SIR-692M15-21-R-00039_UASSupport Service.pdf

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AAQ610-AFN

Atlantic City International Airport Fourth Floor, Bldg 300 FAA William J. Hughes Technical Center AAQ-610 Facilities & Grants

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AAQ610-AFN

Atlantic City NJ 08405 Atlantic City International Airport Building 300, Fourth Floor FAA William J. Hughes Technical Center AAQ-610 Grants & R&D

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12/07/2021 1530 ES

11/05/2021

609-485-5092John Desimone (No collect calls)

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692M15-21-R-00039

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ITEM NO.

UAS Support Services

Period of Performance: 02/01/2022 to 01/31/2027

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Section A - Solicitation/Contract Form Clauses

Section B - Supplies or Services/Prices Section B - Schedule

B.1 General This requirement is for conducting and supporting a wide variety of airport centric UAS research efforts comprising of tests, evaluations, and studies that support an efficient, productive, and cost-effective National Airspace System (NAS), in accordance with the Statement of Work (SOW) provided in Section C. The Contractor must provide, by issued Task Orders (TOs), all management, supervision, labor, facilities, and materials necessary to perform support services on an Indefinite-Delivery, Indefinite-Quantity (IDIQ) basis. The North American Industry Classification System (NAICS) code is 541330 Engineering Services and the size standard is $16.5 million.

B.2 Type of Contract-Indefinite-Delivery/Indefinite Quantity (IDIQ) This requirement is for a Single Award, Time and Material (T&M) Indefinite-Delivery, Indefinite- Quantity (IDIQ) contract and is structured and managed by Acquisition Management System (AMS) policy and guidance. In particular, TO awards issued against this contract will be placed using the procedures described in Section G, Contract Administration Data. The types of TOs issued against the resulting contract may include Time and Materials (T&M), Labor-Hour (L-H), or Firm Fixed Price (FFP) TOs allowed by the FAA AMS Section T3.2.4 Types of Contracts, and as outlined in Section G, Contract Administration Data. Clauses for Labor Hour and Firm Fixed Price Task Orders will be added to Section I, Contract Clauses at the TO level if applicable. Indefinite- Delivery, Indefinite-Quantity (IDIQ), Blanket Purchase Agreements (BPAs), and Letter Contracts are not permissible TO types under this contract.

B.3 Ordering Period This competitive procurement will be unrestricted utilizing Best Value Trade-Off procedures. The FAA will award an Indefinite Delivery, Indefinite Quantity (IDIQ), Time and Material (T&M) contract with a period of performance not to exceed 60 months (5 years). The resultant contract will have a one-year base year and four (4) one-year ordering periods. The contractor must provide the services necessary to accomplish the tasks described in Section C of this contract as authorized by the Contracting Officer (CO) through the issuance of TOs. The CO is the only person authorized to issue TOs under this IDIQ contract.

All terms and conditions contained in this document will be applicable to all orders issued.

B.4 Minimum Ordering Obligations and Maximum Ceiling The minimum ordering obligation under this contract is $100,000.00 and this amount will be obligated on TO No.

0001. The FAA has no obligation to order additional services or issue additional TOs to the Contractor beyond the minimum ordering obligation specified (see AMS Clauses 3.2.4-16 Ordering, and 3.2.4-20 Indefinite Quantity).

The total estimated maximum/not-to-exceed (NTE) contract ceiling amount is yet to be determined and will be determined based on the total value of all hours (330,096 maximum total hours) and the estimated travel and materials ceiling values identified in the pricing spreadsheet in Attachment A. TOs are anticipated to be placed on a yearly basis and incrementally funded in accordance with contract clause AMS 3.3.1-39. The aggregate value of all TOs placed against this contract will not exceed the total maximum contract ceiling amount. This effort will be funded on individual TOs. The initial obligation is $100,000.00 and details for how funding is applied to labor hours and/or travel costs will be outlined at time of award of each individual TO. Regardless of the estimated period of performance, the contractor must only continue work until the obligated amount of funds are depleted; the contractor is required to notify the CO when 75% of the obligated funds are depleted in accordance with contract clause AMS 3.3.1-39.

B.5 TIME AND MATERIALS (T&M) AND FIRM FIXED PRICE CLINS

The contractor must propose fully burdened labor hour rates as identified in the pricing spreadsheet contained in Attachment A.

One composite fully burdened labor rate will represent effort performed by either the prime contractor or subcontractor.

The awarded pricing spreadsheet will be contained in Attachment A and will be used for TO pricing and invoicing purposes. From the effective date of the contract award, it is anticipated that a transition period (not to exceed 30 days) will occur. The transition period will not be separately priced and must be included in the base period services.

