RFQ_15-00822_NOAA_Multimode_Radar_System_Questions_and_Answers_Amend2.pdf

NOAA Multi-Mode Radar Vendor Questions and Answers 13 May 2015

Q1) Is the Recording System part of the scope of work?

A 1) Offerer's system shall include a data recording and playback capability, along with a data storage system (storage may be integral to primary Control & Display system). At a minimum, the system should have storage capability for 100 hours of operation, storing processed data appropriate for each mode to facilitate post-flight playback and analysis. It is also desired that raw data (e.g. Time Series I and Q) be capable of recording and storage for post-flight low-level signal analysis. This would be used in very limited and infrequent instances, and no minimum required storage or recording duration is specified. NOAAJAOC typically uses USB or FireWire thumb drives or other portable media to transfer collected data to ground-based repository storage. Offerer shall describe the type(s) of data that are recorded, and provide general information about format (e.g. types and rates of data files; detailed file format is not required as part of Offerer's bid, but is required as part of system documentation if awarded). Offerer shall describe retrieval and playback utilities that will be provided, along with computer hardware/software requirements and licensing if utilities can run on an alternate computer system (vs. primary aircraft Control and Display system).

Q2) Are there any NOAA definitions for the data interfaces?

A2) Information about the navigation data interface is contained in Answer #3. There is an extensive Ethernet network system installed on the aircraft, using 1 OOBase-T copper and LC multimode fiber optic media. There are several subnets maintained, with network routers and switches to control data traffic. If the Multimode Radar system needs a time reference, the on board Time Code Generator is connected to the Ethernet network and supports the NTP time protocol. There is also twisted pair wiring in many locations within the fuselage, connected point-to-point through a patch panel. This is often used to route RS-232 or other serial data between aircraft locations. Currently there are no Ethernet or serial drops in the bomb bay or lower fuselage radome areas. If an Offerer wishes to use existing Ethernet or serial wiring for system interconnect, that should be identified in the installation plan. If the Multimode Radar system is offered with support for a secondary Control and Display station, the NOAAJAOC provided computer system will be connected to the scientific Ethernet network.

Q3) Is INS data available, and if yes, to what standard?

A3) The aircraft has a dual RINU-G navigation system. Data is distributed over a dual MIL STD-1553B data bus. The scientific data system acts as the Bus Controller (BC) and requests various data messages on a periodic basis. If the new Multimode radar system needs ship's navigation data, it can be connected to the science 1553 bus and listen for messages as a Bus Monitor (BM). More information about message types and rates can be found in the accompanying Navigation Data Interface document.

Some basic platform attitude parameters are also available as two- or three-wire synchro signal.

These are also listed in the Data Interface document. There is a flight system 1553 bus, along with ARINC-429 busses from the Flight Management System and the Digital Air Data Computer.

Connecting to any of these flight-critical busses would require full flight and failure mode certification.

Full format information (bit assignments, etc) for the required navigation bus(ses) will be provided to the vendor after Contract award.

04) Does Automatic Identification System (AIS) exist or will it be supplied, and if so, what type?

A4) There is no Automatic Identification System (AIS) currently installed. AIS is a desired feature under CLIN 1, primarily to support the Marine Sanctuary and Maritime Patrol missions.

If included in their proposal, vendor shall provide an AIS receive system, integrating position and other AIS data into the primary display. If additional Line Replaceable Units and/or antennas are required, Offerer shall include those requirements in their proposed installation plan. If Offerer does not have AIS integration or can not provide an AIS system, that will be considered in the Technical Evaluation Criteria, Section I. Offerer may provide two offers, one with AIS and one without, with separate pricing, and both offers will be evaluated for Best Value.

Q5) Will the additional telephone support, on-site support, and training be a separate Time and Materials CUN? For the additional on-site support and training, the US Government requests per-hour costs. What about travel and material costs?

A5) These are not separate CLINs, but over and above per hour costs related to CLIN 1. See answer to question 6 below for travel and material costs

Q6) Please clarify the CLINs. Will the telephone support be CUN 0002A and the on-site support be CUN 00028 or will there be a CLIN 3? Furthermore, what CUN or Sub-CUN numbers are the additional training and spares?

A6) CLIN 1 is two complete systems, including installation support and training to be provided by Offerer and detailed in their technical proposal. In the technical proposal, vendor shall identify their estimated level of effort that will be required to assist the Government with the installation, and that offered level of effort shall be included in the CUN 1 pricing. Examples may include installation manuals plus a fixed number of phone hours, on-site hours and travel days. Offered installation support will be evaluated technically as part of Criteria section 'V'.

