W9124A-17-T-0031.pdf

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W9124A-17-T-0031 01-Sep-2017

b. TELEPHONE NUMBER

533-1037

8. OFFER DUE DATE/LOCAL TIME

11:00 AM 14 Sep 2017

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CODE 10. THIS ACQUISITION IS

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TELEPHONE NO.

W9124A9. ISSUED BY

18b. SUBMIT INVOICES TO ADDRESS SHOWN IN BLOCK 18a. UNLESS BLOCK

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INFORMATION CALL:

a. NAME

MONICA GJERDE

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0010918873

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SMALL BUSINESSX

17a.CONTRACTOR/ CODE FACILITY

OFFEROR CODE

ACC-APG

GARRISON COMMERCIAL ACQUISITION

BUILDING 22208

FT HUACHUCA AZ 85613

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RATED ORDER UNDER

DPAS (15 CFR 700)

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TION UNLESS BLOCK IS

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14. METHOD OF SOLICITATION

RFQ IFB RFPX

GREG KLOTZ

ATC

BLDG 91248

FT HUACHUCA AZ 85613-6000

TEL: FAX:

(520) 538-6503FAX:

TEL: SERVICE-DISABLED

VETERAN-OWNED

SMALL BUSINESS

8(A)

HUBZONE SMALL

BUSINESS

SIZE STANDARD:

$32,500,000

NAICS:

488111

X

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DELIVER ALL ITEMS SET FORTH OR OTHERWISE IDENTIFIED ABOVE AND ON ANY

COPIES TO ISSUING OFFICE. CONTRACTOR AGREES TO FURNISH AND

EMAIL:

TEL:

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SCHEDULE OF SUPPLIES/ SERVICESITEM NO. QUANTITY UNIT UNIT PRICE AMOUNT

24.22.21.19.

WOMEN-OWNED SMALL BUSINESS (WOSB)

ELIGIBLE UNDER THE WOMEN-OWNED

SMALL BUSINESS PROGRAM

EDWOSB

32g. E-MAIL OF AUTHORIZED GOVERNMENT REPRESENTATIVE

SOLICITATION/CONTRACT/ORDER FOR COMMERCIAL ITEMS

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PAGE 2 OF44

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STANDARD FORM 1449 (REV. 2/2012) BACK

Prescribed by GSA – FAR (48 CFR) 53.212

AUTHORIZED FOR LOCAL REPRODUCTION

PREVIOUS EDITION IS NOT USABLE

SEE SCHEDULE

20.

SCHEDULE OF SUPPLIES/ SERVICES

21.

QUANTITY UNIT

22. 23.

UNIT PRICE

24.

AMOUNT

19.

ITEM NO.

W9124A-17-T-0031

Section SF 1449 - CONTINUATION SHEET

ITEM NO SUPPLIES/SERVICES QUANTITY UNIT UNIT PRICE AMOUNT

0001 1 Each Tower Simulator

FFP

MaxSim ATC Tower Simulator-DMAX240-S BRAND NAME OR EQUAL Turn-Key MaxSim ATC Tower Simulator – Consoles, displays, computers, mounts, head-sets and associated cabling. The tower simulator shall be compatible with Fort Huachuca's existing MaxSim PAR simulator. Compatibility requirements include: *The system shall have the ability to run native MaxSim scenarios. •The system shall have the ability to load existing airspace maps from the MaxSim PAR simulator. The system must be able to connect to the MaxSim PAR simulator via a local area network to enable both the tower and PAR operators to train within a common interoperable scenario. •The speech recognition system shall support non-standard ATC phraseology. The end user shall have the ability to add their own speech recognition commands and text to speech responses to the system. The end user must be able to assign the appropriate simulator behavior to each custom speech recognition command.

System Height 7’ System Width 15’ System Weight 600lb

SEE PERFORMANCE WORK STATEMENT

FOB: Destination

PURCHASE REQUEST NUMBER: 0010918873

NET AMT

SPECIAL INSTRUCTIONS

Any contract with the government requires registration in the System for Award Management (SAM) and must be register in ORCA at website https://www.sam.gov.

Please provide you’re DUNs, Cage Code and Tax ID number as part of your proposal.

Please total all CLIN’s on your quote/proposal to show total overall price and include the Freight on Board (FOB) lead time as well as any reinstatement charges that may apply.

Payment will be made through Wide Area Workflow (iRAPT) at completion of the job and after invoices have been submitted.

Please provide detailed drawings or specification sheets with your proposal if appropriate.

This requirement will be awarded as a Lowest Price Technically Acceptable (LPTA) contract.

Delivery Schedule:

The vendor selected must be able to deliver to Ft. Huachuca by delivery date specified after contract award. Request that the address labels containing the contract number be added to all shipping documents.

All offeror’s who need access to the military installation must come through the Main Gate (Van Deman) of Fort Huachuca, located at the corner of State Highway 90 Bypass and State Highway 90.