A fully burdened rate is defined as the direct hourly labor rate that includes wages, overhead, general and administrative (G&A) expenses, profit, fringe benefits, and direct tax/labor/payroll burden. The rate will also reflect expenses for contract management, including the preparation of invoices, price and technical proposals, contract status reports, etc. These rates, which will represent the rates that the Government will accept during the life of this contract, will be used on all TOs issued under this contract.

a. In performance of each TO under this contract, the Contractor must provide the total number of personnel based on the ordered amount of T&M labor hours as specified in the individual TO for the associated contract period.

Work will be performed for all SOW sections in accordance with Section C, unless specified otherwise. For purposes of this provision, labor hours are defined as actual work hours exclusive of vacation, holidays, sick leave and any other absences.

Only those labor categories indicated in the Attachment A pricing spreadsheet will be charged to this contract. The functional descriptions and education and experience requirements for these labor categories are provided in Attachment B, Labor Category Descriptions and Qualifications. It is estimated that the identified maximum amount of T&M labor hours, per year, in the pricing spreadsheet may be necessary to accomplish the requirements of the Statement of Work (SOW). FAA reserves the right to increase or decrease the T&M hours for any contract year depending on requirements. Changes to the number of hours will be made in accordance with Section I, AMS Clause 3.10.1-14 (Changes – Time and Materials or Labor Hours). Changes to the number of hours will be made in accordance with Section I. Also, the Labor Categories provided in Attachment A, will describe if the services will be onsite or offsite.

b. The success of this contract is heavily dependent on the use of office automation technology to allow collaborative work and the rapid dissemination of information among task participants. On this basis, the Contractor must consider the cost of an automated office as part of its fully burdened offsite rate.

This must include the following:

• Adequate contractor-owned/leased workstations at the contractor’s facility to support the contractor’s site staff.

Workstations must be capable, at a minimum, of running the most current Microsoft Office Suite being used by the FAA. Given the potential five (5) year life of this contract, the need for technology refresh is anticipated.

• Maintenance of an in-house local area network (LAN) capable of providing requisite levels of file sharing and e-mail for their employees.

• Telephone service, including PBX’s, voice over IP (VOIP), facsimile, local calls, long distance calls, and cellular communications.

• Contractor maintenance, at its own facilities, of 24 by 7 hour access to the Internet via an Internet Service Provider at a minimum rate of 3.1 Mbps. Contractor will maintain and use its’ own corporate domain for company business.

• Contractor owning responsibility for adhering to the best practices in maintaining information technology security and data integrity. If required, Virtual Private Network (VPN) appliances, located in the contractor offices.

B.6 CONTRACT LINE ITEM NUMBER (CLIN) STRUCTURE

CLIN 1- Labor:

Labor to complete the research and development technical support as set forth in Section C; Scope of Work. NOTE *** Not all labor categories are full time. The FAA will issue TOs for services as required. Prior to the issuance of each individual Task Order, requirements will be evaluated to determine the appropriate Task Order type. It is anticipated that Time and Material (T&M) and Fixed Price (FP) type task orders will be utilized.

CLIN 2- Materials:

This is a Cost Reimbursable with no fee CLIN. All materials purchased for the performance of this contract are reimbursable under this CLIN. Materials not otherwise listed in the Statement of Work or elsewhere in this document must be approved by the COR prior to any purchase by the Contractor. Any G&A percentage to be charged must be included in the price proposal. An estimated NTE value is entered in the attached pricing spreadsheet (Attachment A) for proposal purposes.

CLIN 3: Travel:

This is a Cost Reimbursable with no fee CLIN. Any General and Administrative Expense (G&A) percentage to be charged must be included in the price proposal. An estimated (NTE) value is entered in the attached pricing spreadsheet (Attachment A) for proposal purposes.

B.7 Travel and Materials (ODCs) Other Direct Costs (ODCs) (e.g., materials, equipment) and travel may be required on individual TOs and, if so, must be authorized in advance by the Contracting Officer. ODCs will be processed as Cost Reimbursable items. No profit or fee may be applied to either travel or ODCs. Materials and Handling (M&H) and General and Administrative fee (G&A) are allowed for ODCs and travel.

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Section C - Description/Specifications Scope of Work

FEDERAL AVIATION ADMINISTRATION

STATEMENT OF WORK

UNMANNED AIRCRAFT SYSTEMS (UAS) DETECTION TECHNOLOGIES AND

AIRPORT APPLICATIONS RESEARCH

The Federal Aviation Administration’s (FAA) Office of Airports’ Airport Technology Research and Development Branch (ATR) supports the FAA’s mission by conducting the necessary research and development required to enhance the safety of operations at our nation’s airports, to ensure the adequacy of engineering specifications and standards in all areas of the airport systems, and where necessary, develop data to support new standards. The research conducted by ATR is highly visible and has a high impact to airport safety.

The Contractor will be responsible for conducting and supporting a wide variety of airport centric UAS research efforts comprising of tests, evaluations, and studies that support an efficient, productive, and cost-effective National

Airspace System (NAS). These efforts will include activities related testing and evaluating UAS technologies for airports.