Similarly, the Offerer shall describe the training program that will be provided as part of CUN 1, and the cost for that program shall be included in the CLIN 1 price. The offered training program will be technically evaluated in Criteria section 'VI'. Note the approximate quantities of attendees for each type of training; vendor may specify a 'not to exceed' number of seats offered in each category of training. If any training sessions are to be held at AOC's facility, the offerer shall include the associated vendor travel costs in the overall CUN 1 price.

The additional support item line quotes cover over-and-above support and training, not already included in CUN 1. These items will not be evaluated technically.

The first support line is over and above telephone support for installation and troubleshooting.

Vendor may set time limits (calendar time after Delivery) and/or quantity limits (max number of hours or number of calls).

The second support line is over and above on-site support for installation and initial troubleshooting. Offerer may provide pricing for different categories of personnel skills if desired. Cost of travel to NOAA/AOC shall be handled as actual costs; daily cost allowance (per diem and lodging) shall be the GSA limit for the destination (likely Tampa, FL, where NOAA/AOC is based) at the time of the travel.

Support lines 3 and 4 are for additional training, over and above the amount identified in CUN 1.

This may be expressed as an hourly rate or cost per person over the stated class size limit in CUN 1. Offerer may provide pricing for each type of class if desired. If the on-site training increase incurs additional travel expenses, those will be handled as actual transportation plus GSA-limited per diem and lodging. Materials will be handled on an actual-cost basis.

The last support item identifies spare parts that may be ordered in addition to the two systems in CUN 1. The spare parts list will be evaluated technically as part of Criteria section 'Ill', Maintainability. Vendor should provide two prices for each spare part, one if option is exercised at time of CUN 1 award, the second price if option is exercised within one year of initial CUN 1 award.

Q7) How many flight hours per year should be assumed per aircraft?

A7) NOAA/AOC flies 300-600 hours each year on each WP-30 aircraft. Of that usage, about 100 hours is for training and the rest are mission hours. The wide range is due to variability in projects assigned each year; also due to hurricane season activity variance from year to year.

Q8) If the US Government is providing the antenna adapter plate, how will the requirements be communicated for proper fit?

A8) The vendor can use the existing plate, or provide their own. The drawing of the Cubic Pedestal shows the attachment hole pattern to bolt to the existing plate. If the vendor is · providing a mounting plate, the outside dimensions of the current adapter plate (picture provided) are roughly 18.5 inches by 18.5 inches, and the hole pattern will be provided.

Q9) Is it the US Government's intention to verify performance during flight? If so, will vendor flight support fall under integration support?

A9) As required in Technical Evaluation Criteria section 'I', Offerer shall identify the method for verification of each quantitative performance claim. If verification of quantitative claims require flight demonstration, Offerer shall identify the specific flight profile(s) (e.g. altitude, airspeed), external conditions (e.g. weather, sea state), geographical region or feature, and target conditions required for the demonstration. If the Offerer specifies performance is to be evaluated by flight test, cost of flight support and travel should be included within the CUN 1 cost proposal.

01 O) What environmental qualification is the US Government expecting?

A 1 O). The vendors equipment should be suitable for installation on a Turbo-prop aircraft that operates from O - 35,000ft. The B-3 cabinet is within 5 feet of the prop line and is considered an aircraft equipment rack. The bomb bay is in an uncontrolled temperature and pressure environment. The bomb bay can be assumed to be similar to wheel well or wing installations. It may be at high humidity levels for long periods of time. Some equipment may be located in the .aircraft cabin, equipment racks or flight instrument panels. The vendor should specify what qualifications their equipment meets.

011) What are the Radio Frequency Properties (transmission loss, material type, dimensions, etc.) of the radome at X-Band Frequency range (8.5-9.5 GHz)?

A11) While we do not have detailed data for each radome, we ran a test on one of the spare shells. It showed losses of 1 - 2.2 dBm ·over the 8.5 - 9.5 GHz frequency range for a low level signal. See the 'LF Radome X-band Losses' document for more detailed information about this test. If additional testing or individual radome characterization is required, than should be folded into the Offerer's installation plan.

012) What are the Size, weight, power dissipation constraints in proposed antenna/gimbal location and in proposed LRU locations? Are interface documents available for these locations?

