NAVTAC II Single Source Justification (SSJ) 6-Week Extension_RJS.pdf

Single Source Justification Template | 1 April 2025

SINGLE SOURCE JUSTIFICATION FOR PRODUCTS, SERVICES, AND

CONSTRUCTION TEMPLATE

1. Title of Procurement NAVTAC II- 6-Week Extension Support Services for Support Services Case#: 674

2. Program Office and Point of Contact The Federal Aviation Administration (FAA) Navigation Programs Tristan Dillard, AJM-32 Tristan.dillard@faa.gov

(202) 267-4519

3. Nature of Procurement Action

The current Period of Performance (POP) expires May 21, 2026. This procurement action authorizes a second extension of the NAVTAC II Support Services contract for an additional 6 weeks. The FAA is focusing on integration support for the Brand New Air Traffic Control System (BNATCS) projects which has delayed acquisition support for Navigation and Landing priorities.

Without this 6 week extension, the FAA would face a lapse in mission-critical navigation support services, jeopardizing operational continuity, system safety, and compliance with federal mandates.

The scope includes continued program management, systems integration, technical expertise, and operational support essential to sustaining FAA Navigation Programs and Aeronautical Services.

4. Total Estimated Potential Value The estimated ceiling value of this 6-week extension will be $5,665,000. This extension will ensure an uninterrupted period of continuous performance.

5. Description of Supplies/Services

The NAVTAC II extension ensures continued technical, operational, and programmatic support for FAA Navigation Programs and Aeronautical Services while BNATCS is a priority for the FAA.

a. Program Management Support:

• Assist t h e FAA in planning, coordinating, and executing navigation-

Single Source Justification Template | 2 related programs and initiatives.

• Maintain and manage schedules, milestones, and deliverables for ongoing projects.

b. Technical Analysis and Systems Engineering:

• Conduct analyses of navigation systems' performance, integration, and risk.

Provide engineering support for the sustainment, deployment, and enhancement of new and existing navigation technologies. Provides the integrity of temporary aeronautical information through Notice to Airmen (NOTAMs) Contributes to the strategic planning and evolution of future airspace systems in support of NAS modernization objectives.

c. Operational Support:

• Deliver and support the operation and maintenance of critical FAA navigation systems, including terrestrial and satellite-based navigation aids.

• Provide troubleshooting and continuity assurance for ongoing operations.

• Provides support for the strategic planning, design, and development of next-generation airspace systems.

d. Policy and Standards Development:

• Assist in drafting and updating navigation-related policies, standards, and procedures.

• Support FAA participation in national and international forums for navigation technology and policy.

e. Stakeholder Engagement:

• Collaborate with industry, government, and international stakeholders to advance the FAA’s navigation objectives.

• Support FAA outreach and coordination with key partners.

The NAVTAC II extension ensures continued technical, operational, and programmatic support for FAA Navigation Programs and Aeronautical Services while BNATCS is a priority for the FAA.

6. Authority

Authority for this single-source procurement is provided under AMS Policy 3.2.2.4, which allows noncompetitive actions when in FAA's best interest and the rational basis for the decision is documented.

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7. Market Analysis

The market analysis identifies and evaluates the availability of capable sources to support NAVTAC II requirements during the proposed extension period and a competitive procurement will be pursued during the last year of this procurement.

a. Objective

• Assess the market to determine the availability of vendors capable of performing the required navigation technical support services during the extension period.

• Determine whether a competitive procurement or a single-source action aligns with FAA Acquisition Management System (AMS) policy and program risk thresholds.

b. Key Findings

• A market survey was posted on SAM.gov in 2023 to support planning for the NAVTAC

III follow-on contract. Four firms responded, and all were assessed as technically capable of performing NAVTAC services.

• Prior NAVTAC competitions consistently drew interest from a small, recurring pool of 3- 4 qualified firms, indicating a limited and specialized market.

• No significant change in the vendor landscape is anticipated since the last market survey.

The pool of technically capable vendors remains limited.

• The incumbent contractor possesses deep institutional knowledge of FAA systems, navigation standards, and ongoing modernization initiatives. This knowledge is embedded in current contract performance and would require significant transition time and onboarding for any new vendor.

• A short-term extension contract of this magnitude would require extensive acquisition planning and proposal development, which cannot be completed in the time available without introducing risk to mission continuity.

c. Conclusion

• Market research confirms that while there are a small number of technically capable firms, the complexity and criticality of services, combined with the short-term nature of the extension, make recompeting the requirement within the available timeframe impractical and operationally risky.