The scope of the contract includes the following task areas:

Task Area 1: UAS Detection and Mitigation Technologies/Systems

Task Area 2: UAS Airport Applications

The Task Areas may use different FAA account sources to fund the research in this contract statement of work (SOW). The FAA may add additional Task Areas to this SOW, within the general scope of UAS detection technologies and airport applications, during the period of performance (POP) of this contract.

1. TASK AREA BACKGROUND

1.1. Task Area 1: UAS Detection and Mitigation Technologies/Systems

The FAA Reauthorization Act of 2018, Section 383(a), AIRPORT SAFETY AND AIRSPACE HAZARD MITIGATION AND ENFORCEMENT (Public Law 115-254, Oct. 5, 2018) established as section 44810 in title 49 U.S.C., directs the FAA to work with the Department of Defense (DoD) and Department of Homeland Security (DHS) and the heads of other relevant Federal departments and agencies for the purpose of ensuring that technologies or systems that are developed, tested, or deployed by Federal departments and agencies to detect and mitigate potential risks posed by errant or hostile UAS operations do not adversely impact or interfere with safe airport operations, navigation, air traffic services, or the safe and efficient operation of the NAS. In addition, it also directs the FAA to develop a plan for the certification, permitting, authorizing, or allowing of the deployment of detection and mitigation technology or systems in the airport environment. It further requires the FAA to test UAS detection and mitigation technologies/systems at five airports. The FAA is addressing the Congressional mandate through a five-phased approach. Phase 1 is being conducted by FAA ATR and is titled the ‘Airport UAS Detection and Mitigation Research Program.’

For the purposes of this research program, research will primarily be conducted at the Atlantic City International Airport (ACY) collocated next to the FAA’s William J. Hughes Technical Center, New Jersey, where environmental impacts, electronic interference, and other factors can be closely monitored and accounted for in the performance analysis. The FAA will initially test and evaluate different technologies and systems to develop baseline information at ACY. Upon completion of the test and evaluation of the technologies and systems, the FAA will deploy selected technologies and/or systems to the four (or more) hosting airports in order to further test and evaluate them in unique airport environments, and to validate the data collected at ACY. The FAA will use the baseline performance data collected at ACY to help determine whether and to what extent other airport variables (e.g., geography, noise, interference, proximity to metropolitan areas, airport infrastructure, etc.) impact the performance of each technology and system.

The FAA recognizes the fast rate of change in the UAS detection and mitigation technology ecosystem and is poised to conduct a series of operational evaluations to analyze performance characteristics of those technologies in the airport environment. The FAA intends to evaluate at least 10 technologies/systems that have the ability to detect and/or mitigate UAS in a civil airport environment. Systems may incorporate several different types of technologies such as radar, radio frequency (RF), electro optical/infrared, acoustic, cellular, or a combination of these technologies. The FAA, when possible, will evaluate each technology separately, and collectively as a system. The FAA will work closely with air traffic and other ACY stakeholders to ensure safety of operations during the testing.

The FAA’s Air Traffic Organization (ATO) Safety Management System (SMS) Safety Risk Management (SRM) process will be followed, and proper mitigations developed to address any identified hazards. This will ensure the safety of air traffic control (ATC) and airport operations while still gathering necessary technical data to support testing.

Installing and evaluating each technology/system at ACY will generate data that will provide draft technical performance standards and baseline conditions. After completing a thorough evaluation at ACY, a technology/system will be deployed to one of four (or more) other airports for validation and to collect additional data. In addition, during UAS detection and mitigation technology/system validation at other airports, the FAA and airport stakeholders may assess system usability, validate requirements, and potentially support law enforcement response exercises to detections in the airport environment, as conducted by other federal partners. Data and activities associated with this effort may be used by the FAA for other agency initiatives. Examples may include concepts of operations for UAS Remote Identification and other NAS integration.

Ultimately, this effort will culminate in plan for certification, permitting, authorizing, or allowing deployment of technologies/systems with DRAFT technical performance standards and best practices for the selection and deployment of UAS detection and mitigation technologies/systems in the airport environment. In addition, this effort will also help inform airports and Federal and State agencies of technical, operational, and safety considerations associated with selecting and deploying UAS detection and mitigation technologies/systems, and define usability requirements and responses within the vicinity of an airport.

1.2. Task Area 2: UAS Airport Applications

The continuous evolution of UAS has stimulated interest among airport operators for various airfield applications.

Today’s UAS are autonomous to execute complex flight patterns with minimal input from remote pilots and boast safety features including automatic return functionality, collision-avoidance, etc. High-resolution cameras and other advanced sensors provide real-time data at heights, distances, and angles never before possible.

Historically, airfield activities such as obstruction analysis, pavement inspection, wildlife hazard management, perimeter security inspections, emergency response, and other airport safety/engineering related applications have primarily been conducted on the ground. However, aerial observations and measurements offer opportunities to increase the efficiency of routine assessments, as well as an unprecedented viewpoint during emergencies. The gradual integration of UAS and modern airborne sensors and geospatial data analytics into the airport environment could supplement or even replace the need for many ground-based procedures.

