RISPA Market Survey.docx

Market Survey/Request for Information For Runway Incursion through Situational Awareness (RIPSA)

NOVEMBER 1st 2020

TABLE OF CONTENTS

LIST OF FIGURES

Announcement/Posting Market Survey/ Request for Information (RFI) for Runway Incursion Prevention through Situational Awareness (RIPSA) Name: Vida Lee-Olives Organization: AAQ-330 Region Issuing Office: WA - FAA Headquarters (Washington, DC) Phone Number: 202-267-5103 E-mail: Vida.Lee-Olives@faa.gov

This public announcement is being issued in accordance with section 3.2.1.3.12 of the Federal Aviation Administration Acquisition Management System (FAA AMS), industry is hereby informed that the Federal Aviation Administration (FAA) is seeking the commercial availability of a “direct to pilot” Runway Incursion Prevention system(s) for small to medium airports where existing surveillance technologies are not available. The FAA may consider awarding multiple contracts in the case that more than one candidate is determined to be qualified.

Potential vendors are advised that:

· This is not a Screening Information Request (SIR) or Request for Proposals (RFP);

· The FAA is not seeking or accepting unsolicited proposals;

· The FAA will not pay for any information received or costs incurred in preparing the response to the Market Survey/ RFI;

· Any costs associated with responding to this Market Survey/ RFI are incurred solely at the Potential party’s expense; and

· The FAA, at its sole discretion, may contact one, some, all, or none of the respondents to the Market Survey/ RFI and ask for additional information; no formal evaluation of the vendor responses will occur and vendor participation in any informational session is not a promise for future business with the FAA.

· This is a developmental project; therefore, should the FAA elect to conduct business with a vendor, the requirements will be finalized based on the Operational Concept and desired system capabilities identified respectively in Scope of Work and Capabilities section of this document, as well as the requirements of the FAA.

· Any proprietary information submitted must be adequately marked as proprietary and will be protected accordingly.

Purpose

This announcement is to conduct a Market Survey/ RFI for the purpose of soliciting statements of interest and capabilities from interested vendors, for the FAA to identify companies that meet the minimum requirements stated herein, in order to determine the method and type of procurement competition – full and open; limited; or sole source. This is not a Screening Information Request (SIR) or Request for Proposals (RFP) of any kind. This Market Survey/ RFI does not commit the FAA to any future acquisition activity.

The RIPSA solutions proposed in response to this announcement must be capable of providing targeted surveillance coverage at Runway/Taxiway intersections, and 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. Additionally, scalability and adaptability to accommodate varying airport/runway configurations are essential attributes required of these proposed solutions.

The purpose of this Market Survey/ RFI is to:

1. Inform industry of the FAA’s intent to implement and evaluate a RIPSA solution that could result in a future acquisition of one or more RIPSA system(s).

2. Survey the marketplace to assess the level of interest and capabilities among qualified providers of the required services.

3. Reponses to this Market Survey/ RFI may result in a release of a SIR/ RFP, or Other Transactional Agreement (OTA) with the vendor within 60 days of this announcement.

Background

The RIRP’s objective is to continually research, develop, maintain and enhance technologies that will detect the incorrect presence of an object in the Runway Safety Area at every airport; and deliver an automated directive cue to the individual who can take corrective action.

The FAA initiated a project under the Runway Incursion Reduction Program (RIRP) to develop a toolkit of technologies and systems for RIPSA that could be implemented. This initiative responded to recommendations from the air traffic operational community as well as the National Transportation Safety Board (NTSB) and the Department of Transportation (DOT) Office of Inspector General (OIG) recommendations.

In response to the FAA’s 2015 Runway Safety Call to Action Mitigation Plan, the RIRP will work with qualified vendors to prototype, install and conduct operational evaluations of RIPSA test system at candidate airports.

