SOLICITATION NOTICE
99 -- MARKET SURVEY NEXT GENERATION TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
- Notice Date
- 8/10/2009
- Notice Type
- Presolicitation
- Contracting Office
- Department of Transportation, Federal Aviation Administration (FAA), Headquarters, FEDERAL AVIATION ADMINISTRATION, AJA-47 HQ - FAA Headquarters (Washington, DC)
- ZIP Code
- 00000
- Solicitation Number
- 8612
- Response Due
- 9/11/2009
- Archive Date
- 9/26/2009
- Point of Contact
- Linwood Gillette, 202-493-4753<br />
- E-Mail Address
-
linwood.gillette@faa.gov
(linwood.gillette@faa.gov)
- Small Business Set-Aside
- N/A
- Description
- The Traffic Alert and Collision Avoidance System, TCAS II Version 7, known internationally as the Airborne Collision Avoidance System (ACAS II), was released in 1998 and incorporated significant operational and technical improvements over the previous version (6.04A). The International Civil Aviation Organization (ICAO) mandated ACAS II equipage in ANNEX 6, Part I, chapter 6.18 by January 1, 2003 for certain operators internationally. This mandate elevated ACAS II as the worldwide collision avoidance standard. It has recently been recognized that the current TCAS design may not be sufficiently flexible to adapt to the evolving National Airspace System (NAS), as reflected in the Joint Planning Development Office's (JPDO's) Next Generation Air Transportation System (NextGen) Concept of Operations, and the Operational Evolution Partnership's (OEP's) NextGen Solution Sets, as well as recent modifications that have been made to the TCAS logic. Many elements of the current TCAS design date from the 1970s and 1980s, and reflect older methods of airspace use (i.e. air traffic control provided separation based on radar data, rigid route structures, airborne surveillance of Mode C and Mode S transponders providing range and altitude but not a target's identity or intent, no performance-based flight profiles, and no situational awareness or separation tools in the cockpit). As a result, the current TCAS model may not be compatible with future NextGen envisioned procedures (i.e. continuous descent approaches (CDA), curved Required Navigation Performance (RNP) approaches, closely spaced parallel runways approaches, aircraft-based merging and spacing, closer parallel en route operations, lateral passing maneuvers in non-radar airspace) and additional collision avoidance functionality may need to be implemented as a means for addressing these envisioned shortfalls. As new procedures are developed to support NextGen, collision avoidance will need to evolve to work in concert with these procedures. In the near term, minor changes to TCAS may be sufficient to support smaller mid-term operational changes. However, it is likely that collision avoidance will evolve and become an integral part of an air-to-air systems capability; thus, the distinction between "collision avoidance" and "separation assurance" may become blurred as these systems evolve. The Draft Statement of work (SOW) shown below states the technical areas in which the contractor will support the Federal Aviation Administration. A Screening Information Request (SIR) is anticipating being released in the fall of 2009. We are considering use of a Cost Reimbursement, "Cost Plus Fixed Fee" type contract(s). The government estimate for this procurement is approximately $17 Million over a 5 year period.
- Web Link
-
FBO.gov Permalink
(https://www.fbo.gov/spg/DOT/FAA/HQ/8612/listing.html)
- Record
- SN01906004-W 20090812/090811001632-4dcdd448f63f1afa81a8c421a5bb202b (fbodaily.com)
- Source
-
FedBizOpps Link to This Notice
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