In cooperation with the FAA Office of Airports, ATR is working to enable the safe, reliable, and effective integration of UAS into the airport environment. Chief among outcomes of this effort is conducting research, testing, and evaluations to identify suitable technologies, performance specifications, and standard and repeatable guidance (e.g. processes, procedures, considerations, etc.) for each unique UAS airport application. The outcomes of this research will assist with creating/updating FAA guidance documentation for UAS integration at our nation’s airports. Data and activities associated with this effort may be used by the FAA for other agency initiatives.

Examples may include concepts of operations for UAS Remote Identification and other NAS integration.

The FAA’s Office of Airports and ATR have initially identified seven-core applications for UAS in the airport environment, listed in order of priority:

1. Obstruction Analysis – Identifying obstructions that are penetrating an airport’s imaginary surface(s).

2. Airfield Pavement Inspections – Collecting data to supplement traditional (visual) airport pavement inspections.

3. Wildlife Hazard Management – Dispersing wildlife and monitoring/surveying wildlife and habitat/attractants on and within the vicinity of an airport.

4. Perimeter Security – Inspecting an airport fence line for anomalies, searching for possible intruders, and responding to emergencies.

5. Aircraft Rescue and Firefighting (ARFF) – Providing incident commanders with live monitoring capabilities for increased situational awareness and to document an accident/incident scene.

6. Other Airport Safety/Engineering Related Applications - ATR is continuously evaluating additional UAS airport applications / programs to include in their research portfolio.

7. UAS Airport Safety and Standards Operations Support - FAA Airports Safety and Standards and research support functions in integrating UAS into airport operations.

2. GENERAL REQUIREMENTS

The Contractor must provide the necessary program management and technical expertise necessary to accomplish the specific requirements in the Task Areas included in this SOW. The Contractor personnel must perform project management, engineering, field installations, maintenance, and writing technical documents. The Contractor personnel must have the ability to conduct research, testing, and evaluation activities without supervision/direction.

The Contractor personnel must have and maintain a U.S. driver’s license and Passport. The Contractor personnel must have the ability to obtain and maintain an airport security badge (with driving privileges on the airport movement and non-movement areas) at ACY and other airports. Further instructions and information on obtaining an ACY security badge can be found at https://www.sjta.com/acairport/employ_services_badges.asp. The Contractor personnel will be deploying, monitoring, troubleshooting, and removing complex equipment on an airfield. The Contractor personnel will be required to travel frequently to multiple airports, testing/evaluation locations, and for meetings. The Contractor personnel will be required to work beyond and outside a normal working schedule at various times to accomplish the Task Areas and their subsequent subtasks in the SOW. The Contractor personnel must be on site to support research activities at the FAA’s William J. Hughes Technical Center, NJ within 30 minutes of the request from the FAA. The FAA reserves the right to select which labor categories are on-site or off-site on each Task Order, depending on research requirements. The FAA will not reimburse the Contractor for travel expenses incurred to meet or work at the FAA William J. Hughes Technical Center, or areas considered local travel around the FAA William J. Hughes Technical Center.

The Contractor must provide a Program Manager and two (2) Technical Project Managers/Task Managers whose responsibilities include, but are not limited to: performing the day-to-day and long-term program/project planning/execution, managing personnel, budgeting, scheduling, setting up regular meetings, establishing/managing subcontracts, conducting administrative duties, and reporting of the work to be performed by the personnel under the requirements of this SOW. Each Technical Project Manager/Task Manager will be responsible for an individual Task Area, and act as an alternate to the other Task Area. The Program Manager and Technical Project Managers/Task Managers must be employed by the Prime Contractor and located within fifty (50) miles of the William J. Hughes Technical Center, NJ (WJHTC) and must respond to schedule or unscheduled meeting at the WJHTC within one hour of notification from an authorized FAA representative. Travel to the WJHTC by the Program Manager and Technical Project/Task Managers will not be authorized for reimbursement. All other Key Personnel delineated in Section 9 of this SOW may be employed by either the Prime Contractor or one of their https://www.sjta.com/acairport/employ_services_badges.asp subcontractors/teaming partners

The Contractor must provide project management, engineering, field installations, network solutions, data analysis with geographic information systems (GIS), technical writing, and work in an airport operations environment, including the air operations area (AOA). The Contractor must conduct research, testing, and evaluation activities without supervision/direction. The Contractor must have experience with managing a diverse, complex, fast-paced, and highly visible program portfolio. The following requirements must be met by the Contractor:

· Must have knowledge and experience with deploying, monitoring, troubleshooting, and removing complex equipment on an airfield.

