SOLICITATION NOTICE
99 -- LOCAL AREA AUGMENTATION SYSTEM (LAAS) RESEARCH
- Notice Date
- 4/8/2004
- Notice Type
- Solicitation Notice
- Contracting Office
- FEDERAL AVIATION ADMINISTRATION, ASU-310 FAA Headquarters (ASU)
- ZIP Code
- 00000
- Solicitation Number
- DTFAWA-04-C-00030
- Response Due
- 4/15/2004
- Archive Date
- 5/15/2004
- Point of Contact
- Darryl Anderson, (202)267-7699
- E-Mail Address
-
Email your questions to darryl.anderson@faa.gov
(darryl.anderson@faa.gov)
- Description
- This public announcement is being issued in accordance with the Federal Aviation Administration (FAA) Acquisition Management System (AMS) Section 3.2.2.4 to inform industry of the FAA???s intent to award a single source contract to Boeing Air Traffic Management (ATM). The single source contract will continue the modeling and analysis work for the Local Area Augmentation System (LAAS) to determine the feasibility of a CAT II/III satellite based system. The estimated Cost-Plus-Fixed-Fee (CPFF) for this effort will not exceed $7.0 million if all optional tasks are exercised. The period of performance for this contract is not expected to go beyond September 2005. The FAA established the LAAS program to replace the current ground based Instrument Landing System (ILS) with satellite-based technology. LAAS will use signals from the current GPS satellites and augment their accuracy to perform CAT II/III zero visibility landings for domestic and international flights. Key international integrity, continuity, and accuracy requirements must be verified before development of a LAAS CAT II/III landing system is undertaken. To accomplish this verification a multi-year research and development effort was started to determine how the requirements are allotted between the air and the ground components, and their vulnerability to intentional RF interference. In August 2003 Boeing collected airborne multipath data on their 777-300ER and 737-NG airframes. This data needs to be analyzed as to whether airborne multipath is properly characterized and can be certified for use to model other airframe types. The results will be used in error budgets to determine required accuracies, time to alarm, continuity, and integrity requirements. In addition, to verifying requirements, the terrorist incident at the World Trade Center on September 11, 2001, raised serious questions about the system???s vulnerability to intentional jamming. Until this potential or real vulnerability can be explored and the risk assessed or resolved, the current ILS will remain in operation. Boeing is the only U.S. manufacturer with the capability to characterize all Category III capable passenger aircraft. Boeing???s unique capabilities include: Their experience in FAA certification processes associated with GPS Landing Systems (GLS) certification. This experience is critical to derivation of error limits associated with requirements development. Boeing has direct and current experience with all aspects of CAT III capable passenger aircraft design, international certification, legacy auto-land flight-test programs (e.g. Instrument Landing System), and integration of FAA certified aircraft components (e.g. INS, radar altimeter, FMS, certified autopilot, etc.) with airframe. Also Boeing???s unique relationship with the airlines will allow the most efficient coordination for future NAS implementation of avionics necessary to develop CAT II/III GPS based landing system. No other U.S. contractor has or can obtain all of these capabilities. In the event the sole source justification is not approved the following adverse actions will occur: The loss of Government???s investment in terms of time and funding and the absence of long term tangible benefits to the aviation community. The Government???s loss of Boeing???s extensive modeling and substantial data collected using a commercial passenger aircraft. No other contractor is sufficiently knowledgeable in this area to attempt to duplicate Boeing???s effort using a commercial passenger aircraft. Further, the agency cannot make the same financial investment in another vendor to satisfy LAAS program requirements without significant schedule loss. Finally, much of the work performed is predicated upon aircraft data that is proprietary to Boeing and is not available in the commercial marketplace. The proprietary nature of the aircraft data is fundamental to the modeling analysis needed to complete tasks from previous government validation activities. Release of Boeing data to any competitor in design or manufacturing of any aircraft type could compromise Boeing aircraft proprietary information and design methods. As a result, neither the FAA nor its contractors can utilize the data or the plans to implement modeling with the data, and the work would have to be redone. Performing the above described analysis, characterization and certification is critical to the FAA???s decision whether airborne multipath can be used to model other airframe types and further development of a LAAS CAT II or III landing system. Boeing has demonstrated under the previous effort that it has the knowledge and resources to satisfy LAAS program requirements. Boeing ATM is the only viable source with the unique understanding and knowledge of the work to be performed. Therefore, the FAA has determined that it is in the best interest of the Government to make a single source award to Boeing ATM. Inquiries relative to this announcement are to be submitted in writing by regular mail or by email to the following: Federal Aviation Administration ATTN: Darryl Anderson, ASU-310 800 Independence Avenue, SW Washington, DC 20591 darryl.anderson@faa.gov The FAA is not liable for costs associated with the preparation and submittal of inquiries addressing this announcement. This is not a request for proposals.
- Web Link
-
FAA Contract Opportunities
(http://www.asu.faa.gov/faaco/index.htm)
- Record
- SN00562392-W 20040410/040408211853 (fbodaily.com)
- Source
-
FedBizOpps.gov Link to This Notice
(may not be valid after Archive Date)
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