SOURCES SOUGHT
61 -- Requesting information on integrating a secondary Uninterruptable Power Supply (UPS) for the OC-135B model aircraft.
- Notice Date
- 8/18/2010
- Notice Type
- Sources Sought
- NAICS
- 221122
— Electric Power Distribution
- Contracting Office
- Department of the Air Force, Air Force Materiel Command, Tinker OC-ALC - (Central Contracting), 3001 Staff Drive, Ste 1AG76A, Tinker AFB, Oklahoma, 73145-3015
- ZIP Code
- 73145-3015
- Solicitation Number
- FA8105-UninterruptablePowerSupply(UPS)
- Archive Date
- 9/17/2010
- Point of Contact
- Kjulonda L. Ogles, Phone: 4057399447
- E-Mail Address
-
kjulonda.ogles@tinker.af.mil
(kjulonda.ogles@tinker.af.mil)
- Small Business Set-Aside
- N/A
- Description
- Request for Information: The OC-ALC/ GKCK Contracting Office, Tinker AFB, OK, is requesting information on integrating a secondary Uninterruptable Power Supply (UPS) for the OC-135B model aircraft (Open Skies). PURPOSE The purpose of this RFI is to solicit industry for options of integrating a secondary UPS for the USAF OC-135B aircraft. The secondary UPS is a backup unit to the primary UPS. Only one UPS will be operational at any time. The secondary UPS will be powered through the aircraft's electrical system so that it will remain charged in the event that the primary is inoperable and the secondary is required for continued operation. BACKGROUND The secondary UPS is considered mission essential equipment and provides backup capabilities in the event of a failure in the primary UPS. Implementing a maintenance/failure recovery concept similar to the IDARMS would reduce maintenance time required to transfer IDARMS chassis electrical loads to the secondary UPS. TECHNICAL REQUIREMENTS: The UPS is manufactured by Nova electric (Cage code 3F5Z0). The part number used on the OC-135B is GRSL11-2K400-115-115-8349. The rail kit used to mount the UPS into the rack is part number GD CTS-120 and also manufactured by Nova electric. The additional part shall be mounted in an identical fashion to the primary. Ease of use should be a consideration when proposing a technical solution. The secondary UPS may electrically tie into the primary circuit so that the unit is not required to be relocated when the secondary is utilized. Safety is a primary concern and faults analysis must be performed for any integration. The secondary may remain isolated and physically relocated to the primary position when a failure occurs. Serially connecting and paralleling the UPS units is not a requirement of this effort, but will be considered if proposed. REDUNDANCY The integration of a secondary UPS into the aircraft wiring presents additional opportunities. While not a requirement, additional integration options will be considered. The primary requirement is to allow the secondary unit to be fully charged and ready for utilization in the event that the primary fails or becomes discharged. Currently there is no requirement for the additional capacity that a secondary unit would bring in a parallel setup. Redundancy is a key consideration that will contribute to the evaluation of the overall design. The current method employed does introduce a single point of failure by only having one UPS operational. This failure is easily rectified by swapping in the secondary unit with the primary unit in the IDARMS rack. However, since there is no charging mechanism currently onboard the aircraft and some units become discharged in the secondary position, this single point of failure could become a mission failure if the secondary UPS is not operational. A fully discharged UPS is not operational immediately and requires some charging time. Hence, the primary requirement is to provide a continuously available charging mechanism. The other requirement is redundancy. This requirement could be considered to be met by meeting the primary requirement. This would entail physically swapping the primary and secondary UPS units. The redundancy requirement could also be addressed by providing circuitry on the output of the secondary unit so that it is utilized when the primary fails. Redundancy of UPS systems can be divided into two types: serial redundancy (hot standby) and parallel redundancy (active connection). The UPS manufacturer recommends that the user consider serial redundancy over parallel redundancy due to reliability issues. If one of the parallel UPS units experiences a failure, it could "drag" the other unit down, resulting in complete loss of power to the system. Parallel redundancy will be considered if the solution proposed can adequately address reliability concerns. The hot standby option would allow for the secondary to provide power to the system in the event of a failure without having to physically manipulate the UPS chassis. Any design should address the concerns introduced by having a single point of failure. Another consideration would entail providing aircraft power directly to the system and bypassing the UPS units in the event of a catastrophic failure which disabled both units. The following hardware related activities would be required to integrate the secondary UPS into the IDARMS rack: • Conduct an evaluation of the current rack configuration to determine if other components will require relocation to accommodate the secondary UPS. Industry day will be coordinated sometime during the week of September 13-17 2010. The exact day, location and time will be provided at a later date. • Conduct a structural loads analysis to ensure the rack and mounting points can withstand the increased load. • Design and document all required mounting hardware and fasteners. • Fabricate any necessary piece parts. • Assemble required rail and mounting hardware kits The following electrical system related activities would be required to integrate the secondary UPS into the IDARMS rack. • Formalize the electrical loads