· Must have a proficient knowledge and understanding of the NAS, Title 14 Code of Federal Regulations (CFR) Part 139 - Certification of Airports, FAA Advisory Circulars, FAA Orders, FAA CertAlerts, FAA Engineering Briefs, other FAA Guidance Documents, FAA Air Traffic Policies and Procedures, and the airport operations environment, including the AOA.

· Must be proficient and knowledgeable in UAS operations, and hold/maintain a current 14 CFR Part 107 remote pilot airman certificate, for UAS.

· Must have a scalable workforce able to meet the work requirements as they potentially shrink or expand to keep pace with the work demand.

To fully support and accomplish the Task Areas and subsequent subtasks of the SOW, the Contractor must have multiple skill sets, areas of discipline, labor force, and areas of expertise. The specific requirements discussed in this SOW will require multiple teams to test at different locations, simultaneously. Reference Attachment B for a list of detailed labor category definitions and levels that the FAA considers appropriate for this effort. Other positions may be required at the discretion of the FAA.

The Contractor is responsible for managing and controlling all subcontracts to ensure work performance is in accordance with the standards set forth in this contract. Work must be performed as required by task orders issued under this contract. The task orders will identify the scope, specific requirements, and deliverable items. All task orders will be issued in accordance with Section G of this SIR

2.1 Program Management Review

The Contractor must meet quarterly with the FAA Program Management Office (PMO) and contracting officer representative(s) (COR) for a Program Management Review (PMR) at the William J. Hughes Technical Center or a mutually agreed upon location when directed by the COR. The Contractor’s PMR must include discussion of the following:

1. Contract/Task Order Information;

2. Financial Summary;

3. Task Order Staffing Summary;

4. Performance Summary;

5. Accomplishments;

6. Action Item Summary; and

7. Subcontractor Status, if any.

The Contractor must provide all PMR materials at least five (5) business days prior to the scheduled meeting. The Contractor must prepare and deliver PMR minutes including action items, issues, resolutions or specific FAA instructions no later than five (5) business days after the meeting.

2.2 Technician Requirements

Technicians under this SOW will be required to perform a variety of tasks including, but not limited to, welding, fabricating, electrical tasks, mechanical tasks, carpentry tasks, installation of sensors, sketch diagrams, and troubleshooting. Examples of welding types used in fabrication projects may include metal inert gas (MIG), tungsten inert gas (TIG), and shielded metal arc welding (SMAW) known as “Stick”, welding. Fabrication tasks may include the use of Government equipment such as drill presses, metal breaks, lathes, metal punches, hand & power tools, and other common metal fabricating equipment. Electrical tasks will include but are not limited to 120/240 VAC work or higher, 12/24 VAC/VDC work, wiring sensors, data acquisition systems, solid state relays, constant current circuits, electrical troubleshooting, understanding circuitry & electrical theory, etc. Mechanical tasks may include but are not limited to the operation of various pieces of equipment, operation of small engine equipment, fixing/troubleshooting issues with equipment, and other similar tasks. Technicians must setup and tow a variety of FAA trailers for task order requirements. Forklift and man lift operation will also be required with annual training being performed in-house by FAA Safety Office personnel. Other on-the-job training such as fall protection, CPR and confined space operations may also be provided by the FAA Safety Office.

2.3 Work Outside Regular Hours

Except as may otherwise be specified, all work must be performed during the Government's regular working hours of 6:00 am – 6:00 pm, Monday through Friday excluding Federal holidays. If the Contractor has to work on Saturday, Sunday, Federal holidays, or outside regular working hours, prior approval must be obtained in writing from the COR giving at least 48 hours before work is required. Upon approval from the COR, if work is required outside of the regular work hours, the Contractor may allow comparable time off to keep the hours to a normal 40 hour work week, which can also be averaged out over multiple weeks when necessary, so that there will be no additional charge to the Government.

2.4 Transition Planning

A smooth and orderly transition between Contractor and any predecessor or successor Contractor(s) is necessary to assure minimum disruption to vital Government business. The Contractor must provide phase-in, phase-out services for any work that may be transitioned to a successor Contractor for up to 60 days prior to a Task Order and/or contract expiration date. The Contractor Program Manager will coordinate this effort. This will include personnel transition as well as any work-specific transition and the transition of any Government furnished property (GFP), equipment, data, software, etc.

2.3.1 Transition-In Planning

To ensure a smooth transition in work effort from the current contract to this contract, the Contractor must transition in accordance with the transition-in plan submitted as part of their successful technical proposal – to include any mutually agreed upon revisions that may be made based on discussions during the post award contract kick-off meeting. The first 30 days after the contract award date will be considered a Transition-In period. During this Transition-In period, the Contractor must use this time to implement operating procedures described in their Transition-In Plan. The Contractor will have access to facilities to familiarize the Contractor’s supervisors, key personnel, and staff with equipment, reporting, work scheduling, and procedures. Contractor personnel may observe the performance of services defined within this contract during the Transition-In period. However, the Contractor’s actions to staff personnel and established procedures must not interrupt services at any time during this period.