PERFORMANCE WORK STATMENT

ATC Simulation Fort Huachuca Air Traffic Control

1.0 INTRODUCTION

1.1 This document describes the configuration and plan for an air traffic control simulator for Libby Air Traffic Control. The simulator identified herein provides high fidelity tower training and an ATNAVICS radar training capability currently unavailable at Fort Huachuca. Initial Operating Capability (IOC) will, as a minimum, provide the tower simulation capability including 240 degree out of the window visuals, with ability to connect to the currently installed MaxSim ATNAVICS and FBPAR radar simulators for fully interoperable training within a common scenario and common Voice Communications (VCS) and voice recognition and response (VRR) system, The system includes 3 controller positions (Local, Ground, and Flight Data), 1 Instructor Station, airfield weather display, lighting display, 150 aircraft visual models, pseudo pilot, and supervisor/pilot positions.

2.0 BACKGROUND

2.1 Army air traffic controllers (ATC) are given the responsibility of ensuring the safe, orderly, expeditious flow of air traffic in and around Army airfields and civil airports during times of national emergency. This responsibility demands that our controllers maintain a high level of proficiency and are prepared to perform their air traffic control duties when called upon to do so.

2.2 For our Army soldiers to continue to fulfill their worldwide operational obligations to include the National Airspace System (NAS) and changing Army mission requirements, they must take advantage of current and proposed technological advances in simulation systems to enhance the quality of ATC training and proficiency maintenance. The simulation systems identified in this document will provide commonality and adherence with established DoD policy for simulation systems.

2.3 These simulators will ensure civil and military operations, emergency readiness training, and controller situational awareness training are realistic and meaningful. Failure to furnish the tools necessary to provide a quality ATC training package in keeping pace with today’s rapidly changing tower environment, will seriously impair Army ATC mission support capabilities and constrain the overall efficiency of the Army as part of a worldwide ATC system.

3.0 SCOPE

3.1 As providers of ATC tower services to both military and civilian aviation at locations worldwide, ATC is required to meet national standards for air traffic services established by the Federal Aviation Administration (FAA) and the International Civil Aviation Organization (ICAO). Libby ATC provides these services to a variety of aircraft in varying airspace complexities depending on location and Army mission requirements. The evolving Army mission and worldwide deployments have placed additional stress on the Army ATC training environment.

To ensure Army Air Traffic Controllers safely and expeditiously move aircraft to, from, and through their designated airspace, they must have the capability to train using realistic air traffic simulation.

3.2 This simulation will provide controllers with the tools necessary to improve situational awareness, decision making, and management of mixed-traffic environments, effective communications, and workload management.

Simulation exercises will ensure all tower trainees have the means to meet new training requirements and maintain a competent level of proficiency. The system must provide the controller with the information and support required to manage air traffic in both a tactical and fixed-base environment. This is necessary to ensure safe separation requirements are maintained between aircraft and obstacles, provide visually verifiable weather conditions, and accomplish expeditious and positive control of air traffic in a military control tower environment.

3.3 To fulfill the requirements listed above, the system must posses the following capabilities:

3.3.1 Visual display system, capable of a 240-degree representation of Libby airfield and environment as viewed from a Control Tower.

3.3.2 Visually and accurately depict a comprehensive selection of civil and military aircraft.

3.3.3 Accurately display aircraft so that they may be identified at distances consistent with that normally seen from an ATC perspective.

3.3.4 Accurately simulate all military and civilian aircraft maneuvers, profiles, and speeds.

3.3.5 Digitized voice communications between pseudo pilot and controller, controller and controller, controller and computer, computer and controller, and instructor and controller/pseudo pilot.

3.3.6 Digitized voice and data communications between controllers and adjacent facilities and/or simulation devices.

3.3.7 Process and display Tower radar information (TDW).

3.3.8 Process and display airport and weather conditions and information.

3.3.9 Monitor and control radio navigational aids and airfield lighting systems.

3.3.10 Provide a variety of display options for flexibility in integrating the device into existing tower configurations and available space.

3.3.11 System must be able to accept touch screen radio control panels.

3.3.12 System must be capable of integrating flight strip printing functionality.

3.3.13 System must have capability to interconnect without additional engineering with the currently installed MaxSim ATNAVICS and FBPAR radar simulator with interconnectivity for realistic radar handoff training.

3.3.14 System must have joint service training capabilities.

3.3.15 Must contain Air Traffic Controller console consistent with model and quality deployed throughout DoD and FAA simulation systems.

3.3.15 Simulator software baseline must be consistent with the Army Common Simulator (ACS) system of record.

3.3.16 Simulator must be capable of interconnectivity IDS/Visual Information Display System (AAAS).

3.4 The following capabilities are desirable at FOC and if not available at that time, the system must have the capability of easily adding these items:

3.4.1 The Simulator should simulate a GFE GPS receiver display for radio timing, recording to display accurate time, and to determine position location and navigation.