A 12) The B-3 Cabinet currently holds 3 ATR 1 Long (10.12" W x 7.62" H x 19.52" L) units that weigh 50 lbs each. This space is available. B3 Cabinet drawings are provided but the aircraft may be slightly modified from the original drawings. The current radar Rrr dissipates about 2500 - 3500 BTU. In the bomb bay the existing radar motors generate negligible amounts of heat. Frequency Converters nearby generate anywhere from 20,000 BTUs to 80,000 BTUS with typical values of 30,000 BTUs. These units, which will remain after Multimode radar installation, operate successfully for extended periods on the ground in hot climates and are rated at operating temperatures of -55 to + 71 c .. with internal forced-air cooling. The vendor should specify the BTUs their equipment generate and in what proposed locations. An IPB of the existing radar and pylon will be provided. Drawings of the radome and pedestal mount will also be provided. Maximum antenna weight that can be mounted to the existing structure is 260 lbs, not including the existing 5 lb adapter plate, with Center of Gravity (CG) 18 inches down from the adapter plate (settin~ the maximum moment arm at 4680 inch-pounds). Other locations for equipment are available ''in both the cabin and bomb bay; dimensions of specific locations can be taken directly from the aircraft. Other accommodations for larger or heavier equipment may be possible. The vendor should specify the actual sizes, weights and proposed locations.

013) Is there an existing waveguide run installed in the radome location to the B-3 cabinet LRU location that would be available for new installation, or could be replaced by a new X-Band waveguide?

A13) Yes, see the attached LF Waveguide pictures. This waveguide could be replaced with X band or an X band Waveguide could be run next to it in a similar manner.

014) Are there existing pressure/bulkhead pass-thru connectors that are expected to be utilized?

A14) .currently there are two PTB 22-55PS connectors installed that may be used. Other connectors could be installed with some structural modifications.

015) If LRU's are located above the antenna (in the upper bomb bay zone), what are the expected air temperature(s) variations on the ground and operationally in flight?

A 15) See question 12

016) Is a vibration profile available? Is the aircraft vibration level increased during flight through hurricanes?

A 16) A vibration profile from Lockheed is included (P-3 Aircraft Vibration Information). The vibration profile in a hurricane depends on the particular storm but in general it consists of larger infrequent series of hard bumps similar to any aircraft turbulence event.

017) What are the requirements for flight certification? Is there a test requirement for safety of flight?

A17) NOAA/AOC certifies its own P-3 aircraft using Lockheed standards, NAVAIR P-3 standards, commercial transport category FAA standards (Part 25), or a combination. At a minimum, vendors should specify how their system meets either part 25 requirements or the "WP-3D Load factors" as specified in the attached document.

018) Is it the intent that an integration effort will be performed with the NOAA/AOC Control & Display (C&D) system during the initial contract? If so what are the assumptions? Is it the intent to have the Radar Vendor's Control and Display software hosted on the NOAA/AOC computer or shall said computer be provided by the vendor? If Vendor's offering can be integrated with NOAA/AOC C&D should the RFO outline and estimate the required effort of integration with the NOAA/AOC C&D but, as a future integration effort under separate contract?

A18) The integration of the primary (vendor-supplied) Control and Display station is part of the initial installation effort. The vendor is expected to provide this workstation and integrate its installation in the overall installation proposal. The vendor will propose a suitable location for the primary C&D station and any associated equipment (keyboard, trackball, etc). NOAA/AOC has several installed 19" RETMA racks (designated as 'R60' racks, see attached drawings and picture) that may be candidate locations. All have electrical power and network services available. Vendor should address flexibility of the primary C & D system, including ability to move to another station on the aircraft, availability of replacement components (COTS and/or components on the spare parts list), and system requirements that need to be addressed by a replacement system in the future (including hardware, software and licensing). If a secondary (NOAA/AOC-provided hardware) Control & Display system capability is offered, that shall be integrated and made functional as part of the initial installation effort.

019) Is remote (secondary) radar control ONLY in weather mode(s)? i.e. Is the control limited or a full transfer of command and control for all modes and capabilities?

A 19) If a secondary Control/Display capability is offered, the minimum capability of weather display (including tilt control) is required. Other modes (either display or control/display) are desired but not as critical.

NOAA/AOC primarily uses Linux-based systems for aircraft workstations, and the secondary system would best be installed on one of these Linux systems. NOAA/AOC systems typically run CentOS, Debian and/or Ubantu. NOAA/AOC workstations can also support Microsoft Windows 7. Workstations are x86 based, with typical AMO or Intel CPU and peripheral components. Offerer should identify specific hardware requirements for the secondary system.

020) Is the Pilot Multi-Function Display (MFD) only ARINC-708? If the radar can provide HD video, can the display support the HD video input?

A20) See question 31.

021) What other antenna are nearby the location of the Multimode Radar?

A21) See the 'WP-30 Antenna Locations' document provided. Forward of the radome about 3' (1 m) is the TCAS omni-directional receive antenna. About 3' (1 m) aft of the "coffin" (which is just aft of the radome) is an ADF receive antenna. No transmit antennas are nearby.