This approach is consistent with AMS policy for single-source actions under conditions of schedule urgency, continuity of operations, and unique technical expertise, as documented in this market analysis.

8. Rationale Supporting Use of a Single Source

8.1 Unique Expertise and Capabilities

The incumbent contractor, Tetra Tech, has specialized knowledge of NAVTAC II systems and FAA Navigation Programs gained over seven years of continuous

Single Source Justification Template | 4 performance.

Transitioning to a new vendor would require 6-9 months of onboarding and knowledge transfer, resulting in increased costs and schedule delays.

8.2 Continuity of Operations

NAVTAC II requires uninterrupted support services to prevent disruptions to critical missions and operational timelines. Any delay or lapse in service would adversely affect airspace safety, system reliability, and compliance with federal.

8.3 Reason for Second Extension

The FAA initially anticipated awarding the NAVTAC III follow-on contract prior to the expiration of the first bridge extension. However, BNATCS prioritization changes have redirected the acquisition strategy.

The 6-week extension will provide sufficient time to support Navigation Programs while BNATCS is a priority for the FAA.

8.4 Proprietary Systems or Tools

Tetra Tech owns proprietary tools, systems, or methodologies integral to NAVTAC II's operations. Replicating or replacing these assets would not be feasible without substantial additional costs and delays to the FAA. Although market research indicates that other vendors may possess the technical capability to perform the requirement, the proprietary tools, integrated processes, and embedded program knowledge developed under NAVTAC II position the incumbent as the only source capable of continuing performance without significant transition delay, additional cost, and disruption to mission-critical services during the proposed extension period.

Impact.

Failure to extend the NAVTAC II contract for the proposed period would cause a significant disruption to mission-critical services for the FAA's Navigation Programs Office and directly affect the ongoing modernization of the National Airspace System (NAS). NAVTAC II currently provides essential support in systems engineering, operational sustainment, program management, policy and standards development, and stakeholder coordination, all of which are foundational to the FAA’s transition from legacy systems to Performance-Based Navigation

(PBN).

Without this short-term extension, the FAA could experience a lapse in critical support services during the transition period.

Without this extension, there would be an immediate lapse in:

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NavAids Transition from TDM to IP Upgrade of the second civil signal for WAAS Support for terrestrial and space-based navigation aid sustainment Development and integration of evolving PBN procedures Updates to navigation policy and performance standards Coordination with domestic and international aviation stakeholders Engineering and technical analysis tied to NAS modernization milestones

Such a lapse would not be tolerable, as it would directly delay the delivery of PBN capabilities and risk compromising the safety, efficiency, and reliability of the NAS.

Based on prior program estimates, a 6- to 9-month delay in transition due to a contract gap could result in cost increases of $5 million to $7 million, associated with:

Delays in deploying modernized navigation procedures Increased reliance on outdated or legacy systems requiring extended support Duplicated technical analysis and rework of deliverables by new vendors

These delays would also undermine the FAA's ability to meet time-sensitive international commitments and stakeholder expectations regarding airspace modernization, potentially affecting both domestic and global aviation operations.

Specialized Expertise. The services required under the NAVTAC II contract extension demand a highly specialized combination of technical knowledge, operational experience, and institutional familiarity with FAA Navigation Programs. This expertise is critical to maintaining uninterrupted support for the sustainment of legacy navigation systems, deployment of Performance-Based Navigation (PBN), policy and standards development, and technical program integration, all of which are vital to the ongoing modernization of the National Airspace System

(NAS).

Why Expertise is Critical

The scope of services includes complex, interdependent activities that require an in-depth understanding of:

FAA’s navigation systems architecture (both legacy and emerging technologies) Performance-based navigation implementation strategies and milestones FAA governance processes, documentation standards, and systems engineering methodologies Stakeholder engagement processes, including coordination with the International Civil Aviation Organization (ICAO), the Department of Defense (DoD), and industry partners, and other civil aviation authorities FAA-specific operational environments, policies, and technical constraints

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This level of integration across technical, operational, and policy domains necessitates a contractor with extensive, hands-on experience working directly with FAA Navigation Programs.