3.4.2 The GPS display should provide accurate timing for the following:

3.4.2.1 HAVEQUICK and HF NOE COMM radios

3.4.2.2 Voice recorder

3.4.2.3 Workstation clock(s) for Zulu and local time

3.4.2.4 Meteorological Sensors

3.4.3 The system should simulate meteorological sensor displays that provide airfield conditions.

3.4.4 The simulator should have the capability to simulate the digital measuring of the following:

3.4.4.1 Wind speed

3.4.4.2 Wind direction

3.4.4.3 Wind gusts

3.4.4.4 Local barometric pressure reading (QNH/QFE) measured in inches of mercury and millibars.

3.4.4.5 Temperature.

3.4.4.6 Density altitude.

3.4.5 The tower simulator should include a controller console for a minimum of three operators and a supervisor station with capability for a standalone ATNAVICS radar control console that supports 2 operators in an ASR / PAR configuration.

3.4.6 Each work station will provide a headset/handset override capability for the trainer. Handsets/headsets will be of the standard operational type such as Plantronics.

3.4.7 Each work station display should simulate unobstructed visibility of the aircraft ground movement area and the air traffic pattern from a standing or seated position.

3.4.8 The system should simulate a data display and control for each controller work station that will provide independent control of communications with aircraft, adjacent facilities, other positions within the airfield and other organizations for each of the controllers.

3.4.9 The simulated data display and control should provide access to and visibility of all simulated voice and control devices, current NAVAIDS monitors, the meteorological sensor display, and the clock. See the table below for the minimum items to be displayed and/or controlled at each workstation.

Communication Item Data Displayed and/or Controlled Radios Radio Status (each radio):

● Purpose or frequency label

● Transmit

● Monitor

● Off

● Flash when transmission received

Telephone/wireline Line Status (for each line):

● Purpose or number label

● Flash when ringing

● Activate

● Hold

● Deactivate/off

● Push-to-talk feature for each individual telephone/wireline

MMS ● Wind (in digital degrees and knots):

▪ direction

▪ speed

▪ gusts

● Local barometric pressure reading (QNA/QFE) measured in inches of mercury and millibars, displaying an altimeter setting corrected for field elevation.

● Temperature in digital Fahrenheit and Celsius

● Density Altitude, based upon field elevation and current temperature Clock Time (hours, minutes, and seconds in digital, operator-adjustable, 24-hour format):

● Zulu

● Local time

Intercom Intercom status (each or all workstation):

● Purpose or position label

● Flash when ringing

● Activate

● Hold

● Deactivate/off

3.5 The means of displaying this data should be touch-screen, flat panel displays. These displays should be non-glare, provide operator-adjustable intensity for use with the unaided eye, and allow the simulation of light discipline in a tactical environment.

3.6 The simulator should facilitate ample seating for all controllers and one supervisor to adequately perform their tasks. While seated, each controller should have unobstructed visibility of the display simulating aircraft ground movement area and the air traffic pattern.

3.7 The simulator should provide, at a minimum, a flight strip bay/holder capable of holding at least 20 FAA Form 7230-8 flight progress strips at the center controller position, accessible by all controllers.

4.0 TECHNICAL REQUIREMENTS

4.1 To achieve system effectiveness, the capabilities of the system must be measured against required ATC tower skills and radar control performance standards. The simulator will provide/display an accurate geo-specific 3D out-the-window (OTW) view as viewed from the ATC tower. Capabilities must include weather and seasonal environmental changes, accurately depict aircraft/vehicles and aircraft characteristics (to include unique airborne military and civilian profiles), accurately depict desired airfield environments, emulate airport/weather and radar informational data, and emulate standard tower communications capabilities.

4.1.1 The system must be capable of simulating the following situations:

4.1.1.1 Day and Night operations

4.1.1.2 VFR / SVFR / IFR operations with visual representation of the changing weather

4.1.1.3 Wind phenomena...crosswinds, wind shear, wind shifts etc.

4.1.1.4 Aircraft emergency conditions including lost communications.

4.1.1.5 Airspace violations such as an aircraft flying through the Class D without contacting the tower.

4.1.1.6 Aircraft on instrument approaches.

4.1.1.7 Must be able to provide all winter precipitation weather environments.

4.2 The simulator will allow for modular upgrades of hardware and software as technology evolves. The system must have an open architecture design and be compatible with existing Army aviation simulation systems.

Rationale: The simulator will replicate actual air traffic situations that occur between control towers, air traffic control radar facilities, and aircraft. The simulator will have an open architecture design to provide the needed flexibility in system configuration.

4.3 The simulator software must provide a comprehensive aircraft database of current U.S. military aircraft (including military fixed wing) in the inventory and a comprehensive database of civilian aircraft that controllers would typically be exposed to while performing their duties. The simulator system must have at least 90 percent of the DoD current aircraft inventory with an objective of 100 percent of the inventory. At a minimum the following aircraft must be accurately displayed: C-23, C-5, C-9, C-20, C-21, C-22, C-26, C-32, C-130, C-560, E-2, E-3, E-4, E-6, E-8, C-130, C-27, C-12, TUAS, SUAS, AH-64A, AH-64D, CH-47D, UH-60H, OH-58D, C-17, CV-22, AH- 1W, CH-46, MH-47, H-53, F-14, F-15, F-16, F-18, F-22, F-117, A-10, B-1, B-2, B-52H, KC-135, KC-10, A-10, HH-65, AH-6J, C-9, civil aircraft to include B727, B777, B747, B757,B737, B767, MD-80, MD-11, P-2, Bae-146, SEATS, SH-33, T-1, T-6, T-34, T-38, UC-35, A300, A320, A380, L-1011, DC-10, C172, C182, C210, C310, AC- 50, AC-90, M20, P28A, C-141, B1900, AT8, B350, C550, LJ50, AS50 UASs, Shadow, Hunter, MQ-9A, MQ-9B, MQ-9C, MQ-1C. The simulator must display calibrated aircraft visual recognition characteristics that the controller trainee can recognize at one mile. Aircraft performance characteristics must be affected by wind speed and direction both on the ground and in the air.

