design options have been selected, interfaces have been identified, and verification methods have been described. The Contractor will submit a Preliminary Design Review Package to FAA for review and approval, such approval being in the FAA’s sole discretion.

The Contractor will conduct a Detailed Design of the specific components required to incorporate the noise, emissions, and/or fuel burn reduction technologies into the advanced technology testbed system. A Detailed Design

Review (DDR) will be conducted to demonstrate that the maturity of the design is appropriate to support proceeding with fabrication, assembly, integration, and test. A DDR should demonstrate that the technical effort is on track to complete the test hardware and/or software development, meeting performance requirements within the identified cost and schedule constraints. The Contractor will submit a Detailed Design Review Package to FAA that includes:

1. The mechanical, aerodynamic, electrical, and/or control system/logic design (as applicable) of these components and any testbed structure modifications that are required to incorporate these components into the testbed system.

2. A systems analysis of the testbed system that defines key operating characteristics and performance parameters of the testbed.

3. An updated estimate of the anticipated benefit of each technology to be tested, in terms of reduction in noise, emissions, and/or fuel burn.

Throughout the design process, the Contractor will employ those systems engineering and integration practices and tools considered necessary to ensure the accomplishment of the design to meet schedule, cost, and technical requirements.

C. Aircraft Technology Work Element 3: Fabrication, Procurement, and Assembly:

The Contractor will conduct the necessary fabrication, procurement, and assembly activities to complete the test articles, test equipment and special tools required to support the technology development and demonstration effort.

Throughout the fabrication, procurement, and assembly process, the Contractor will employ those systems engineering and integration practices and tools considered necessary to ensure the accomplishment of these efforts to meet schedule, cost, and technical requirements.

D. Aircraft Technology Work Element 4: Technology Demonstration:

This activity must include the tests required to demonstrate the technology.

TRL 5, 6, and 7 Demonstration for Noise, Emissions, and Fuel Burn Reduction

Technologies.

The contractor will conduct rig, ground, and/or flight tests for the baseline aircraft and/or engine, and modified aircraft and/or engine configuration to demonstrate either

TRL 5, 6, and/or 7 for the proposed noise, emissions, and/or fuel burn reduction technologies. The contractor will establish baseline and advanced technology modified configuration measurements for use in evaluation of achievement of the

CLEEN Phase III goals. These measurements will include, as applicable:

Engine and/or airframe noise measurements for use in the evaluation of the noise reduction technologies, and will provide detailed explanations of the spectral features of those measurements.

Gaseous and non-volatile particulate matter (nvPM) emissions measurements in the baseline engine and the advanced technology configuration. Non-volatile particulate matter measurements will be obtained with an ICAO Annex 16 Vol.II

Appendix 7/ SAE ARP6320 compliant measurement systems. Addition of a particle size distribution measurement is also required. System loss calculation of both nvPM mass and number emissions will be calculated and reported using

ICAO Annex 16 Vol.II Appendix 8/ SAE ARP6481.

Data necessary to evaluate and quantify the fuel burn benefit of related technologies.

Note that in the case of a flight management system (FMS) or air traffic management

(ATM) related technology, these demonstration tests may be achieved by modeling and simulation in the relevant environment. Such demonstrations will also be conducted in such a manner so as to gather the data necessary to evaluate the benefits of a given technology with respect to the CLEEN Phase III goals.

Throughout the technology demonstration, process the Contractor will employ those systems engineering and integration practices and tools considered necessary to ensure the accomplishment of technology demonstration efforts to meet schedule, cost, and technical requirements.

The Contractor will submit the following Deliverables for technology maturation activity under this Work Element:

A flight and/or engine demonstration plan in support of Section 8.3 Goals 1 through 4. In addition, if the activity involves combined demonstration of the feasibility of the use of aircraft alternative fuels, the Contractor must provide a plan for acquiring data to identify the effects of alternative fuels on aircraft/engine performance. Such plan must be submitted to the FAA Task

Manager for review and approval by the date established by the FAA, in its sole discretion, on a project by project basis, but in any event in advance of the initiation of all proposed test demonstrations. This documentation should include information on test objectives, instrumentation, test facility and setup, and test points to be run.

An informal test report submitted to the FAA Task Manager for review and approval by the date established by the FAA, in its sole discretion, on a project by project basis. The report will include information on the test objectives accomplished and data acquired.