Why the Incumbent is the Only Source with Required Expertise

The incumbent contractor has performed under the NAVTAC II contract since its award in 2017 and has continuously supported Navigation Programs for over seven years. During this time, the contractor has:

Developed and refined proprietary tools, processes, and deliverables that are tightly integrated into FAA workflows Provided institutional memory across multiple phases of PBN implementation and policy development Established trusted relationships and seamless coordination mechanisms with internal and external stakeholders Maintained direct involvement in the sustainment of ground- and space-based navigation systems, with working-level familiarity of operational dependencies

The incumbent’s personnel are fully embedded within FAA program teams and operate as an extension of the Navigation Programs Office. Their accumulated expertise and situational awareness cannot be replicated in a short-term transition by another vendor.

Other Capable Sources and Continuity Considerations

While other FAA contractors provide NAS-related services under contract vehicles such as EPICS, SETIS, eFAST, and TSSC, none possesses the whole combination of technical qualifications, institutional experience, and historical context specific to Navigation Programs. These contractors may offer partial skillsets but lack the depth of integration with the FAA's navigation infrastructure and decision-making processes required to perform the work with zero ramp-up.

Impact of Not Using the Incumbent

Attempting to transition this work to another contractor during the bridge period would result in:

Feasibility Challenges: Ramp-up time of approximately 6 to 9 months would be required for onboard staff, transfer knowledge, and gain the necessary familiarity with FAA-specific processes, tools, and stakeholders.

Schedule Risk: Such a transition would directly delay ongoing efforts related to PBN deployment, standards development, and sustainment of critical navigation systems.

Increased Cost: Estimated duplicative, non-recoverable costs of $5M–$7M would result from:

o Re-establishing baseline documentation and engineering assessments o Training new personnel and integrating them into FAA systems

Single Source Justification Template | 7 o Delays in deliverables due to lack of familiarity or access

These estimates are based on prior program transitions within the FAA and comparable large-scale technical support contracts, which consistently show that onboarding a new vendor with no prior integration results in significant inefficiencies and schedule impacts.

The incumbent contractor is the only source with the specialized expertise required to perform the NAVTAC II bridge extension scope effectively and without interruption. Engaging any other vendor would result in unacceptable mission delays, elevated cost, and increased risk to FAA’s ability to meet PBN and NAS modernization milestones.

Follow-on Contracts. This proposed extension of the NAVTAC II contract is a follow-on requirement to sustain and support the FAA's Navigation Programs during the transition period to the competitively awarded NAVTAC III contract. The extension is necessary to prevent unacceptable delays and cost duplication that would result from transitioning to a new contractor for the interim period.

Duplicative Costs

Engaging a new vendor for the short-term extension would result in non-recoverable duplicative costs, estimated to be between $5 million and $7 million, due to:

Ramp-up and transition costs: Including onboarding of staff, security clearances, IT/system access, knowledge transfer, and program familiarization Re-work of deliverables: New contractors would likely need to redo the system assessments, technical analyses, and integration plans already in development by the incumbent Loss of efficiency: The incumbent's proprietary tools, methods, and data repositories would not be readily transferable or usable by a replacement vendor, leading to inefficiencies and reconfiguration costs.

These estimates are based on historical costs incurred during the original NAVTAC II transition and similar FAA program transitions involving technical advisory and engineering support services. The methodology includes projected labor and onboarding costs for approximately 50 FTEs, infrastructure and access provisioning, and overlap in program management and systems engineering support.

Tools, Processes, and Deliverables

Over the course of NAVTAC II performance, the incumbent contractor has developed and implemented a set of standardized tools, documentation templates, risk-tracking methods, and engineering processes that are embedded in the FAA's Navigation Programs operations. These include:

Custom analytical models and proprietary performance tools Standardized engineering and program management frameworks

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Coordinated reporting structures and dashboards used across the Navigation Program offices Continuity of deliverable formats that align with FAA systems and databases

Replacing these systems would require parallel development of comparable tools by another vendor, revalidation of methodologies, and retraining of both FAA and contractor staff, introducing unnecessary risk and inefficiency.

Vendor Consistency and Institutional Knowledge

Using the incumbent contractor preserves consistency in technical interpretation, program knowledge, and the historical decision-making context. The contractor team's understanding of:

Prior design decisions Trade-off analyses and risk assessments Navigation system dependencies Stakeholder expectations

Ensures the FAA receives support that is not only technically sound but also consistent with Ongoing efforts and prior FAA decisions. A break in this standardization would likely result in:

Rework of technical products and documentation Inconsistencies in analytical approaches across programs Potential misalignment with FAA and ICAO standards and frameworks

Cost and Time Impact of Deviation from Standardization

If a new vendor were brought in during the extension period, the FAA would incur nonrecoverable costs estimated at $5M-$7M, due to:

Time spent replicating existing tools and documentation standards Redundant engineering and policy development work Delays in deliverables while the new contractor gains familiarity with FAA systems

These costs are based on historical transition experiences in FAA technical service contracts where the loss of standardization required 6-9 months of onboarding and catch-up.

