J001 Preliminary Program Requirements for RIPSA.pdf

Attachment J001 – Preliminary Program Requirements for Runway Incursion Prevention through Situational Awareness (RIPSA)

1 Concept of Operations

The RIPSA system or systems proposed must be able to provide targeted surveillance coverage for/between 2 to 6 Runway/Taxiway intersections (“protected intersections”) at an airfield, with a variety of intersecting geometries, including, but not limited to those depicted below. The system must also detect the occupancy status of the runway(s) under surveillance, and provide position and vector information for all aircraft and vehicles on the runway. The system(s) should then process the surveillance to detect any possible conflict between traffic holding at the protected intersection with traffic on the runway, and command a “direct-to-pilot” annunciator/ field lighting system installed at the protected intersections to turn on and off in accordance with the motion of the detected traffic.

Illumination of the annunciator must indicate to traffic holding at the protected intersection that the runway is unsafe for entry or crossing by providing “just-in-time” situational awareness indicating the occupancy status of the runway. Examples of these types of intersections are depicted below.

The solutions provided in response to these requirements should include all the following components: surveillance system with associated processing logic, and the field lighting system to provide a direct-to-pilot annunciator. The Government intends to furnish a Light Activation (LA) processor that receives surveillance from the surveillance system and provides light commands to the field lighting system.

Converging Runways Runway with Multiple

Converging Taxiway Intersections

Runway with Intersecting Taxiway

2 Candidate Airports

The FAA has identified the following Airports for installation of a RIPSA test bed system.

2.1 San Antonio International Airport (SAT) – Airport Scenario A

Based on input from SAT stakeholders, the following locations are areas of interest to be used in the future RIPSA test bed system:

RIPSA Sites:

SITE 1 – TWY N at South RWY 31L/13R Hold Line SITE 2 – TWY N at North RWY 31L/13R Hold Line SITE 3 – TWY N at South RWY 31R/13L Hold Line SITE 4 – TWY N at North RWY 31R/13L Hold Line SITE 5 – RWY 4/22 South LAHSO Crossing at RWY 31L/13R SITE 6 – RWY 4/22 North LAHSO Crossing at RWY 31L/13R

Figure 1 shows the detailed SAT airport diagram and RIPSA Area of Interest highlighted in Red. Figure 2 shows an Aerial Overhead of the six airfield locations.

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AL-369 (FAA)AIRPORT DIAGRAM

AIRPORT DIAGRAM

18256

SAN ANTONIO, TEXAS

SAN ANTONIO, TEXAS

18256 SAN ANTONIO INTL

SAN ANTONIO INTL

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RIPSA Protected

Figure 1 – SAT Detailed Airport Diagram

Figure 2 – Aerial Overhead of SAT RIPSA Protected Intersections

These six sites were evaluated by assessing operational need, observing the available line of sight, evaluating the maintenance and servicing, and analyzing the availability of the existing power and communication infrastructure. All field lighting power must be installed from the Airfield lighting vault located by the east cargo ramp at the northeast section of the Airport. The second-longest runway at the airport is RWY 31L/13R with dimensions of 8.5K’ x 150’. This Airport has a co-located TRACON.

2.2 Daytona Beach International Airport (DAB) – Airport Scenario B

Based on input from DAB stakeholders, the following locations are areas of interest to

DAB RIPSA Sites:

SITE 1 – TWY W at North RWY 7L/25R Hold Line SITE 2 – RWY 16/34 North LAHSO Crossing at RWY 7L/25R Hold Line SITE 3 – TWY E at North RWY 7L/25R Hold Line SITE 4 – TWY E at South RWY 7L/25R Hold Line

Site 1 Site 2 Site 3 Site 4

Site 5 Site 6

SITE 5 – RWY 16/34 South LAHSO Crossing at RWY 7L/25R Hold Line SITE 6 – TWY W at South RWY 7L/25R Hold Line

Figure 3 shows the detailed airport diagram and RIPSA Area of Interest highlighted in red. Figure 4 shows an Aerial Overhead of the 6 Airfield locations.

CAUTION: BE ALERT TO RUNWAY

READBACK OF ALL RUNWAY HOLDING

CROSSING CLEARANCES.

INSTRUCTIONS IS REQUIRED.

DAYTONA BEACH, FLORIDA

81°03'W

AIRPORT DIAGRAM

29°10'N

81°04'W

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AIRPORT DIAGRAM

29°12'N

29°11'N

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Figure 3 – DAB Detailed Airport Diagram

Figure 4 – Aerial Overhead of RIPSA Protected Intersections at DAB

These six sites were evaluated by assessing operational need, observing the available line of sight, evaluating the maintenance and servicing, and analyzing the availability of the existing power and communication infrastructure. All field lighting power must be installed from the Airfield lighting vault located between the Fire Station and ATCT on the southeast end of the Airport. The longest runway at the airport is RWY 25R/7L with dimensions of 10.5K’ x 150’.