Rationale: The simulator must be able to display the majority of aircraft that a controller would be exposed to and provide realistic aircraft performance characteristics.

4.4 Software and configuration management must be fully documented. The simulator will allow for modular upgrades of hardware and software as technology evolves and as doctrine and tactics change.

Rationale: The simulator software must have the capability of modular upgrades of hardware and software to provide an inexpensive and timely upgrade to maintain a steady pace with evolving technology.

4.5 The system software must provide a database of commercial and military vehicles that are commonly seen in the airfield environment by air traffic controllers. As a threshold, the system database must contain the following 13 vehicles: pick-up, follow-me vehicle, barrier maintenance, and airfield lighting vehicles, airfield fire response vehicles (ambulance, fire truck, pickup), runway sweeper, snow plow, sedans, pavement maintenance vehicles, step van mowers and TOW vehicle. System software must allow vehicle recognition at one mile.

Rationale: The simulator must display vehicles that are commonly seen on the airfield in order to provide realism for training.

4.6 The system software must have the capability to program military aircraft performance, speed characteristics, and profiles. These are to include VFR patterns for small aircraft, helicopters, civilian aircraft performance standards that controller trainees are normally exposed to, such as parachute operations, formation flights and flight break-ups, 360 degree overhead pattern, rectangular patterns, re-entry patterns, straight-in approaches, and simulated flameout operation (SFO) procedures for jet aircraft (straight-in, high-key entry, low-key entry). It will also have the approximate speeds specified in aircraft specifications for the appropriate airframe. The system shall simultaneously display 150 moving objects (aircraft and vehicular) within the Local and Ground Controller’s total field of view.

Rationale: The simulator must have the additional capability of programming tactical approaches and variable pattern entry profiles to be able to evaluate users on diverse types of approaches. The system must be capable of providing a busy complex air traffic environment.

4.7 The system software must emulate military aircraft using precautionary (emergency) landings. As a minimum, the system must emulate an aircraft conducting a precautionary landing and stopping in realistic distances, emergency operations such as engine fires, smoke in the cockpit, and landing gear failures. Aircraft encountering an emergency shall respond and act appropriately to the specific emergency to include declaring the emergency on the assigned frequency.

Rationale: The simulator will include emergency scenarios that will prompt trainee responses to include rescue responses, maintenance responses and TOW vehicle responses in order to evaluate the user in making rapid decisions that impact other aircraft (e.g., aircraft go-around, break-out, or re-entry).

4.8 The tower simulator shall provide a visual display with field of view (FOV) of 33 degrees vertical by 240 degrees horizontal. The visual display must be visual horizontally through 360 degrees scalable and plus or minus 90 degrees scalable vertically. In addition to the slew capability the system shall also provide a minimum of 5 instantaneous programmable alternate views. There are situations that require another control position to view a different area of the airport without disrupting the out the window view. The system shall provide an additional visual display with a selectable horizontal field of view of at least 33 degrees. The resolution of this display shall be not less than 1920 x 1080 pixels and shall allow the controller to identify aircraft and ground vehicles moving or parked within the confines of the airfield. The Field of View (FOV) shall be visual through 360 degrees horizontally and plus or minus 90 degrees vertically.

Rationale: The simulator OTW FOV will be a representation of each local airfield environment, to include:

runway/taxiway configurations, base/airfield environment (ramps, aprons, windsock, navigational aids, etc.) local geography, terrain, natural feature representation, man-made features (hangars, post buildings, antennas, etc.) and obstacles as actually viewed from the tower to maximize trainee awareness and provide a realistic training environment. Alternate views allow training from the perspective of tactical tower systems alternate control facilities located on the airport. The additional visual display allows the ground controller and local controller to train simultaneously without disruption.

4.9 The system software must accurately depict/portray local airfield hazards to flight, to include: bird activity, UAS, gliders, or paradrops, major construction on airfield, lighting, hazardous material area, culverts, and pavement repair/replacement. As a minimum threshold, presentation of a local airfield hazard must include UAS activity, airfield lighting, paradrops, bird activity, major construction on airfield, and pavement repair/replacement with an objective of depicting all areas.

Rationale: Hazards must be accurately represented to portray realism in order to provoke a user response and/or relate exact occurrences of non-response.