The RIRP has previously developed systems such as Runway Status Lights (RWSL) that provide a direct indication to pilots if there is a conflict on the runway. RWSL has proven to be reliable and capable of preventing runway incursions (RI). The FAA has been investigating other cost-effective surface surveillance systems, in order to reduce RI and mitigate the risk they present to the US National Airspace System (NAS).

RIPSA is the RIRP’s current initiative aimed at reinforcing protection of the Runway Safety Area (defined as the area within 250 ft. to each side of a Runway Center Line). RIPSA utilizes a “Right-Site-Right-Size" approach, that will prototype, test and evaluate potential technologies at various small-to-medium sized airports within the NAS, to address specific runway incursion causal factors identified at those airports. RIPSA is primarily intended to mitigate Pilot Deviations (PD) and Vehicle/Pedestrian Deviations (V/PD), which approximately comprise 62% and 18% respectively of all Runway Incursions reported to the FAA.

These emerging technologies and systems will improve RI reduction at airports without existing ground surveillance such as Airport Surface Detection Equipment - Model X (ASDE-X) and Airport Surface Surveillance Concept (ASSC). These systems will utilize localized surveillance technologies at key runway entry points (referred to as “hot spots”) to automatically drive annunciators that provide just in time situational awareness to pilots and vehicle operators.

Concept of Operations (ConOps) The RIRP is looking to develop a toolkit of technologies and systems for RIPSA that could be implemented using industry-developed Commercial-Off-the-Shelf (COTS) or modified COTS surveillance solutions.

The RIRP is proposing a multi-year plan to develop, test, and evaluate the technologies assessed under RIPSA. The RIRP team has conducted site assessments at candidate airports across the NAS, and identified and selected airports that would benefit from and be receptive to the operational test and evaluation (OT&E) of prototype RI mitigation technologies. The candidate airports selected are:

· San Antonio International Airport (SAT)

· Daytona Beach International Airport (DAB)

· Tucson International Airport (TUS)

The solutions proposed in response to this Market Survey/ RFI must be capable of providing targeted surveillance capabilities for all aircraft or vehicles at protected intersections and drive a direct-to-pilot alerting system. Scalability and adaptability to accommodate varying airport/runway configurations are essential attributes required of these proposed solutions. Additionally, in response to this solicitation, the respondent must provide evidence that the system(s) proposed meet the requirements specified in Section 6 below.

The RIPSA project will have two distinct phases. The phases are identified as follows:

PHASE I – Installation, Adaptation, and Site Acceptance

Under Phase I, the First Article Installation, Adaptation, and Site Acceptance, the vendor must provide and install the RIPSA First Article System and successfully complete Contractor Acceptance Inspection at candidate airports. The Vendor is also responsible for the procurement, installation, and integration of the RIPSA solution.

PHASE II – Operational Evaluations and Safety Risk Management

Phase II will commence upon successful completion of Phase I. Under Phase II, the vendor must provide maintenance and operations support to the FAA until the final operational evaluation period is complete and an operational approval decision is made. For activities under Phase II, the Vendor must support passive operational evaluations including, but not limited to, support of the RIPSA Safety Risk Management (SRM) activities. The FAA is responsible for development of the ConOps and the associated test plan for the system to be evaluated.

The Vendor must perform various testing and operational trials over the course of up to twelve (12) months to validate specifications and requirements for a RIPSA system; as well as provide support to the safety case needed to approve the RIPSA Solution at each candidate airport.

The Vendor is also responsible for the Field Checkout of the RIPSA solution.

Scope of Work (SOW)

The Vendor must provide services under the entire SOW to assist the FAA and RIRP Program Management Office (PMO) to achieve their objective to procure, install, test, evaluate, and remove RIPSA First Article Test System(s). This SOW delineates the specific functional task areas that establish the scope of this Market Survey/ RFI.

The solutions provided in response to these requirements should include all the following components: surveillance system, associated processing logic, and the field lighting system to provide a direct-to-pilot annunciator.