Conclusion

Maintaining standardization by extending the NAVTAC II contract is essential to avoid operational disruption, cost inefficiencies, and delays in FAA Navigation Program execution. The incumbent's continued performance ensures consistency across tools, processes, institutional knowledge, and stakeholder engagement, elements critical to the success of the FAA's NAS modernization objectives.

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Interim/Extension Contracts. The proposed 6-week extension of the NAVTAC II contract serves as a bridge contract designed to ensure continuity of critical services. A competitive procurement will be pursued during the last year of this period of performance. This interim measure is essential to prevent any lapse in support for FAA Navigation Programs and Aeronautical Services, and to maintain uninterrupted progress in modernizing the National Airspace System (NAS), particularly in advancing the implementation of Performance-Based Navigation (PBN).

Justification for Extension Action

The NAVTAC II ordering period currently stands as May 22, 2026. Based on procurement milestones and transition planning, a competitive procurement will be pursued at the end of this period of performance.

To cover this interim period of the 6-week extension of the NAVTAC II contract is requested, within this timeframe:

6-Week extension period: May 22, 2026 – July 3, 2026

This extension contract is structured to prevent a gap in mission-essential services that support Navigation Programs' operational, technical, and policy workstreams. The extension is limited in both duration and scope to the minimum necessary to meet the FAA's requirements.

Efforts to Minimize the Duration and Use of Extension Contracts The extension period has been minimized to account for procurement lead times, proposal evaluation, award, and the transition period necessary for a new contractor (if applicable) to achieve full operational readiness. Any attempt to introduce an alternative contractor solely for This extension period would result in significant cost duplication, increased transition risk, and delays to PBN and NAS modernization milestones.

Conclusion This action is strategically necessary for a time-limited extension of the current NAVTAC II contract. It ensures that the continued program management, systems integration, technical expertise, and operational support are essential to sustaining FAA Navigation Programs and Aeronautical Services.

External Mandate. The FAA is required by federal law and international agreements to ensure the safe, efficient, and continuous operation of the National Airspace System (NAS). Title 49 U.S.C. and mandates under the FAA Reauthorization Act require the FAA to maintain and modernize navigation services, including the implementation of Performance-Based Navigation (PBN). Additionally, as a signatory to the International Civil Aviation Organization (ICAO) agreements, the FAA must meet global standards for air navigation services. The technical and operational support provided under NAVTAC II is essential to meeting these mandates.

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Time Constraints. The current NAVTAC II ordering period expires on May 21, 2026. A proposed thirty-six (36) month extension of the NAVTAC II contract is currently undergoing review and approval; however, the time required to complete the necessary administrative and contractual actions necessitates a short bridge period to ensure continuity of services.

This procurement action authorizes a 6-week extension for the period of May 22, 2026, through July 7, 2026, which will allow sufficient time to complete the review, approval, and contractual actions associated with the proposed 36-month extension and ensure uninterrupted support for FAA Navigation Programs.

There is insufficient time to conduct meaningful competition for a short-term bridge without risking a gap in mission-critical services. A new contractor would also require a 6 to 9-month ramp-up period, further impacting schedule and operations. Therefore, an extension is required to ensure uninterrupted support while NAVTAC III is finalized.

Patents, Proprietary Data, and Unique Items. The incumbent contractor utilizes proprietary tools, data models, and processes developed during performance of NAVTAC II that are currently integrated into FAA workflows. While these proprietary elements do not preclude future competition, transitioning them to a successor contractor would require structured knowledge transfer, potential redevelopment, and a defined onboarding period. Attempting such a transition during the extension period would introduce schedule delay, increased cost, and risk to continuity of operations. The planned competitive follow-on acquisition will incorporate transition provisions and sufficient ramp-up time to allow orderly transfer of responsibilities, if awarded to a contractor other than the incumbent.

Other Facts Supporting Use of a Single Source. This bridge extension is necessary due to delays in the NAVTAC III procurement process, specifically related to Chief Financial Officer (CFO) review and approval, the release of the solicitation, and the subsequent contract award. Without this extension, critical FAA navigation support services would be disrupted, creating unacceptable operational and safety risks.

ENDORSEMENT

I certify that the supporting data under my cognizance that is included in this justification is accurate and complete to the best of my knowledge and belief.