4.10 The system must provide visual representation and programmable levels of weather phenomenon characteristic of the control tower geographical location that includes the following:

4.10.1 At a minimum, software must accurately portray frontal systems moving across the airfield and all associated weather phenomena, (e.g., dust, dust devils, blowing sand, rain squalls, snow, blowing snow, fires, smoke, etc., cloud formations and typical conditions associated with various cloud configurations, e .g., stratoform clouds yielding steady, light precipitation, and cumuliform clouds yielding showery and thunderstorm conditions. The simulator will include all types of inclement weather elements due to cloud formations, e.g., cloud-to-cloud lightning, cloud-to-ground lightning, and in-cloud lightning.

Rationale: The simulator must portray realistic changing weather phenomena in order to provoke a user response to these types of occurrences.

4.10.2 The system shall accurately display cloud ceilings at programmable intervals above ground level (AGL). The system shall display two ceiling layers simultaneously. The clouds shall be volumetric in that an aircraft flying through a cloud formation shall be obscured if they fly through the formation. The system will display variable ceilings at all altitudes and the capability to display clear, scattered, broken, and overcast sky conditions.

Rationale: The simulator must be able to portray varying cloud ceilings in order to provoke the user to respond to changing conditions.

4.10.3 The ability to display varying levels of visibility components to complement changing cloud conditions. As a minimum, software must display low visibility to include: fog, smoke, haze, rain, snow, smoke and haze (smog), drizzle, sleet, hail, dust, dust storms, sandstorms and any likely combination of the above. The system must allow selectable levels of visibility ranging from 0 to unlimited.

Rationale: The simulator must be able to display varying levels of visibility in order to evaluate a controller trainee’s response to visibility changes as in a realistic environment.

4.10.4 Simultaneously depict different sector visibility

Rationale: The simulator must display varying visibility to provide for a realistic tower environment and maintain controller trainee awareness.

4.10.5 Depict variable vertical visibility to reflect a difference between on ground level and tower.

Rationale: The simulator must display a varying vertical visibility to provide for a realistic tower environment and maintain controller trainee awareness.

4.10.6 The software must depict rapidly changing weather elements such as altimeter falling or rising rapidly, cloud ceiling, visibility and/or wind speeds rising and falling rapidly, with the objective of programming wide fluctuations in rate of accumulating precipitation such as that associated with snow squalls, thunderstorms, and frontal passages.

Rationale: The simulator must be able to display rapidly changing weather elements to evaluate a user’s responsiveness in coping with continuously changing weather elements.

4.10.7 The simulator system must represent wind information in association with visual references. Modeled wind elements must include wind direction and speed, wind gusts/shifts, and wind shear in the lowest 2000 feet of elevation above ground level. The objective is to include microburst wind conditions and tornado/waterspout activity.

Rationale: The simulator will be able to depict the representation of wind information both OTW and graphically in order to maximize controller trainee awareness of the wind direction and speed.

4.12 As a minimum, the software should accurately portray runway conditions and other surface conditions on movement areas during inclement weather and aircraft should, when requested, transmit a braking action report rating braking action as Good, Fair, Poor, or Nil.

Rationale: The simulator must be able to depict runway conditions so that the user may be evaluated on issuing the proper advisories.

4.13 The system must accurately emulate tower radar display information as related to an airport or airfield. The radar representation must be scalable from 2-60 NM miles in range, provide alpha-numeric representation of aircraft information (in-flight and pending), and provide local airfield radar map information. The radar display must provide weather processing display information in accordance with the National Weather Service (NWS) six calibrated levels of intensity.

Rationale: The simulator will be able to emulate a radar display in order to provoke a user response with additional radar targets, in association to visual traffic.

4.14 The system must accurately portray a full diurnal cycle for any time of year for the local environment including the display of varying levels of daylight, moonlight, and shadows. The simulator shall be able to replicate the full range of airport and tower lighting situations, to include simulation of “pull down shades.”

Rationale: The simulator must portray time passage in order for the controller trainee to react to a realistic tower environment. The simulator must provide the controller with the tools to manage natural lighting in the tower.

4.15 The system must provide a variety of airport and environmental status display options to be available continuously and include:

4.15.1 Wind indicators (digital), to indicate airdrome prevailing winds.

Rationale: The simulator must portray realistic wind elements as they are the basis for many control decisions and actions.

4.15.2 Altimeter display, to indicate current altimeter settings in concurrence with changing weather conditions.

Rationale: The simulator will have an altimeter display so that the controller trainee may be able to issue altimeter settings to pilots.

4.15.3 Runway light panel suite to include approach lights and varying levels of intensities, runway lighting and intensity levels, sequencing flashing lights (SFL), taxiway lights and Precision Approach Path Indicator lighting to applicable runways, Rotating Beacon, applicable obstruction lighting, and remote traffic light control switch as required.

Rationale: The simulator must simulate a runway light suite so that the user may be able to react to different tower situations and lighting requirements.

4.15.4 Must provide a weather display to receive and display the local weather observation provided by local airport or base weather service.

Rationale: The simulator will have a weather display monitor to evaluate the user’s ability to adapt to changing weather and initiate the proper response.