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 government will be responsible for the site engineering costs.

Converging Runways Runway with Multiple Runway with Converging Taxiway Intersecting Taxiway Intersections

Figure 1 - Examples of Protected Intersections

Candidate Airports

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

San Antonio International Airport (SAT)

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 South 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 2 shows the detailed SAT airport diagram and RIPSA Area of Interest highlighted in Red. Figure 3 shows and Aerial Overhead of the six airfield locations.

RIPSA Protected Intersections

Figure 2 – SAT Detailed Airport Diagram

Site 5 Site 1 Site 4 Site 3 Site 2 Site 6

Figure 3 – Aerial Overhead of SAT RIPSA Protected Intersections

These six options were evaluated by 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 longest runway at the airport is RWY 31L/13R with dimensions of 8500K’ x 150’. This Airport has a co-located TRACON.

Daytona Beach International Airport (DAB)

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

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 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 4 shows the detailed airport diagram and RIPSA Area of Interest highlighted in red. Figure 5 shows and Aerial Overhead of the 6 Airfield locations.

RIPSA Protected Intersections

Figure 4 – DAB Detailed Airport Diagram

RWY 7L/25R

Site 1 Site 6 Site 5 Site 2 Site 3 Site 4

Figure 5 – Aerial Overhead of RIPSA Protected Intersections at DAB

These six options were evaluated by 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’.

Tucson International Airport (TUS)

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

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

Figure 6 shows the detailed TUS airport diagram and RIPSA protected intersections highlighted in Red. Figure 7 shows and Aerial Overhead of the four airfield locations.

RIPSA Protected Intersections

Figure 6 – TUS Detailed Airport Diagram

Site 4 Site 3 Site 2 Site 1

Figure 7 – Aerial Overhead of TUS RIPSA Protected Intersections

These four options were evaluated by 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 11.5K’ x 150’.

System Capabilities The following are the minimum requirements for the desired RIPSA concept. Final requirements to be delivered in the RIPSA system will be solidified prior to the FAA entering into an agreement with a vendor.

Overall System

· 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).

· The system must be able to integrate with the approved runway occupancy annunciators, as described in FAA Advisory Circular AC 150/5340-38 and Engineering Brief EB64-D, latest revision.

· The system must be scalable and adaptable.

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

· The System must work and provide useable surveillance in all environmental and low visibility conditions where operations continue to be conducted, including but not limited to rain, snow, fog, wind, hail, sleet, dusk, dawn, day and night.

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

Surveillance System Requirements

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

6.2.2 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.

6.2.3 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.

6.2.4 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.

6.2.5 The system must provide movement vector of a target occupying the Runway Safety Area, defined as the area within 250 ft. to each side of a Runway Center Line.

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

6.2.7 The system must operate in accordance with all requirements without the need for manual adjustments once optimized.

6.2.8 The system must provide sensor supported target and track updates at an update rate of once every second, plus or minus 0.10 seconds.

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

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

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

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

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

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

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

6.2.16 The system must resolve two targets of the minimum RCS or greater that are separated by at least 10 feet as separate displayed targets or tracks.

6.2.17 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.

6.2.18 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.

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

6.2.20 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.

6.2.21 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 vendor prior to entering into an agreement with a vendor.

6.2.22 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.

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

6.2.24 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.

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

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

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

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

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

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

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

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

Annunciator/Field Lighting System (FLS) Requirements

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

6.3.2 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.

6.3.3 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.

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

6.3.5 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.

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

6.3.7 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.

6.3.8 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.

6.3.9 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).

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

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

Monitoring and Maintenance

6.4.1 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.

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

Reponses from Vendors Responses to this Market Survey/ RFI will be used for informational purposes only and must not be construed as a commitment or a promise to contract with the Government. The response should not exceed 25 pages in length, which excludes any attachments. Submissions should be in Times New Roman, Font 12, with one inch margins on the top and bottom of each page. Each page of the submission is to be numbered. The electronic submission must be in PDF format. Facsimile submissions or oral submission will not be acceptable.