The Contractor must prepare and deliver a Transition-In Plan that includes:

2.3.1.1 Management of post award contract kickoff meeting and process with the Government to enable a smooth transition from the incumbent contractor and/or to new contract.

2.3.1.2 Schedules and milestones for Transition-In activities

2.3.1.3 Risks management plan

2.3.1.4 UAS authorizations and waivers

2.3.1.5 Identification of personnel available during the Transition-In period

2.3.1.6 Staffing plan, to include onboarding process

2.3.1.7 Approach to achieving 100% staffing by the conclusion of the Transition-In period.

2.3.2 Transition-Out Plan and Execution

The Contractor must provide a Transition-Out Plan for COR approval 45 calendar days prior to the last day of a Task Order and/or contract, unless technical direction is given by the FAA to the Contractor to not provide a Transition-Out Plan. The FAA will use this Transition-Out Plan in the event the FAA awards a contract following this contract. If a follow-on contract is awarded to other than the Contractor, the Contractor must cooperate to the extent required to permit an orderly change over to the successor. During this Transition-Out period, the Contractor must provide support for all required tasks.

Approximately 15 business days prior to a Task Order and/or contract end date, the Contractor must provide the following:

2.3.2.1 All documentation as of the most recent version;

2.3.2.2 A final financial report;

2.3.2.3 A final status report that includes a projection of activities for the remainder of the Task Order and/or contract;

2.3.2.4 A closeout meeting with the FAA (details and participants to be determined by the FAA);

2.3.2.5 Return or transfer of data, disposition of equipment purchased using government funds, and any GFP to the FAA and/or successor;

2.3.2.6 The Contractor must return all FAA security badges to the COR by closeout of the Task Order and/or contract.

2.4. Contractor Provided Vehicles

The Contractor must supply two (2) 4-wheel drive company vehicles to accomplish the Task Areas of this contract.

· One (1) minimum ¾ ton crew cab pickup truck [e.g. Ram 3500, Ford F-250, or equivalent] and one (1) large full-size sport utility vehicle [e.g. Chevrolet Tahoe, Ford Expedition, or equivalent]

· Or, two (2) minimum ¾ ton crew cab pickup trucks. One of the pickup trucks must have a lockable bed cap.

The Contractor company vehicles must be ready for use within 120 days after the contract award. The Contractor is required to use their own company vehicles first prior to using a Government vehicle for transportation between buildings, picking up and delivering equipment/materials and travel to off-site locations. The vehicles are required to have the company logo clearly displayed on the vehicle, be properly equipped with tow hitch, markings, warning lights, insurance, and aviation two-way radio suitable for operating on an airport. The Contractor must meet any additional Atlantic City International Airport insurance and vehicle requirements. The vehicles must have successfully passed state inspection/emission requirements and have a current, valid registration. All markings, maintenance, repairs, fuel, insurance and registrations are the responsibility of the Contractor. Vehicles must be in good working order at all times. It is the Contractor’s responsibility to furnish a replacement vehicle(s) to ensure that the vehicle(s) are available at all times. All motor vehicles operated by the Contractor, its employees and sub-contractors and suppliers within the boundaries of the FAA William J. Hughes Technical Center's property must be registered with the FAA Security Office and owners will be required to demonstrate adequate liability insurance coverage. A currently valid State registration and Driver's license will be required for registration. Cost associated with these vehicles must not be directly charged to this contract.

2.5. Tools and Equipment

The FAA will provide tools and equipment necessary to accomplish the objectives of the specific task orders under this SOW. The Contractor must recommend tools, equipment, or specialty items to the FAA if they are required.

The Contractor is responsible for the safe use and care of FAA provided materials, tools and equipment as government furnished property (GFP).

2.6. Personal Protective Equipment

The Contractor must consider safety a key element of their daily tasks. The Contractor is responsible for supplying all Personal Protective Equipment (PPE) necessary to safely perform the requirements of the SOW. The Contractor must follow all applicable safety and occupational health guidance according to Occupational Safety and Health Administration (OSHA), FAA, and/or local jurisdictions. Examples of PPE include, but are not limited to, hard hats, gloves, goggles, safety shoes, safety glasses, welding helmets, face shields, fall protection equipment, environmental/weather appropriate apparel, and high visibility apparel while working on an airport. Cost associated with PPE must not be directly charged to this contract.

2.7. Communications, Briefings, Messaging

The Contractor must be able to develop professional communications products and program support materials in support of the FAA. As directed by the FAA, final products must be delivered to FAA in electronic, web-based, or traditional / print formats, and may include quick turnaround professional briefings, presentations, diagrams/illustrations, information pamphlets and other media, worksheets, program branding and templates, marketing materials, web-based communications, media outputs, etc., as needed for FAA. These products are often used for briefing during industry meetings, public outreach, briefing senior management, etc. The Contractor must determine the suitability of communications products and program materials for target audiences, update and review materials for consistency, and for format, flow, and structural integrity. The objective is to design and develop a highly informative and visually rich product under short turnarounds. The Contractor must have an in-depth understanding of FAA Office of Communications (AOC) branding guidelines, FAA plain language best practices, FAA Office of Information & Technology (AIT) standards, and experience in developing and outputting high quality products within short timeframes. The FAA will provide all necessary materials and sources for the development of such products.