4.16 The system must provide a binocular view accessible to each control position. The simulator must simulate a binocular view for the purpose of verifying situations that are not easily recognizable to controllers (e.g., aircraft wheels down, FOD on runway, etc.). Binocular must have variable zoom capability. The binocular view may be an inset (picture-in-picture) on a view screen or display. The binocular view should not utilize a full channel of the visual display.

Rationale: The simulator must have binocular view in order to provide for a realistic tower environment.

4.17 The system must provide the following voice communication/recognition generation capabilities:

4.17.1 The voice recognition system shall translate student speech to keyboard characters compatible with the hardware architecture. The voice recognition system shall operate independently of the simulation software. The voice recognition should not require the controller to train the system on the individual voice pattern. Voice recognition must be capable of translation and adherence to ATC phraseology requirements IAW FAAO 7110.65 to include ground–to-air and air-to-ground communications recognition. Documentation to verify voice recognition that shall meet a single attempt 98 percent accuracy rate of acceptance with experienced controllers using correct doctrinal phraseology. The system shall operate in continuous speech mode, not requiring a pause between words or phrases. The voice recognition system must allow the end user to define non standard ATC phraseology and assign the appropriate simulator behavior and pilot response to the custom ATC command. The simulator shall automatically adjust aircraft flight path and vehicle direction in response to the controller commands, even if wrong commands are given e.g. “make short approach, extend downwind, turn right at X-ray, etc.” The system must be able to function and train students without the use of pseudo pilots. All simulated aircraft and ground vehicles must have synthetic voice capability. Aircraft and ground vehicles will initiate calls and respond to controllers realistically and appropriately. The synthetic voice system should offer a selection of gender and a range of accents.

Rationale: The simulator will have voice recognition capabilities. This function is needed in order to infuse realistic simulation scenarios, eliminate man-hours and decrease the student-instructor ratio.

The ability to add non standard ATC commands will allow the system to be used to provide controller training for scenarios containing Unmanned Aircraft Systems.

4.17.2 The voice communication system shall be multi-person capable and provide for pseudo-pilot operation. The system must provide at least 4 changeable channels (2 per control position). The system must also allow the return to computer control when required.

Rationale: The simulator will have a multi-person voice communication system in order for the individual users to operate the system without training the system per user.

4.18 The simulator must provide for training a combination of up to four student positions (e.g. two local controllers or two ground controllers or 1 local and 1 ground, Flight data):

4.18.1 Local Controller,

4.18.2 Ground Controller,

4.18.3 Flight Data and Supervisor

4.19 Each position shall be capable of independent training or all positions functioning together for crew training.

The system shall provide the capability for auto ground or auto local to provide individual position training.

4.20 The simulator shall provide one position to be used by the instructor. The instructor’s position shall have controls and displays to create, initiate, and conduct training exercises.

4.21 The system shall allow tasks such as ground and air routing, aircraft take-off, piloting, flying in traffic patterns, formation control, recovery of objects on or near runway, light control, and adding an aircraft or vehicle during a simulation.

Rationale: The simulator must have all positions to emulate an actual control tower environment and provide for individual or crew training with or without pseudo pilots.

4.22 The simulator must include all desktop equipment required for a fully functional simulation system.

4.23 The system shall have recording and playback capability for all oral and visual communications between controllers and users of ATC services. Recording capability shall be sufficient to record, playback, and store all scenarios for future use. Playback shall allow stop, rewind/replay and fast forward capability from any desired point in time. The system shall be capable of storing at least 500 scenarios with a capability of at least 250 targets in each scenario.

Rationale: The simulator will have a record and playback feature used to evaluate the student and to train and certify instructors.

4.24 The system must provide the user with a scenario generation/graphics modification tool for dynamic scenario generation and modification. The scenario/graphics tool must be user-friendly to permit adaptation by personnel, with little or no computer knowledge. The simulation system will include a stand alone scenario development station that allows the developer to build training scenarios at a location away from the actual simulator.

Rationale: The simulator will have a scenario generation/graphics modification tool in order for the instructors to create scenarios related to current or changing training doctrine. The stand alone scenario development station allows the developer to build scenarios without disrupting training or limiting the time the simulator is available for training.

4.25 Logistics and Readiness: Due to the nature of these operations combat support requirements are not applicable.

Where applicable, measures for operational availability, the frequency, and the duration of preventive and scheduled maintenance will be specified by contract. The system must be available for training at least 28 days a month with an operational availability of 98% or better.

4.26 Critical System Characteristics: The equipment should be compatible with other air traffic simulation systems within the Army, USMC, Air Force, and FAA. The equipment is neither required, nor expected, to operate in a nuclear, biological, or chemical environment. It does not require hardening from conventional or nuclear weapons.

Since the system is a simulator and not an operational system, it will not require security or safety measures above those currently employed. All application software will be developed in a programming language desired by the vendor, subject to government approval. System will be supported either by government agency or contractor throughout the life cycle of the system, as determined by the government.

4.27.1 The simulator power will originate from available commercial power. Power requirements must meet government standards.

