SBIS_Industry Event_July 2021_Event Questions and Answers.pdf

Surveillance Broadcast and Information Services (SBIS) Industry Event July 28, 2021 Questions & Answers

SBIS Systems Engineering

1. How can industry discuss the use of FAA Enterprise Network Services (FENS) and the integration of Surveillance and Broadcast Services (SBS) when we are unaware what the FENS solution will be due to where it is in the evaluation phase?

Industry should base their responses on the information included in the Surveillance Broadcast and Information Services (SBIS) Request for Information (RFI), the Industry Event presentation, and the FAA Enterprise Network Services (FENS) solicitation. The FAA is interested in suggestions for how FENS may integrate with SBIS.

2. What considerations have been discussed or planned for the military (air traffic control, aircraft, airspace and ranges)?

Automatic Dependent Surveillance-Broadcast (ADS-B) services currently integrate with 11 Department of Defense (DoD) Radar Approach Control facilities. Prior to the SBIS contract award, the FAA anticipates expanding ADS-B data feeds to additional DoD facilities, most of which are equipped with Standard Terminal Automation Replacement System (STARS).

Coverage requirements currently only address FAA controlled airspace requirements, but the DoD will have an option to expand coverage.

3. Albeit all components of the SBS solution are critical, what does the FAA believe is the most critical for the continued success of the system? Is it the surveillance component? The data layer/network component? This will help industry from a teaming perspective to best understand the most suitable team structure to fully support the agency with accomplishing the mission.

The most important component in the SBIS solution is ADS-B Air Traffic Control (ATC) separation. The FAA seeks to ensure satisfactory performance of the existing surveillance services and build upon that foundation with additional enhancements and innovations.

4. Is the FAA adamant that Automatic Dependent Surveillance-Broadcast (ADS-B) must be a secured private network or are they open to leveraging commercial infrastructures as long as other requirements are met? Will the FAA consider the use of commercial networks (e.g. - Verizon, AT&T, etc.) for the SBIS backbone?

The FAA's focus is ensuring that network performance satisfies availability and security requirements. The FAA intends to leverage FENS as a part of the SBIS solution and is seeking industry input and recommendations on implementing other network solutions that integrate with FENS.

5. Universal Access Transceiver (UAT)/978 MHz adoption significantly lags the original predictions for that frequency. Additionally, as older General Aviation transponders that are paired with UAT avionics are replaced, the trend will likely be leaning toward replacing those systems with 1090 MHz ADS-B transponders, as there won’t be many (or any) non-ADS-B https://sam.gov/opp/1333ace210d04bafb06a886510b7557d/view https://sam.gov/opp/1333ace210d04bafb06a886510b7557d/view https://sam.gov/opp/935d5dba0e214037a3979cde3918c417/view https://sam.gov/opp/e9ce3ce997dc41819dedbb063b7bf180/view

Mode C transponders on the market. This increases the spectrum congestion on 1090 MHz while further reducing the spectrum utilization of 978 Mhz. Is there a desire by the FAA to increase UAT utilization and if so, how are you thinking about this?

The FAA is not promoting one link technology over another. The ADS-B Out rule allows and accommodates both Mode-S transponder-based (1090 MHz) and Universal Access Transceiver (978 MHz) equipment for aircraft operating below 18,000 feet and within the United States ADS- B rule airspace. For aircraft operating above FL180 (18,000 feet MSL) or to receive ADS-B services outside the United States, aircraft must be equipped with a Mode-S transponder-based ADS-B transmitter.

6. Am I to understand that SBIS will be a Federal Information Security Management Act (FISMA) high service?

The SBIS program will need to implement security controls based on its Federal Information

Publication Standard 199 (FIPS-199) High Security Categorization level. SBIS will also need to comply with the FAA Security Authorization Handbook, FAA Order 1370.121, National Institute of Standards and Technology (NIST) Special Publication (SP) 800-18, Guide for Developing

Security Plans for Federal Information Systems, and NIST SP 800-53, Security and Privacy

Controls for Federal Information Systems and Organizations.

7. How is System Wide Information Management (SWIM) involved?

The SBIS program does not currently have a strategy to leverage System Wide Information

Management (SWIM) but is open to input from industry.

8. In terms of automation, what role does the FAA see in utilizing Artificial Intelligence (AI) and machine learning in an SBIS context? Is there an AI roadmap or FAA point of contact for AI?

The SBIS program does not currently have a strategy to utilize Artificial Intelligence (AI) or machine learning but is open to input from industry. If industry sees practical applications for AI or machine learning, the FAA is interested in receiving this input.