analysis to ensure proper power capacity, proper circuit breaker protection, and associated wire gauge is either available or installed for safe operations. • Assemble required wire harness, C/B, and associated kit items. The contractor will also develop required a technical documentation package to include installation/modification drawings for fabrication and field level installation, wiring diagram updates, technical order updates, illustrated parts breakdown updates, and weight and balance data updates. OPERATING ENVIRONMENT: The OC-135B cargo compartment operating temperatures range from below freezing to over 100 degrees Fahrenheit. System must be explosion-proof, resistant to vibration, and approved for in-flight use. INTERFACE REQUIREMENTS: Primary power source should be aircraft power. The OC-135B has 115/200 volts AC, 400-hertz, three-phase and single phase electrical power available. There shall be no dissipated power from the secondary UPS so as to avoid complete battery discharge within UPS. Secondary UPS shall be oriented in same manner as primary. Electrical power is provided to the primary UPS circuit breaker at the Project Power Distribution J-Box, RJ5412, which is connected to the Main AC Power Panel, P15. TECHNICAL APPROACH: Please provide a brief high-level technical description of the proposed UPS system. Ideally, the technical approach should include a scenario illustrating the use of the proposed system. The approach should provide a means for the secondary UPS unit to remain charged during aircraft operation. Briefly address all potential risks. Describe the type of training that will be required to operate the proposed system. Briefly summarize how personnel would operate the system. COMPATIBILITY Explain system compatibility. Describe any limitations. ENVIRONMENTAL TESTING State the type of environmental testing that has been performed on the system. COST Provide the estimated cost or cost range of the proposed system, including low volume production numbers and high volume production numbers. All material costs will be incurred by contractor. The one exception is the UPS. The UPS will be Government furnished equipment (GFE). QUANTITY There are currently two OC-135B aircraft in the USAF inventory. A total of two kits will be required for this effort. AVAILABILITY Provide system availability information. Give information detailing if the equipment is available off-the-shelf immediately. If equipment is not available provide lead time for component acquisition. PAST PERFORMANCE Briefly explain any previous work you have done or are doing for military/civilian customers similar to what this RFI addresses (include demonstration information that supported that work). RESPONSE PLEASE PROVIDE AN ELECTRONIC OR HARDCOPY OF SUBMITTED INFORMATION TO THE POINT OF CONTACT ABOVE NO LATER THAN CLOSE OF BUSINESS 2 SEP 10. Documents must be formatted to 8.5 x 11" paper with type no smaller than 10 point font. Services to include research and development, technology insertions, system integrations, installation, fabrication/prototyping, testing/certification, aircraft ground/flight testing support, logistic support services, and engineering support. Contractors may use commercial products or existing government inventories to provide the best value solution using processes and practices to reduce cost and schedule and performance risk and to promote future competition for design upgrade and operational support costs. The information you provide may be used by the USAF to consider planning, program phasing and tailored technical requirements. Your inputs should not be restrictive or proprietary in any manner. Although the identification of contributing companies will not be divulged outside the Government, the Government reserves the right to use in whole or part any industry information that is received as a result of this RFI. Your participation in the RFI will not affect your company's position during any solicitation, nor will this RFI be used as criteria for the prequalification of respondents for future solicitations. Through this RFI the Air Force is soliciting information concerning mature or emerging technologies which meet the requirements. The primary selection criteria for all submissions will be the most practical system available to support the requirements. The Air Force reserves the right to select for award, any, part of, all, or none of the proposals received. The Air Force may or may not purchase any of the technology demonstrated. This RFI is an expression of interest only and does not obligate the Air Force to pay any proposal preparation and prototype costs or to award any contracts, grants, cooperative agreements, or other transactions. Offerors are advised that only Air Force Contracting Officers are legally authorized to commit the Government to the obligation of funds. Modification installation effort could be by the Government or contractor. ATTENTION: Contractor must be registered with Central Contractor Registration to be eligible for contract award or payment from any DOD activity. Information on registration and annual confirmation requirements may be obtained via the Internet at http://www.ccr.gov <http://www.ccr.gov/> or by calling 1-888-227-2423. Interested firms should include the following in their response: - Company Name and address - CAGE Codes (if available) - Point of Contact - Size of Business (i.e. Large/Small business, Small Disadvantaged Business, 8(a) concerns, Minority- owned business - U.S. or Foreign Owned Entity Submit response (along with any supporting documentation) directly to: OCALC/GKCK Attn: Kjulonda Ogles 3001 Staff Dr. STE 2AI 86A Tinker AFB, OK 73145-3020 Or, respondents may wish to respond to kjulonda.ogles@tinker.af.mil via electronic transmission (e-mail).
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