4.27.2 The system must be electromagnetically compatible with other electronic equipment located at the installation site. For the purpose of future deployment, the system must not interfere / disrupt any operational system in use at ATC facilities. The system will not be environmentally stressed beyond what is stated in government compliance requirements. (e.g., sand, heat, humidity, salt air, etc.).

4.28 Program Support: The contractor shall propose a logistical support plan. This plan is intended to provide coverage on the software and hardware to ensure that the simulators purchased operate within expected parameters for a defined period of time. It should apply to the correction of faults in the system software and include upgrades or enhancements of the software or to the addition/modification of hardware or software interfaces.

4.29 Human Systems Integration (HSI)/MANPRINT: There shall not be an increase in manpower authorizations to operate the simulator. However, impacts on manpower authorizations to maintain and manage this system will be determined as the program matures. It is a requirement to field a system that does not create additional manpower authorization, increase skill levels or create new military occupational specialties (MOSs) to maintain this system.

Training, training support and training support materials shall be developed and be available for use prior to operational test and evaluation (OT&E). These training materials, developed by the contractor, will be delivered on read/write CDs.

4.30 Computer Resources: Each component of this simulator should be interoperable with other training simulator systems. The software support facility must be functional by system Initial Operational Capability (IOC), and must provide for updates and configuration management of all computer programs and data. System acquisition must include all software and graphic support tools necessary to maintain, modify, and upgrade the software after the system is deployed. All software will support a user-friendly operations and maintenance environment.

4.31 Other Logistics Considerations: There are no unique logistical requirements identified at this time. Technical data and supporting documentation shall be procured to support logistical requirements. The system (its inherent materials as well as its support requirements) must be supportable with regard to compliance with applicable federal, state, and local environmental and human health regulations. Strong consideration must be given to the protection of human health and the environment when selecting material that will result in the lowest cost over the complete life cycle of the system.

4.32 Basing: The installation of the simulator will be performed at Building 91251, Libby Army Airfield, Fort Huachuca, AZ. The simulator system will not require any additional or unique training facilities other than what are required IAW site survey requirements.

4.33 Standardization, Interoperability, and Commonality: The simulator system is required to primarily operate in a peacetime environment within the United States. To the maximum extent possible, standard off-the-shelf hardware will be used in the simulator.

4.34 Evaluation Criteria: The following factors will be part of the evaluation:

4.34.1 COTS Solution with an existing installation base.

4.34.2 Demonstrated willingness of Contractor to address recommendations after evaluation of IOC capability.

4.34.3 Contractors experience in supplying ATC simulators to the U.S. Government.

4.34.4 The demonstrated ability of the contractor to provide the above identified system performance requirements and delivery schedules.

5. DELIVERABLES

5.1 One (1) Air Traffic Control Tower Simulator w/ 240 degree horizontal and 33 degree vertical Out-the-Window (OTW) Field-of-View (FOV) including operating software, all required hardware, all third party software and licenses, and all capabilities and functionality described in section 5 above.

5.1.1 Development of one (1) geo-specific visual database (US only)

5.1.2 Five (5) additional visual databases

5.2 Delivery of the tower simulation systems at Building 91251,Libby Army Airfield, Fort Huachuca, AZ.

5.3 Operator and maintenance training courses for tower scenario development station

5.4 One (1) year full coverage warranty

5.5

5.6 Systems to be delivered within six (6) months of order

6. SUPPORTING INFORMATION

6.1 Joint interoperability with other agencies ATC simulation. The Army should use the same simulation the Air Force, Navy, Marines, and Federal Aviation Administration use. This will allow for interchangeable airfields databases, federal research and development dollars used to the fullest potential, upgrades bases on DoD doctrinal requirements, and all of DoD ATC training conducted to the same standard. Consistency to provide pre-deployment training of joint service operations.

6.1.2 Proven connectivity availability to existing Army aviation simulation suites.

6.1.3 The ability for tower simulator connectivity for both visual and voice to emulate a realistic training environment.

6.1.4 Proven systems used by all branches of the Department of Defense. Commonality with the Army's Common Simulator (ACS)

INSPECTION AND ACCEPTANCE TERMS

Supplies/services will be inspected/accepted at:

CLIN INSPECT AT INSPECT BY ACCEPT AT ACCEPT BY

0001 Destination Government Destination Government

DELIVERY INFORMATION

CLIN DELIVERY DATE QUANTITY SHIP TO ADDRESS DODAAC

0001 120 dys. ADC 1 GREG KLOTZ

ATC

BLDG 91248

FT HUACHUCA AZ 85613-6000

FOB: Destination

W91QUS

CLAUSES INCORPORATED BY REFERENCE

52.204-7 System for Award Management OCT 2016 52.204-9 Personal Identity Verification of Contractor Personnel JAN 2011 52.211-6 Brand Name or Equal AUG 1999 52.212-4 Contract Terms and Conditions--Commercial Items JAN 2017 52.219-6 Notice Of Total Small Business Set-Aside NOV 2011 52.219-14 Limitations On Subcontracting JAN 2017 52.229-3 Federal, State And Local Taxes FEB 2013 52.247-34 F.O.B. Destination NOV 1991 252.203-7000 Requirements Relating to Compensation of Former DoD