The contractor must coordinate any public facing announcements related to supporting FAA research (e.g. press releases, social media posts, blog posts, interviews, etc.) with the FAA prior to publication. All public facing announcements must be reviewed and approved by the FAA.

3. SPECIFIC REQUIREMENTS

The section provides contract requirements for each Task Area to include listed subtask areas. Subtasks within Section 3 of this Statement of Work may come to completion and may be updated with new subtasks as new research requirements are received by the FAA. Individual task orders issued against this contract may provide additional task order specific requirements.

3.1. Task Area-1: UAS Detection and Mitigation Technologies/Systems. The FAA ATR Airports UAS Detection and Mitigation Research Program team will be coordinating and conducting evaluations of UAS detection and mitigation technologies/systems. In this Task Area, the Contractor must conduct site preparation, installation, research, testing, evaluations, assessments, data processing/analysis, outreach, literature reviews, etc. to support the test and evaluation of UAS detection and mitigation technologies/systems by the FAA and other federal partners with the goal of developing draft performance standards and guidance language that describes the selection, procurement, deployment, and management of UAS detection and mitigation technologies/systems in an airport environment. Data and activities associated with this effort may be used by the FAA for other agency initiatives.

Examples may include concepts of operations for UAS Remote Identification and other NAS integration.

This Task Area will require collaborating with other FAA lines of business, various government agencies, airports, vendors, other contractors, and subject matter experts (SME) that will support this project.

3.1.1. Subtask 1 – Program Support.

3.1.1.1. The Contractor must provide the support described in Section 2 GENERAL REQUIREMENTS of this this SOW to accomplish Task Area-1 and subsequent Subtasks.

3.1.1.2. The Contractor must perform the necessary program/project management tasks/activities to support this Subtask, which includes, but is not limited to:

3.1.1.2.1. Providing necessary and qualified personnel to support this Subtask.

3.1.1.2.2. Preparing and maintaining project schedules using project management tools.

3.1.1.2.3. Coordinating and collaborating with all parties involved in the research, testing, and evaluations of UAS detection and mitigation technologies/systems. This may include, but is not limited to: various FAA organizations, airport operators, other support contractors, other stakeholders, federal, state, or local governmental organizations, security/law enforcement, vendors, etc.

3.1.1.2.4. Scheduling meetings and preparing/distributing meeting agendas, meeting minutes, and action items.

3.1.1.2.5. Providing status updates on Task Area related activities.

3.1.1.2.6. Preparing project plans, test plans, test scenarios (test cards), presentation materials, reports, program/safety related analyses, and other deliverables, requested by the Contracting Officer’s Representatives

(COR).

3.1.1.2.7. Providing and addressing edits/comments to reports, plans, and other documents and deliverables.

3.1.1.2.8. The Contractor must archive all information, minutes, notes, plans, drafts, data, software documentation, architecture documentation, etc. into a central location (i.e. depository, server, shared folders) that is available for the FAA and their collaborators. The Government will retain all rights to data and project documentation.

3.1.1.3. The Contractor must support the FAA with UAS detection and mitigation technology/system research, testing, and evaluation efforts at ACY and additional airports and additional sites which are to be determined.

3.1.1.3.1. The Contractor must prepare and execute project plans, test plans, and test cards. Test cards may be repeated several times, as needed.

3.1.1.3.2. The Contractor must develop ‘performance specifications’ and a geospatial analytical framework for each type of UAS detection and mitigation technology.

3.1.1.3.3. The Contractor must perform planning and coordination efforts in preparation for the deployment, testing, and evaluation of UAS detection and mitigation technologies/systems at ACY and other airport locations.

This includes participating in airport site surveys and determining the necessary authorizations and permits necessary to deploy, test, and evaluate UAS detection and mitigation technologies/systems, at airport locations.

3.1.1.3.3.1. The Contractor must perform, support, and document a hazard/risk analysis/assessment and other safety related analyses/assessment prior to conducting UAS detection and mitigation testing/evaluations. (e.g. SRM)

3.1.1.3.3.2. The Contractor must perform, support, and document spectrum interference testing at each airport, prior to the commencement of UAS detection and mitigation testing/evaluations.

3.1.1.3.4. The Contractor must assist the FAA in developing a methodology and ranking criteria for choosing UAS platforms for testing and evaluating against UAS detection and mitigation technologies and systems.

