RFI QA.pdf
PDF 96 KB Posted
- Attached to
- Airborne Direction Finding Systems
- Solicitation number
- RFI_Airborne_Direction_Finding_Systems_062926
About this file
This is a Questions and Answers document from a Request for Information (RFI) regarding a Direction Finding (DF) system for MC-130J and AC-130J aircraft.
The government is sourcing a direction finding system for installation on MC-130J and AC-130J variants of C-130 aircraft. While the aircraft have available hardpoints, pod-based antenna solutions have a low probability of approval; therefore, vendors should plan for fuselage-mounted antenna installations at five candidate locations. The government cannot disclose other mission systems currently installed but confirms a suite of systems exists including EO/IR, signals jamming, and other SIGINT/ISR capabilities. The onboard situational awareness platform is TAKX (a TAK variant). Downstream use of geolocated signals will vary based on signal type, with potential aircraft navigation toward or away from the location, or handoff to crew members for follow-on processing. Initial integration and testing will occur at a government location on a test aircraft, with production-phase installation likely at Sierra Nevada Corporation's facility as the primary aircraft integration contractor. Wright Patterson AFB and Warner Robbins AFB serve as the airworthiness adjudicators for certification purposes. Vendors should prepare proposals accounting for integration with existing onboard systems and compatibility with the government's specified software environment.
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Other files
| File | Type | Posted |
|---|---|---|
| RFI QA rev1.pdf | ||
| Request for Information DF System.pdf |
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Text version
Q1. Antenna Placement and Pod Feasibility. The RFI identifies five candidate antenna locations but does not indicate whether the aircraft has usable hardpoints. If hardpoints are available, a podded antenna/sensor solution may offer packaging and maintenance advantages over the fuselage-mounted locations described. Before proposing a pod-based configuration, we would like to understand:
a. Does the aircraft have hardpoints suitable for a pod installation?
A1.The aircraft does have hardpoints, but we are not approved to use them at this time. We are interested to hear about podded options, but they have a low probability of being approved.
Q2. Airframe Model. The RFI's figures suggest a C-130-family aircraft, but the specific variant is not stated. Antenna placement, structural attachment, weight and balance, and EMI/cosite analysis all depend on the exact airframe model. Please confirm the specific aircraft make and model (and variant) for which this DF system is being sourced.
A2. MC-130J and AC-130J.
Q3. Onboard Systems and Integration Scope. Direction Finding is a broad term. To scope our proposed architecture appropriately, we request:
a. What other mission systems are currently installed? (e.g., EO/IR, signals jamming, other SIGINT or ISR systems)?
b. What situational awareness or mission management software is onboard?
c. Once a signal of interest is geolocated, what is the intended downstream action?
A3.
a) We are not at liberty to list the other systems on the aircraft. There is a suite of other systems, including those in your question.
b) Are you asking about our suite or any suite of SW on the aircraft. We are currently using TAKX (a TAK variant)
c) It depends on the signal. We may direct the aircraft toward or away from the location, depending on the type of signal detected. We may pass off the location to another crew member on the aircraft for follow-on processing.
Q4. Installation Locations, Timing, and Airworthiness Requirements. To plan our integration approach, logistics and schedule, we request:
a. Where would installation/integration take place (Government facility, contractor facility, or vendor's choice), and what is the anticipated timing to do so?
b. What airworthiness certification path applies to these aircraft/ Who holds airworthiness authority for these aircraft?
A4.
a) The initial integration work (for testing and acceptance) will be done on a test aircraft at a government location. Once the systems go into production and are going to be installed en masse, the integration and installation will most likely be at the primary aircraft integration contractor facility. Currently that contractor is Sierra Nevada Corporation.
b) Wright Patterson AFB and Warner Robbins AFB are the current airworthiness adjudicators.
File details come from the government source that posted it. Updated .