I further certify that I will be involved in Screening Information Request (SIR) activities pertaining to this procurement. I will have knowledge of and access to confidential and proprietary procurement information and data concerning the selection process, such as procurement strategy, the offeror’s proposal, results of evaluations, and the final selection actions. I will not disclose any information of a commercially sensitive or source selection sensitive nature, which is obtained by virtue of participation on the procurement team. Further I will ensure that such information is not used by other people, companies, or organizations to obtain an unfair advantage.

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I further certify that I have not requested any proposal information as identified in AMS Guidance T3.1.8A.2.b.(1), communicated any source selection information as identified in AMS Guidance T3.1.8A.2.b.(2), nor communicated an intent to execute a single-source contract from or to only the source identified in section 8 before the full execution of this single-source justification.

Note: The language below is to be part of the endorsement only in cases of emergency procurements per AMS Policy 3.2.2.4.1.1.

Because of the emergency nature of the procurement as stated herein (which involves a threat to loss of life or property, national security, or restoration of an air traffic control facility or to repair critical facility systems to prevent loss of air traffic capability), it was determined that immediate contracting with a single source was required, and that it was necessary to verbally authorize the contractor to start work once the funds were committed and then combine single source phases or complete single source activities after the fact per AMS Policy 3.2.2.4.1.1.

CONFLICT OF INTEREST

As a member of the procurement team, I hereby agree to abide by the FAA Acquisition Management System; the Standards of Ethical Conduct for Employees of the Executive Branch, 5 C.F.R. pt. 2635; federal criminal law regarding bribery, graft, and conflicts of interest, 18 U.S.C. §§ 201-209, 216; and the Procurement Integrity Act, 41 U.S.C. §§ 2101- 2107. Further, as a participant in the procurement selection activities, I hereby certify the following:

(1) I have not been employed by the source identified in Section 8 above nor any of its subsidiaries. In addition, neither I, my spouse, or any of my dependent children, or other blood relatives who are residents of my household (hereinafter “I”), now own any bonds, stocks, or stock options, or have any other financial interest, including but not limited to current or future employment or contract rights, in or with respect to the aforementioned Source. I do not have any financial commitments to the source. I am not currently serving as an officer, director, trustee, general partner, or employee of the Source.

(2) Neither I, nor to the best of my knowledge and belief, my spouse or any of my minor children, have any intention or expectation of obtaining employment with, contracting with, or acquiring stocks, stock options, or bonds in or with respect to the Source for this requirement.

I understand that failure to comply with the above will result in termination of my participation in this procurement and may result in disciplinary action and/or referral for civil or criminal action.

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If the Single Source Justification is for an extension of an existing contract, the signature of a Service Organization Executive is required.

The Service Organization Executive must sign the single-source justification before any AAQ or AGC representative. This approval authority cannot be delegated to a lower level in the service organization. If the Single Source Justification is not for an extension, the signature of a Service Organization Executive is not required.

Service Organization Executive Approval Name: Walter Abilla

Signature:

Organization:

Date:

Service Organization Official Approval Name: Deborah Lawrence

Signature:

Organization:

Date:

Contracting Officer’s Representative (COR) (if applicable) Approval Name: Tristan Dillard

Signature:

Organization:

Date:

Contract Specialist (if applicable) Concurrence Name:

Signature:

Organization:

DEBORAH BONITA

LAWRENCE

Digitally signed by DEBORAH

BONITA LAWRENCE

Date: 2026.04.30 17:48:49 -04'00'

TRISTAN COYT

DILLARD

Digitally signed by TRISTAN

COYT DILLARD

Date: 2026.04.30 14:28:36 -04'00'

WALTER D

ABILLA JR

Digitally signed by

WALTER D ABILLA JR

Date: 2026.05.01 14:53:22 -04'00'

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Date:

Contracting Officer or Purchase Cardholder Concurrence:

Name: Haben Woldemichael

Signature:

Organization:

Date:

AAQ Branch Manager Concurrence:

Name: Richard J. Simons

Signature:

Organization:

Date:

Legal Sufficiency*:

Name:

Signature:

Organization:

Date:

*In accordance with AMS Guidance T1.15, Legal coordination is not required in the event of an emergency as covered in AMS 3.2.2.4.1.1, Emergencies.

HABEN WOLDEMICHAEL

Digitally signed by HABEN

WOLDEMICHAEL

Date: 2026.05.06 14:39:01 -04'00'