A final test report submitted to the FAA Task Manager for review and approval by the date established by the FAA, in its sole discretion, on a project by project basis. This report will include information on the test objectives accomplished, data acquired, interpretation and value of the data, and an updated assessment of the anticipated technology benefit, in terms of reduction in noise, emissions and /or fuel burn.

The Contractor will provide a final presentation to the FAA Task Manager two weeks after submitting the final test report. The presentation will include information on the test objectives accomplished, data acquired, interpretation and value of the data, and an updated assessment of the anticipated technology benefit, in terms of reduction in noise, emissions and /or fuel burn.

E. Aircraft Technology Work Element 5: Technology Assessments and Reporting:

Using the results of technology demonstration tests conducted under the

Technology Demonstration work element, the contractor will quantify the benefits, relative to the CLEEN goals identified in Section 8.3, of the demonstrated noise, emissions, and/or fuel burn reduction technologies. The contractor will quantify any effects of the technology on aircraft and/or engine performance. The contractor will identify any issues that would prevent certification of the technology to existing noise, emissions, and airworthiness standards. The contractor will provide a timeline and key activities to further technology maturation after the conclusion of the third phase of the CLEEN

Program.

The Contractor will provide the necessary component level characteristics, operating limits, and input data that will enable system-level modeling of the proposed technologies by the U.S. FAA. The Contractor will provide all necessary model verification data to the FAA Task Manager as the FAA CLEEN team will verify its technology modeling and associated benefits. The Contractor will allow an independent third party, designated by the FAA in its sole discretion to conduct the benefits assessments, to share all findings with the FAA without the Contractor’s approval. The data provided will also be utilized by the U.S.

FAA or U.S. FAA Contractors under a properly executed non-disclosure agreement to the extent necessary to perform the system-level modeling tasks.

The FAA will determine the specific data that the Contractor will provide based on the system-level modeling data requirements for the technology that is proposed for demonstration. This information will be used for internal U.S. FAA assessment of the advanced concepts, will be restricted to U.S. FAA use, and will be treated as procurement sensitive information.

8.4 Jet Fuel Work Elements

The jet fuels work consists of two work elements: project management and fuels testing.

These efforts will identify test plans and fuels to be used, execute the necessary laboratory, rig, engine ground testing, and/or flight testing, and perform assessment and reporting activities. Two general examples that are illustrative of the types of results the

FAA is seeking in support of Goals 2 and 3 are as follows: (1) hydrocarbon fuel compositions that enable a higher engine operating temperature through higher thermal stability could provide efficiency improvements; and (2) research on aircraft and engine fueling systems that could enable the use of aromatic-free fuels applicable to legacy and new designs that could lead to efficiency improvements and emissions reductions.

In order to increase efficiency of jet fuel testing and demonstration efforts the FAA has funded the D4054 Clearing House via the ASCENT Center of Excellence at the

University of Dayton Research Institute. The Clearing House supports coordinated testing, evaluation and review of alternative fuels for approval by ASTM International.

Along with FAA and industry partners, the FAA has also funded fuel composition and performance research as part of the National Jet Fuel Combustion Program (NJFCP). The

NJFCP has supported improved understanding of jet fuel composition and performance to advance methods of evaluating fuels that can minimize time, cost and effort. The efforts being undertaken in these programs may be used as examples of the type of work and efforts that the FAA is seeking to undertake, and complement, in connection with this

SIR. Applicants should align their proposed work to coordinate with and complement ongoing efforts of the D4054 Clearing House, NJFCP, and/or other activities of

ASCENT.

A. Jet Fuel Work Element 1: Project Management:

The Contractor(s) will conduct the necessary program management activities needed to supervise, direct and manage the testing and demonstration of alternative fuels as identified in Section 8.3. The Contractor(s) will employ those project management and planning tools considered necessary to ensure the accomplishment of each work element in a timely manner and within budget constraints. This Work Element includes the planning, monitoring, analysis and reporting of contractor cost, schedule and technical performance.

Within 30 days of agreement award, the Contractor must submit a Task Plan for FAA approval that includes coordination with relevant ASCENT COE Projects. The Task

Plan must incorporate negotiated changes to the Technical Proposal. The Contractor must maintain and control the Task Plan during the execution of this task.