3.1.1.3.5. The Contractor must assist the FAA and each UAS detection and mitigation technology and system vendor with deploying, operating, maintaining, monitoring, troubleshooting, collecting data, and removing technologies/systems, at each airport location.

3.1.1.3.6. The Contractor must support, test, and evaluate the performance capabilities of each UAS detection and mitigation technology/system.

3.1.1.3.6.1. The Contractor must review, analyze, and report on the data collected during the test and evaluation period.

3.1.1.3.6.2. The Contractor must assist the FAA in developing objective criteria and metrics for testing/evaluating each of the UAS detection and mitigation technology/system tested at ACY and other airport locations.

3.1.1.3.6.3. The Contractor must perform an analysis of the UAS detection technology and system to determine accuracy compared to the UAS flights. The analysis must use geographic information system (GIS) mapping for analysis to determine levels of confidence/accuracy.

3.1.1.3.6.4. The Contractor must determine a data management or network system that must include hardware, software, network infrastructure and architecture, and processes necessary for configuration management including collecting, managing, and analyzing all the data gathered during testing and evaluation. The data management system will be isolated from the FAA administrative internal network infrastructure. This will require a local data management system at the FAA Technical Center, and the ability to remotely access and/or transfer data from other technologies/systems at airport participating during the testing and evaluations.

3.1.1.4. The Contractor must participate in UAS detection and mitigation technology demonstrations (sometimes with short notice), as requested by the COR.

3.1.1.5. The Contractor may be asked to participate in other agencies UAS detection and mitigation testing and evaluations, demonstrations, and/or operations.

3.1.1.6. The Contractor must document all necessary information to support this Task Area.

3.1.1.7. The Contractor must continually review and analyze the data being collected and processed and prepare draft information, or other guidance document that describes the performance specifications, selection, rules of procurement, deployment, and management of UAS detection and mitigation technologies and systems in the airport environment. The FAA and the Contractor will collaborate to develop the factors that must be considered when choosing the proper system for a given set of airport conditions and requirements from the field-testing and evaluations. The Contractor must support research efforts to refine the performance standards for airport UAS detection and mitigation technologies and systems. They must also capture lessons learned on the process and considerations of installing a system in the location best suited to maximizing system capabilities, and detail any impacts to navigational aids, visual aids, and other airport equipment that is discovered during the test and evaluation efforts. Lastly, through longitudinal operations of multiple technologies and systems at multiple airports, the Contractor must prepare guidance for best practices to manage the effective use of UAS detection and mitigation technologies and systems to secure the airport and ensure fundamental principles of safety risk management are followed.

3.1.2. Subtask 2 – Revise Documents/Deliverables. The FAA ATR often submits documents and deliverables to the FAA Office of Airports or other FAA organizations for review prior to publishing such as a Presentation, Final Report, Technical Note, or Draft Document. It can take several weeks or months before FAA ATR receives feedback or recommended changes to these documents or deliverables. The purpose of this Subtask is for the Contractor to revisit previous documents and deliverables, and revise the document based on the FAA feedback.

Technical Direction will be provided to the Contractor to revise a document. The Contractor will submit a revised document as a new deliverable.

3.1.3. Subtask 3 – UAS Flight Program. The Contractor must provide the following UAS flight program operations and services to this Task Area.

3.1.3.1. The Contractor must provide certified, current, and proficient UAS pilots on various UAS platforms, from different manufacturers and countries of origin. UAS pilots must be certificated under Title 14 CFR Part 107, Small Unmanned Aircraft Systems.

3.1.3.1.1. The Contractor must provide various types of UAS platforms which include, but are not limited to:

rotorcraft, fixed wing, hybrid, ornithopter, or other emerging platforms. The Contractor must provide pilots that are cross trained and proficient on all platforms. The UAS platforms will be provided as a service and will not be transferred to the FAA as Government Furnished Equipment nor with the FAA retain any of the UAS platforms utilized in support of this contract.

3.1.3.2. Contractor must provide pilots and UAS platforms to be made available to the FAA, according to test plans and upon FAA request, to meet the requirements in this Task Area.

3.1.3.2.1. The Contractor must be knowledgeable and up-to-date on new and emerging UAS platforms and payloads and sensors that may be tested and evaluated against UAS detection and mitigation technologies/systems.

3.1.3.2.2. The Contractor must assess UAS flight position information relative to the UAS detection technology/system target detections during testing and evaluation utilizing geospatial data analytics. Geospatial analytics will be used to develop visual representations of the system performance and will be aggregated to derive operational performance standards and guidance to airports.

3.1.3.2.3. The Contractor must provide duplicate platforms and payloads, to meet the requirements in the test plans, and upon the request of the FAA.

3.1.3.2.4. The FAA will not be financially responsible for UAS platforms, payloads, and accessories that are lost, damaged, and/or stolen through performance of this contract, except UAS platforms that are specifically damaged during UAS mitigation technology testing where the objective is to disable the UAS platform according to the test plans.