2.3 Tucson International Airport (TUS) – Airport Scenario C

Based on input from TUS stakeholders, the following locations are areas of interest to

RIPSA Sites:

SITE 1 – TWY D at South RWY 11L/29R Hold Line SITE 2 – TWY D at North RWY 11L/29R Hold Line SITE 3 – TWY D at South RWY 11R/29L Hold Line

Site 1 Site 2 Site 3

Site 4 Site 5 Site 6

RWY 7L/25R

SITE 4 – TWY D at North RWY 11R/29L Hold Line

Figure 5 shows the detailed TUS airport diagram and RIPSA protected intersections highlighted in Red.

Figure 6 shows and Aerial Overhead of the four airfield locations.

READBACK OF ALL RUNWAY HOLDING INSTRUCTIONS IS REQUIRED.

CAUTION: BE ALERT TO RUNWAY CROSSING CLEARANCES.

ALL AIRCRAFT USE UPPER ANTENNA UNTIL AIRBORNE

AL-430 (FAA)AIRPORT DIAGRAM

AIRPORT DIAGRAM

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19059

TUCSON INTL

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(TUS)

TUCSON, ARIZONA

TUCSON, ARIZONA

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JANUARY 2015

** ATC NON-VISIBILITY AREA

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32°06'N

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32°08'N

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2D-350, 2D/2D2-585 S-160, D-200, PCN 81 R/B/W/T

RWY 11L-29R

2D-230, 2D/2D2-500 S-105, D-137, PCN 72 F/A/X/T

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Figure 5 – TUS Detailed Airport Diagram

Figure 6 – Aerial Overhead of TUS RIPSA Protected Intersections

These four sites were evaluated by assessing operational need, observing the available line of sight, evaluating the maintenance and servicing, and analyzing the availability of the existing power and communication infrastructure. All field lighting power must be installed from the Airfield lighting vault located at the northeast section of the old US Customs/ATCT in the northeast quadrant of the Airport. The longest runway at the airport is RWY 11L/29R with dimensions of 11K’ x 150’.

3 REQUIREMENTS

• Prime mission equipment including hardware, software, annunciator/Airfield Lighting Systems (ALS) and ancillary component must all be included in the proposed system.

• The system design must be independent and employ open architecture principles to support integration with other airport and/or FAA systems.

Interfaces between system components/architectural elements must be specified and documented through the Interface Control Document (ICD).

Site 1 Site 2 Site 3 Site 4

• The system must be able to integrate with the approved runway occupancy annunciators, as described in FAA Advisory Circular AC 150/5340-30J and Engineering Brief EB64-D.

• The system must be scalable, configurable and adaptable.

• The system must use commercial, standardized protocols for any interfaces implemented for information exchange.

• The system must not require the addition of avionics in the cockpit or systems in the tower cab.

3.1 Surveillance System Requirements

3.1.1 The system must provide non-cooperative surveillance. The system may also use cooperative surveillance technologies to augment sensors and must provide runway occupancy status.

3.1.2 The system sensor(s) must detect targets with a minimum radar cross section (RCS) area of 3 m2 within the sensor surface surveillance coverage area.

3.1.3 The system sensors(s) must detect all targets of minimum RCS within the sensor surface surveillance coverage area and in accordance with the system's minimum update rate, with a minimum detection probability (PD) of 90% and with a maximum probability of false alarm (PFA) of 10-6.

3.1.4 The system must provide location of a target occupying the Runway Safety Area, defined as the area within 250 ft. to each side of a Runway Center Line, as specified in All Purpose Structured Eurocontrol Surveillance Information Exchange (ASTERIX) message format specifications.

3.1.5 The system must provide movement vector of a target occupying the Runway Safety Area.

3.1.6 The system must automatically initialize and begin operation within 15 minutes of startup.

3.1.7 The system must operate in accordance with all requirements without the need for manual adjustments once optimized, except for during maintenance as specified below.

3.1.8 The system must provide sensor target updates for each target within the sensor surface surveillance coverage area at an average rate of at least 1 Hz (minimum update rate).

3.1.9 The system must provide sensor supported track updates at an update rate of at least once every second, plus or minus 0.10 seconds (minimum update cycle).