The Contractor will report relevant performance data of the fuels identified, tested and demonstrated under Jet Fuels Work Element 2. The Contractor will also quantify any effects of the fuel on aircraft and/or engine performance. The analyses will include quantification of air quality emissions relative to conventional jet fuel.

Reported data will be shared with both the FAA and the broader community including members of ASTM International and the industry).

B. Jet Fuels Work Element 2: Fuels Testing and Demonstration:

The Contractor(s) will develop a portfolio of aircraft, engine, component, and rig tests to allow for a complete evaluation of the performance of the jet fuel. The

Contractor(s) will then identify the contractor facility and equipment designated to perform each of the tests. The final fuel test matrix should minimize to the greatest extent possible duplicative or redundant tests or test facilities, capitalize on different contractor capabilities and maximize efficiency of the process.

The Contractor(s) will identify, in cooperation with the FAA, hydrocarbon-based jet fuel composition(s) to be tested and that have the potential to contribute toward the CLEEN Program goals.

The Contractor(s) will conduct combustion and combustor related component analysis and testing including fuel injection and emissions characterization testing to evaluate the performance on these components.

The Contractor(s) will conduct laboratory, rig, ground engine and/or flight tests to demonstrate emissions, performance, and long-term durability of the engine and/or aircraft fuel system on the identified jet fuel compositions.

The Contractor(s) will obtain data for baseline and jet fuels to demonstrate any effects of the jet fuel on aircraft performance, maintenance requirements, durability, and reliability.

The Contractor(s) will coordinate effort with activities sponsored by Department of Defense and/or other FAA parties that may be supporting relevant work.

8.5 Intellectual Property

The FAA intends to negotiate intellectual property rights with each awardee. The following paragraph expresses the FAA’ overall intentions as to intellectual property, but such goals are subject to change in the course of negotiations with each successful offeror.

The FAA plans to share the details of this research as required to advance the program goals within the U.S. Aerospace community in a timely manner. The FAA intends to publicly share information (to be further defined in the Agreements) that does not disclose proprietary design or performance information, or information from which proprietary design or performance information can be derived.

The FAA plans to acquire patents, copyrights, and other rights in data as necessary to effectuate Government purposes, including to: enhance the competitive process; ensure the ability to use, maintain, repair and modify products procured under FAA or other

Government contracts; recoup the development cost of, and fund improvements in, products and equipment; develop products for FAA and public use; and protect its position in the competitive marketplace.

If the prospective contractor has reason to believe that its proposed solution(s) may infringe a patent, the contractor must clearly identify and describe any prospective patent infringement in its proposal, as well as provide a proposed corrective action plan for FAA review and consideration. The FAA may authorize and consent to the use of inventions in the performance of certain contracts, even though U.S. patents may cover the inventions. The FAA requires that contractors obtain permission from copyright owners before including copyrighted works owned by others in data to be delivered to the FAA.

8.6 Surveilance And Reporting

A. Surveillance

Surveillance for these work elements will be carried out as follows:

1) At its discretion, the FAA will conduct site visits and attend technology demonstration tests.

2) Every two weeks, technical, financial and schedule progress will be reviewed orally via teleconference with the Contractor to assess progress toward completing the requirements set forth above. The Contractor will provide presentation materials for all teleconferences.

3) The contractor will provide twice annual oral reports and presentation materials on technical, financial and schedule progress at CLEEN

Consortium Meetings, FAA-Only Session.

4) The contractor will provide twice annual public presentation on progress at CLEEN Consortium Meetings, Public Session.

5) Any necessary technical clarifications will be identified during the oral presentation of the final results and will be reflected in the final written report.

6) The contractor will provide a draft final written report that will be reviewed by FAA for completeness and will be revised by the Contractor as necessary to assure that the above objectives/requirements have been met.

7) The contractor will provide a final written report that incorporates any changes specified by the FAA as a result of review of the draft final report. Two weeks after review of the final report, the contractor will provide a final presentation to the FAA.

Specific elements of reporting and deliverables are described in the sections below.