Responses must be received by the Contracting Officer, Vida Lee-Olives, by email at Vida.Lee-Olives@faa.gov no later than 5:00 PM Eastern Time on 1 December, 2020. Late submissions will not be accepted.

All communications with the Contracting Officer must be in writing. All inquiries should be submitted in writing to the Contracting Officer. Phone calls to the Contracting Officer will not be accepted. Interested vendors are requested not to contact the local airport authority at SAT, DAB or TUS during the response period.

SUBMISSION REQUIREMENTS

· The respondent must provide clear evidence to support all the programmatic and technical performance requirements specified in section 5 and 6, titled “Scope of Work and System Capabilities”.

· Responses must articulate the surveillance concept, how it would improve RI reduction or elimination, and how it would interface with other NAS elements to include electronics, communications, lighting, and markings. The concept must address and describe the science, technology, or engineering behind their proposed system or procedures to provide direct RI indications.

· Respondents must provide a detailed description of the system including, but not limited to current product specifications. The system must be installation-ready within a period of one year from the publication of this announcement.

· Respondents must provide a past performance write-up that demonstrate capability and results in programs that involved substantially similar size, scope, and complexity that will be required to provide the services described in the Scope of Work and are currently ongoing or were recently completed. For these purposes, the following definitions apply:

· Recently Completed or Ongoing Programs – ongoing programs must have completed a minimum of 24 months of performance and completed programs must have ended not later than five years prior to the date of proposal submission

· Size – each Program must have a total awarded value of $500,000 or greater

· Scope – each Program must have performed (or be performing) substantially similar nature of work to that described in the Scope of Work, preferably in an aviation environment.

· Respondents must demonstrate knowledge and past performance of systems in support of the FAA’s Safety Risk Management process.

· Respondents must provide a cost estimate of the proposed system, and cost breakdown for all system components.

PROJECTED SCHEDULE OF EVENTS

GOVERNMENT POINTS OF CONTACT

All inquiries regarding this Market Survey/ RFI must be in writing to Vida Lee-Olives/FAA Contracting Officer/FAA HQ/Business and Acquisition Organization.

COMPANY POINTS OF CONTACT

For informational purposes, respondents must include a Point of Contact(s) with phone number(s), fax numbers, email address, and mailing address. If subcontracting, consultants, and/or teaming arrangements are proposed by the respondent, the subcontractor/consultant/teaming member’s company name and address must be provided, along with one point of contact for each subcontractors/teaming member.

SUBMISSION

Respondents must provide clear evidence of how their solution would satisfy the FAA’s need as expressed in the Scope of Work and System Capabilities sections. Responses containing only company brochures, catalogs or other types of generic information will not be considered as a response to this Market Survey/ RFI.

CLOSING DATE

All responses to this Market Survey/ RFI must be submitted to the above points of contact no later than 5:00 p.m. (EDT) on 12/01/20.

APPLICABLE CLAUSES

All FAA AMS Clauses are located at website address http://fast.faa.gov The following FAA AMS clause is incorporated into this Market Survey/ RFI:

3.2.2.3-13 “Late Submissions, Modifications and Withdrawal of Submittals” (July 2004)

ADDITIONAL INFORMATION

This announcement is not intended to guarantee procurement of the services, and shall not be construed as a commitment by the Government to enter into a contract. Companies are advised that subcontracting/consulting/teaming arrangements are acceptable.

Respondents are notified that non-Government entities will participate in the evaluation of the responses to this Market Survey/ RFI. All non-Government entities will be required to complete non-disclosure agreements.

The Government is not liable for costs associated with the preparation, submittal of inquiries or responses for this announcement and will not reimburse any firm for costs incurred in responding to this announcement.

END OF ANNOUCEMENT

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