9. What are the FAA’s expectations regarding meeting new Minimum Operational Performance

Standards (MOPS) standards by aircraft already equipped with today’s ADS-B equipment? Is there going to be a mandatory date for conformance to aircraft owners to update avionics to be compliant with DO-260C and DO-282C?

At this point, there is no plan to mandate Minimum Operational Performance Standards (MOPS) version C (DO-260C and DO-282C). However, the ADS-B ground infrastructure will be required to receive and process the new data elements.

10. Will further changes to DO-260C possibly include aircraft intent information?

No. DO-260C has been finalized and published. Future capabilities would need to be captured in the next MOPS version.

11. The understanding in the Unmanned Aircraft Systems (UAS) community is that small UAS (sUAS) use of ADS-B would not be allowed by the FAA. Is that incorrect? What about electric vertical takeoff and landing (eVTOL) vehicles?

While small Unmanned Aircraft Systems (sUAS) cannot broadcast ASD-B, sUAS operators could ingest ADS-B data to support Detect and Avoid (DAA) systems. sUAS do not transmit ADS-B Out without a waiver and authorization.

Please note that according to 14 CFR 91.225, if an aircraft is receiving ATC services and operating in the airspace where ADS-B Out is mandated, then the aircraft must be equipped, regardless of where the pilot is sitting or the type of aircraft.

12. What is the current solution for the telecom to the platforms in the Gulf of Mexico today? Is there telecom out there?

All telecommunications in the Gulf of Mexico are provided to the FAA by the platform owners.

13. What are the FAA’s views toward a secure cloud-based processing architecture for some or perhaps all of the enhanced services?

The FAA is open to a range of architectures, including a cloud-based architecture. Any architecture will need to adhere to performance, availability, and security requirements for a high-categorization ATC separation service.

14. Do you see an interface with Flow Management Data and Services (FMDS)?

There is a potential for an interface between the SBIS solution and Flow Management Data and

Services (FMDS) through Surveillance Processing and Networking (SPaN).

SBIS Cost Estimates

15. Is the FAA requiring cost information in the Request for Information (RFI) response? Would the FAA consider placing the cost exercise under an OTA with a not to exceed value? Cost ROM estimates, to the level of detail specified, entails a large effort for responders, which translates to a large, potentially prohibitive cost to answer, and the ROMs received will have varying levels of accuracy and fidelity behind them based on how much money each company decides to spend on this effort, producing such large disparities that the results will not be useful for FAA decision making.

The inclusion of cost information in SBIS RFI responses is optional. The FAA has requested

Rough Order of Magnitude (ROM) cost estimates to inform the SBIS Investment Analysis

Readiness Decision (IARD). IARD is an initial stage of the acquisition process occurring as requirements are being solidified. Industry has been provided cost templates and can tailor them, as needed, based on the level of detail available for the submittal. The FAA is not currently considering Other Transaction Authority (OTA) for cost ROM estimates.

16. Given the level of desired costing detail (which for most companies requires several levels of internal review), as well as the complexity of answering the RFI itself, would the FAA consider an extension to the submission date?

The FAA has extended the due date for responses from August 24, 2021, to September 7, 2021.

17. During the first industry day, there was discussion that FAA are considering a leasing model -could you provide more details?

The focus of this RFI is on a service-based approach. The FAA is not currently requesting input with respect to a leasing model.

18. The FAA mentioned more extensive (possibly commercial) use of the data they are collecting.

Should we propose our ideas for such use to the FAA in the RFI response?

Yes. The FAA is interested in ideas on how SBIS data may be used by industry.

19. Would the FAA consider integrating a demonstrator service with the current SBS in advance of the SBIS award as a “try before you buy” model? (for context/example: a CONUS terrestrial

ABS-B enhanced service as part of a larger business model)

If this is of interest to industry, please describe how this would work in your RFI response.

Please explain how it fits within your solution and the rationale for why it might be beneficial.

20. What is the thinking with respect to disposition of the existing infrastructure?

The current SBS vendor owns the existing infrastructure/assets. The vendor’s disposition plans have not yet been discussed with the FAA.

21. What is the agency expected overall contract budget?

The FAA is early in the acquisition process and has not yet established the SBIS contract budget.

22. Is OTA expected to begin prior to release of Draft Screening Information Request (SIR) #1?

The FAA has requested input from industry on the scope, topics, and timing of any suggested OTAs.

23. For Other Transaction Authority (OTA) agreements, what is the FAA's expectation? Will there be additional requests for costing should the agency select a specific idea?

The FAA is interested in recommendations from industry with respect to specific topics and activities that should be considered. Cost information may be included in the response to RFI question 1.d.

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