B. Consortium Participation and Presentations

Contractors awarded work under this solicitation will be required to participate in a

FAA-led consortium. The consortium will meet semi-annually. The basic function of the consortium meeting will be a forum for presentation of the results of ongoing work. At these meetings consortium members will present the progress and results of ongoing work in both FAA-only forums and public forums. FAA does not expect contractors to share proprietary information with other consortium members. The

Contractor will provide access to the presentations with the third party independent entity designated to conduct the benefits assessments and simulations. The

Contractor will provide all presentation material to the FAA Task Manager two weeks prior to the consortium meeting. FAA will only require information for

CLEEN funded projects to be shared within the consortium. A contractor may choose to share information and results of other relevant research outside of CLEEN, but would not be required to do so. Subcontractors will not be required to participate in the consortium as long as the results of the subcontractors work is shared with the consortium members, e.g., by the prime contractor.

C. Risk Assessment Report

Risk Assessments will be prepared to identify possible high risk areas and appropriate plans for risk mitigation within 30 days after the task begins. Risk assessments also define critical program paths for each risk element and assess the risk of achieving technical objectives, goals, and schedules within budget. Plans and associated costs to provide risk reduction through alternate or backup approaches, if such action is required, will be included. Risk assessment methodology, trade-offs and impact of risk reductions (alternate or backup approaches) on goals, schedules, and costs will also be included.

D. Final Oral Briefing

After the Contractor submits its final report to the FAA, the Contractor will provide a final oral briefing to be conducted in Washington, D.C. The Contractor will provide its final oral briefing presentation to the FAA Task Manager at least one week prior to the meeting date. This final briefing will contain all relevant data, including both limited rights data and unlimited rights data. Written versions of this briefing containing all the data presented at the final oral briefing will be delivered to the

FAA. If the oral presentation discloses information that has not been provided in written form at the briefing, the written version will be revised by including such information and delivered within 30 days of the oral briefing.

E. Final Reports

The Contractor must prepare two versions of the final report for each technology: the first report containing all relevant data (including both limited rights data and unlimited rights data), for the FAA and the second containing all relevant data that may be released to the public.

F. Data Rights Identification

The Contractor must identify all data, with both limited rights, restricted computer software, and unlimited rights, in the reports detailed in Section 8.7, in accordance with the relevant intellectual property right restrictions.

G. Reports

Except as expressly stated otherwise, all reports, plans and designs that must be submitted to the FAA in connection with this SIR must be in writing.

8.7 Deliverable Schedule

NOTE: Electronic submission may be email, posting to a company internal internet site which FAA may be provided access to, posting to an FAA secured site, or on a

USB drive.

Document Title Due Date Qty Recipient

Task Plan Initial Plan with proposal. Revised Final Plan

30 days after task initiation

Electronic

Submission

COR; Task

Manager

Risk Assessment 30 days after T.O. Award Electronic

Submission

COR; Task

Manager

Technical/Schedule

Progress Reports

Monthly Electronic

Submission

COR; Task

Manager

Risk Assessment

Update

Quarterly Electronic

Submission

COR; Task

Manager

Monthly Financial

Report

Monthly Electronic

Submission

COR; Task

Manager

Design Review Agenda 10 working days prior to any conceptual, preliminary, detailed design review

Electronic

Submission

COR; Task

Manager

Design Review Package 15 working days after any conceptual, preliminary, detailed design review

Electronic

Submission

COR; Task

Manager

Test and

Instrumentation Plan

Determined on a project specific basis Electronic

Submission

COR; Task

Manager

Informal Test Reports Determined on a project specific basis Electron

Submission

COR; Task

Manager

Final Test Reports Determined on a project specific basis Electron

Submission

COR; Task

Manager

CLEEN Consortium

Presentation – FAA-

Only Session

10 working days prior to the start day of each

CLEEN Consortium, held semi-annually

Electron

Submission

COR; Task

Manager

CLEEN Consortium

Presentation – Public

Session

10 working days prior to the start day of each

CLEEN Consortium, held semi-annually

Electron

Submission

COR; Task

Manager

Final Report(s) –

FAA-Only Version

(Including both limited rights data and unlimited rights data)

Determined on a project specific basis Electronic

Submissions

COR; Task

Manager

Final Report(s) –

Publicly Releasable

Version

Determined on a project specific basis Electronic

Submissions

COR; Task

Manager

Final Oral Briefing Determined on a project specific basis Meeting COR; Task Manager

8.7.1 Data Item Descriptions

Document Title Description

Task Plan Captures planned work activities including any negotiated changes to Technical Proposal post-award. The Contractor shall maintain and control the Task Plan during the execution of this task.