Officials

SEP 2011

252.203-7002 Requirement to Inform Employees of Whistleblower Rights SEP 2013 252.203-7005 Representation Relating to Compensation of Former DoD

Officials

NOV 2011

252.204-7004 Alt A System for Award Management Alternate A FEB 2014 252.204-7012 Safeguarding Covered Defense Information and Cyber

Incident Reporting

OCT 2016

252.211-7003 Item Unique Identification and Valuation MAR 2016 252.232-7003 Electronic Submission of Payment Requests and Receiving

Reports

JUN 2012

252.232-7010 Levies on Contract Payments DEC 2006 252.243-7001 Pricing Of Contract Modifications DEC 1991

CLAUSES INCORPORATED BY FULL TEXT

52.212-1 INSTRUCTIONS TO OFFERORS--COMMERCIAL ITEMS (JAN 2017)

(a) North American Industry Classification System (NAICS) code and small business size standard. The NAICS code and small business size standard for this acquisition appear in Block 10 of the solicitation cover sheet (SF 1449). However, the small business size standard for a concern which submits an offer in its own name, but which proposes to furnish an item which it did not itself manufacture, is 500 employees.

(b) Submission of offers. Submit signed and dated offers to the office specified in this solicitation at or before the exact time specified in this solicitation. Offers may be submitted on the SF 1449, letterhead stationery, or as otherwise specified in the solicitation. As a minimum, offers must show--

(1) The solicitation number;

(2) The time specified in the solicitation for receipt of offers;

(3) The name, address, and telephone number of the offeror;

(4) A technical description of the items being offered in sufficient detail to evaluate compliance with the requirements in the solicitation. This may include product literature, or other documents, if necessary;

(5) Terms of any express warranty;

(6) Price and any discount terms;

(7) "Remit to" address, if different than mailing address;

(8) A completed copy of the representations and certifications at FAR 52.212-3 (see FAR 52.212-3(b) for those representations and certifications that the offeror shall complete electronically);

(9) Acknowledgment of Solicitation Amendments;

(10) Past performance information, when included as an evaluation factor, to include recent and relevant contracts for the same or similar items and other references (including contract numbers, points of contact with telephone numbers and other relevant information); and

(11) If the offer is not submitted on the SF 1449, include a statement specifying the extent of agreement with all terms, conditions, and provisions included in the solicitation. Offers that fail to furnish required representations or information, or reject the terms and conditions of the solicitation may be excluded from consideration.

(c) Period for acceptance of offers. The offeror agrees to hold the prices in its offer firm for 30 calendar days from the date specified for receipt of offers, unless another time period is specified in an addendum to the solicitation.

(d) Product samples. When required by the solicitation, product samples shall be submitted at or prior to the time specified for receipt of offers. Unless otherwise specified in this solicitation, these samples shall be submitted at no expense to the Government, and returned at the sender's request and expense, unless they are destroyed during preaward testing.

(e) Multiple offers. Offerors are encouraged to submit multiple offers presenting alternative terms and conditions, including alternative line items (provided that the alternative line items are consistent with subpart 4.10 of the Federal Acquisition Regulation), or alternative commercial items for satisfying the requirements of this solicitation.

Each offer submitted will be evaluated separately.

(f) Late submissions, modifications, revisions, and withdrawals of offers:

(1) Offerors are responsible for submitting offers, and any modifications, revisions, or withdrawals, so as to reach the Government office designated in the solicitation by the time specified in the solicitation. If no time is specified in the solicitation, the time for receipt is 4:30 p.m., local time, for the designated Government office on the date that offers or revisions are due.

(2)(i) Any offer, modification, revision, or withdrawal of an offer received at the Government office designated in the solicitation after the exact time specified for receipt of offers is “late” and will not be considered unless it is received before award is made, the Contracting Officer determines that accepting the late offer would not unduly delay the acquisition; and--

(A) If it was transmitted through an electronic commerce method authorized by the solicitation, it was received at the initial point of entry to the Government infrastructure not later than 5:00 p.m. one working day prior to the date specified for receipt of offers; or

(B) There is acceptable evidence to establish that it was received at the Government installation designated for receipt of offers and was under the Government's control prior to the time set for receipt of offers; or

(C) If this solicitation is a request for proposals, it was the only proposal received.

(ii) However, a late modification of an otherwise successful offer, that makes its terms more favorable to the Government, will be considered at any time it is received and may be accepted.

(3) Acceptable evidence to establish the time of receipt at the Government installation includes the time/date stamp of that installation on the offer wrapper, other documentary evidence of receipt maintained by the installation, or oral testimony or statements of Government personnel.

(4) If an emergency or unanticipated event interrupts normal Government processes so that offers cannot be received at the Government office designated for receipt of offers by the exact time specified in the solicitation, and urgent Government requirements preclude amendment of the solicitation or other notice of an extension of the closing date, the time specified for receipt of offers will be deemed to be extended to the same time of day specified in the solicitation on the first work day on which normal Government processes resume.

(5) Offers may be withdrawn by written notice received at any time before the exact time set for receipt of offers.

Oral offers in response to oral…