022) What cooling is available in the lower fuselage radome?

A22) No cooling system is available in the lower fuselage radome. The bomb bay has no insulation and heat transfer from the outside occurs due to airflow over the skin of the aircraft

023) Is the lower strobe light AC or DC?

A23) AC

024) What transmitters are installed on the aircraft wings?

A24) No transmitters are permanently installed on the wings. The wings have multiple hard points and various research transmitters may be installed on a project by project basis.

Frequency and power levels vary. Offerer should specify what types of transmitters might interfere with their equipment.

A summary 'WP-30 Frequency Usage' document is included with the package. Again, Offerer should identify aircraft systems that may cause or be susceptible to interference from the proposed Multimode Radar system.

025) Would the multimode radar system have access to a GPS antenna?

A25) Typically an L 1/L2 GPS antenna signal can be supplied from a powered splitter in the cabin. This could be routed to the bomb bay area through a coax feedthrough if necessary.

Other options are available. The Offerer should specify their GPS requirements.

026) What transmit interlock is on the existing radar?

A26) The existing radome and pylon have an interlock that turns on a light that shows whether the radome is extended or not and also disables the pylon heating boot while the radome is up.

That interlock signal is not used by or connected to the existing lower fuselage radar system, as the existing radar can be operated with the radome up or down. The current system has a manual, hardwired switch at the science station to enable or disable the transmit signal, not using the radome position signal or weight off wheels status. The existing radar transmit interlock (hardwired switch at operator station which interrupts the trigger signal) may be used or the vendor may propose a different method of preventing the radar from transmitting during maintenance, on the ground or at any other unsafe situation. The vendor should specify the minimum safe distance for personnel while transmitting on the ground.

027) Is there an interlock that indicates the radome is up or down?

A27) See question 26.

028) Is Weight on Wheels (WOW) power available?

A28) There is a Weight Off Wheels power bus, providing 28 VDC when the 'nutcracker' switch detects no weight on the wheels. While the Weight Off Wheels bus can provide significant amperage (limited by wire size), it is normally used for safety or operational interlock purposes.

Weight Off Wheels power is provided by the science power bus, so may not be available on ferry or training flights.

029) What Frequency is the Tail Radar?

A29) The tail radar system currently operates at a narrow frequency between 9.308 and 9.345 GHz, depending on which magnetron is installed. The system operates with a peak transmit power of approx. 65 't<MI, a pulse width between .25 and .5 microseconds, and a pulse rate between 1600 and 3200 pulses per second. AOC is designing a new dual Tail Radar system, converting to lower power Solid State Power Amplifiers (SSPAs) driven by a frequency modulated signal. Preliminary specifications for the new system are 8 KW peak power, 16 microsecond pulse width and 3000 pulses per second. On each WP-3D there would be two transmitters, each set to a center frequency in the range of 9.325 to 9.475 GHz.

030) Which power bus (Scientific or Aircraft) would provide power to the multi mode radar?

A30) The Multimode radar system will be powered by the Scientific Power Distribution System (SPDS). The SPDS can provide the following types of power:

• 115 VAC, 400 Hz, single or 3 phase

• 115 VAC, 60 Hz, single phase

• 28 VDC, on whenever SPDS is active

• 28 VDC, on when SPDS is active and Weight Off Wheels

Power will be routed from the primary SPDS bus( es) to dedicated breakers that will be installed in the C1/C2 cabinet distribution panel (see WP-3D Cabin Layout document). From there, appropriate wire will be installed to route power to the radar system units as described in the vendor's installation plan or manual. For flexibility in rack selection, the Control and Display subsystem may be connected to local SPDS power previously routed to the rack of choice, rather than using a dedicated breaker and wire run. Power requirements and heat dissipation will be evaluated as part of Criteria section 'V'.

031) What is the model number of the existing Multi-Function Display? Future MFD?

A31) The existing Multi-function Display is an L-3 Display Systems PVl-600 part number V638010-00-005. The replacement MFD is yet to be determined, as the procurement has not been completed. Preliminary requirements and desired features are contained in the previously published Sources Sought announcement and Statement Of Work. Both documents are included in this data package. Final requirements have not been announced yet.

032) What model TCAS do we have?

A32) ACSS TT-952 Part number 9000000-20004

033) Will the installation have access to or be allowed to install two GPS antennae and one VHF antenna?

A33) See question 25. Vendors should-also specify their VHF antenna requirements. No unused VHF antennas are currently installed on the aircraft.

034) What are the details on the existing Radome construction and materials, including the metal strip that connects the two halves?

A34) See the included LF Radome Illustrated Parts Breakdown and EEP documents.