Risk Assessment Risk Assessments shall be prepared to identify possible high risk areas and appropriate plans for risk mitigation. Risk assessments also define critical program paths for each risk element and assess the risk of achieving technical objectives, goals, and schedules within budget. Plans and associated costs to provide risk reduction through alternate or backup approaches, if such action is required, shall be included. Risk assessment methodology, trade-offs and impact of risk reductions (alternate or backup approaches) on goals, schedules, and costs shall also be included.

Technical/Schedule Progress

Reports

The technical/schedule progress report shall include technical accomplishments for the month, accomplishments expected in the upcoming month, descriptions of and reasons for any schedule changes, a high-level program schedule, and updates on any program risks.

Risk Assessment Update The program risk assessment shall be updated quarterly and included in semi-annual Consortium presentations.

Monthly Financial Report The monthly financial report shall include company expenditures, FAA expenditures, and number of labor hours for that month and cumulatively, mapped to the CLEEN III work elements. Copies of monthly invoices shall be included in the monthly financial report and explanations of any inconsistencies between invoices and the monthly financial reports shall be provided.

Design Review Agenda 10 working days prior to any conceptual, preliminary, detailed design review

Design Review Package 15 working days after any conceptual, preliminary, detailed design review. To include presentation material and any relevant supporting documents.

Test and Instrumentation Plan Determined on a project specific basis.

Informal Test Reports An informal test report, submitted, within (number of days will be determined on a project specific basis) days of test completion, to the FAA Task Manager for review and approval. The report shall include information on the test objectives accomplished and data acquired.

Final Test Reports A final test report, submitted within (number of days will be determined on a project specific basis) of test completion, to the

FAA Task Manager for review and approval. This report shall include information on the test objectives accomplished, data acquired, interpretation and value of the data, and an updated assessment of the anticipated technology benefit, in terms of reduction in noise, emissions and /or fuel burn.

CLEEN Consortium Presentation –

FAA-Only Session

Oral report and presentation materials on technical, financial and schedule progress including limited rights data, 10 working days prior to each CLEEN III Consortium, held semi-annually.

CLEEN Consortium Presentation –

Public Session

Oral report and presentation materials on technical, financial and schedule progress suitable for public release, 10 working days prior to each CLEEN III Consortium, held semi-annually.

Final Report(s) –FAA-Only

Version (Including both limited rights data and unlimited rights data)

The final report will have two versions, a limited rights version and unlimited rights version. The limited rights final report version will contain all relevant data (including both limited rights data and unlimited rights data), for the FAA. Final Reports are to be compliant with Section 508 of the Rehabilitation Act of 1973, as amended (29 U.S.C. § 794 (d)).

Final Report(s) – Publicly

Releasable Version

The final report will have two versions, a limited rights version and unlimited rights version. The limited rights final report version will contain all relevant data (including both limited rights data and unlimited rights data), for the FAA. Final Reports are to be compliant with Section 508 of the Rehabilitation Act of 1973, as amended (29 U.S.C. § 794 (d)).

Final Oral Briefing Final oral briefing to be conducted in Washington, DC. This final briefing will contain all relevant data, including both limited rights data and unlimited rights data. Written versions of this briefing containing all the data presented at the final oral briefing shall be delivered to the FAA. If the oral presentation discloses information that has not been provided in written form at the briefing, the written version shall be revised by including such information and delivered within 30 days of the oral briefing.

8.8 Points Of Contact

The following personnel are the designated points of contact for this SIR:

Contracting Officer:

FEDERAL AVIATION ADMINISTRATION

Attn: Toloria Crawford

800 Independence Avenue, S.W., AAQ-420

Washington, DC 20591

Phone (202) 267-4048

Email: Toloria.j.crawford@faa.gov

Contracting Specialist:

Attn: Ryan Battad

800 Independence Avenue, S.W., AAQ-420

Washington, DC 20591

Phone (202) 267-7524

Email: ryan.m.battad@faa.gov

Contracting Specialist:

Attn: Tia Belton

800 Independence Avenue, S.W., AAQ-420

Washington, DC 20591

Phone (202) 267-1034

Email: tia.l.belton@faa.gov

Contracting Officer’s Representative (COR)

FEDERAL AVIATION ADMINSTRATION

Attn: Gonca Birkan

800 Independence Ave SW

APL/AEE-3b

Washington DC 20591

Tel: 202-267-3654

Email: gonca.birkan@faa.gov

8.8 Disputes

Where possible, disputes will be resolved by informal discussion between the parties. To the extent any dispute is not resolved by informal discussion, the parties agree to engage the services of the FAA's Office of Dispute Resolution for Acquisitions to provide mediation and other ADR services in a non-binding manner to assist the parties toward resolution. If these efforts are not successful, the FAA Contracting Officer identified in the Agreement will make the final decision.

9 Applicant Proposal Submissions

9.1 Proposal Volumes And Due Dates

(a) Offerors must assemble and identify proposal volumes in accordance with the table below. Offerors must ensure that all proposal volume titles and associated content are mailto:ryan.m.battad@faa.gov mailto:tia.l.belton@faa.gov mailto:gonca.birkan@faa.gov compliant with the page limitations and with the number of copies, as shown in the tables below.

PROPOSAL VOLUME

DUE DATE /SUBMISSION

TIME

Volume I (Technical/Management Proposal)

Volume II (Pricing/Business Proposal)

March 20, 2020

NLT 2:00 P.M. EDT

(b) The FAA will not accept any submission made by facsimile, telex, telegraph, electronic mail, or similar devices.

(c) If the CO or designated representatives do not receive a proposal by the specified date and time, the FAA will not evaluate the proposal. Offerors assume full responsibility for ensuring that the appropriate authority receives proposals no later than the date and time specified above. The following points of contacts are considered designated representatives and will support this requirement:

Toloria J. Crawford, Contracting Officer, email: Toloria.J.Crawford@faa.gov

Ryan Battad, Contracting Specialist, email: ryan.battad@faa.gov

Tia Belton, Contracting Specialist, email: tia.l.belton@faa.gov

(d) The FAA will consider proposals received by the Government after the specified deadline late and exclude these proposals from evaluation.

9.2 Notification Of Intent To Withdraw Proposal

An Offeror may withdraw its proposal from competition by sending written notice, signed by an authorized representative, to the Contracting Officer at any time prior to

Contract Award. Prior to such action, the Offeror must notify the Contracting Officer in writing of representatives authorized to withdraw the proposal. Proposals may be withdrawn via e-mail, but not by facsimile or mail.

9.3 SIR Questions, Concerns, And Clarifications

mailto:Toloria.J.Crawford@faa.gov mailto:ryan.battad@faa.gov

a) The personnel identified in section 9.1(c) are the sole point of contact for this acquisition. All Offeror questions, concerns, and clarification requests must be made in writing and submitted to the FAA via email to the Contracting

Specialist, Ryan Battad at email: ryan.m.battad@faa.gov, with a courtesy copy to Contracting Specialist Tia Belton at tia.l.belton@faa.gov no later than 2:00

PM, EDT, February 28, 2020.

b) The FAA will compile questions received and post them for review by all

Offerors; however, the FAA will not post the author of each question. The FAA may post some questions prior to the FAA responding to them. Offerors must refer to previous questions to ensure that the FAA has already addressed it. If an Offeror needs further clarity on previously submitted questions, they must refer to that question by its identification number.

(c) Written inquiries received within the timeframe specified in (b) above, will be answered in writing and provided to all Offerors prior to the required date for submittal of the Offeror’s proposal. The FAA may not answer any requests received outside of the above timeframe. Furthermore, Offerors must note that the proposal due date will not be extended by the FAA due to questions received after the timeframe mentioned above.

(d) The FAA will not provide verbal or written responses to Offeror questions, concerns, and clarification requests initiated via Offeror telephone calls.

9.4 Expenses Related To Offeror Submissions

(a) The FAA will not pay for the information solicited, nor reimburse the Offerors for any costs incurred in the preparation or submission of any response to this SIR or in making necessary studies or designs for the preparation thereof.

(b) The FAA will not allow any pre-contract costs on this contract. Pre-contract cost are defined as any costs incurred at the Offeror’s risk in anticipation that any such costs may later be charged to…