3.1.10 The system must provide an engineering/maintenance display that shows target and track data.

3.1.11 The system must maintain the target and track update rate under wind loading conditions of up to 85 knots.

3.1.12 The system must monitor operational status and key system performance parameters.

3.1.13 The system must log and timestamp all target and track updates.

3.1.14 The system must log and timestamp operational status changes of the overall system.

3.1.15 The system must log and timestamp operational status changes of the system sensors.

3.1.16 The system must log and timestamp changes to key system performance parameters.

3.1.17 The system must preserve logs for a minimum of 12 weeks to a maximum of 26 weeks.

3.1.18 The system must resolve two targets of the minimum RCS or greater that are separated by at least 50 feet at a range of 7000 feet as separate displayed targets or tracks.

3.1.19 The system must detect a minimum RCS target's movements of 10 feet or greater. The RIPSA system must initiate and update tracks corresponding to detected targets.

3.1.20 The system must initiate tracks within a configurable number of successive target reports after the initial target report where the configurable number is an integer ranging from 1 to 5.

3.1.21 The system must update each track at least once each minimum update cycle.

3.1.22 The system must ingest Surface Movement Advisory (SMA) messages from the existing Automated Radar Terminal System (ARTS)/Standard Terminal Automation Replacement System (STARS) as applicable.

3.1.23 The system must output data messages in ICAO standard ASTERIX Format Cat 10 and Cat 11 messages to interface with the Government Furnished Light Activation (LA) processor. All specifications, including an Interface Control Document (ICD) will be provided by the contractor prior to entering into an agreement with a contractor.

3.1.24 The system must drop tracks after a configurable number of successive system update intervals where no target is detected and associated with the track where the configurable number is an integer ranging from 1 to 5.

3.1.25 The system must produce no more than two false tracks in any hour of operation.

3.1.26 The system must produce no more than two track anomalies other than false tracks in any hour of operation where other track anomalies include split tracks, merged tracks, and swapped tracks.

3.1.27 The system must meet all requirements in rainfall of rates from 0 to 16 millimeters per hour.

3.1.28 The system must meet all requirements in any fog conditions.

3.1.29 The system must meet all requirements in snowfall from 0 to 16 millimeters per hour.

3.1.30 The system must meet all requirements in icing conditions from 0 to 4 mm/hr of ice formation.

3.1.31 The system Mean Time Between Failures (MTBF) must be greater than or equal to 2,376 hours (99 days).

3.1.32 The system Intrinsic Mean Time to Repair (MTTR) must be less than or equal to 24 hours.

3.1.33 The system operational availability must be greater than or equal to 0.99.

3.1.34 The system must provide a Maintenance and Engineering (M&E) display for viewing system logs and troubleshooting system anomalies.

3.2 Annunciator/Field Lighting System (FLS) Requirements

3.2.1 The FLS must assign each protected system with a dedicated series circuit running from its power supply in the electrical vault.

3.2.2 The FLS must include a single primary Constant Current Regulator (CCR) to power all the series circuits, using an internal or external circuit selector switch to determine which circuits are energized and de-energized.

3.2.3 The CCR must conform to the appropriate performance requirements specified by the current version of Advisory Circular (AC) 150/5345-10, Type L-829 and those detailed in this solicitation.

3.2.4 The CCR must be certified or certifiable with regard to performance and environmental requirements contained in AC 150/5345-10 latest revision.

3.2.5 The CCR maximum output current must not exceed 6.6A with output current adjustable providing a LED light output range from 100% down to a minimum necessary to support the system design.

3.2.6 The CCR kilowatt rating must be suitable for the intended small load providing optimum efficiency of energy transfer.

3.2.7 The FLS must include light fixtures with LED light source of type L-852S, Class 2, mode 1, style 3 mounted on installed L-868 class 1A size B base.

3.2.8 The FLS light fixtures must be certified in conformance with the AC requirements as described in FAA Advisory Circular AC 150/5340-30J and Engineering Brief EB64-D.

3.2.9 The FLS must include a standard series circuit transformer to provide light fixtures with electrical isolation from the primary series circuit, and must be certified for use per AC 150/5345-47C (latest revision).

3.2.10 The FLS must include a Light Computer (LC) that must control and monitor the CCR.

3.2.11 The FLS must include a remote “kill” switch to enable the CCR to be turned off manually.

3.2.12 The FLS must log and timestamp all received light commands.

3.2.13 The FLS must log and timestamp all changes in light fixture on/off state, circuit power, and system maintenance and availability status.

3.3 Monitoring and Maintenance

3.3.1 The System may provide a Maintenance Display Terminal (MDT) indicating all system status, failure messages, and event logging. Provide capability within the MDT to allow the local administrator to reset clearable faults.

3.3.2 The System may monitor and alert end users of any latency, freezing, dropped tracks/frames, and interruptions beyond configurable thresholds.