SOLICITATION NOTICE
A -- RUNWAY INCURSION PREVENTION
- Notice Date
- 7/23/2013
- Notice Type
- Presolicitation
- Contracting Office
- FEDERAL AVIATION ADMINISTRATION, AAQ-330 WA - FAA Headquarters (Washington, DC)
- ZIP Code
- 00000
- Solicitation Number
- 14673
- Response Due
- 8/23/2013
- Archive Date
- 8/23/2013
- Point of Contact
- Raymond Glembocki, raymond.glembocki@faa.gov, Phone: 202-267-3692
- E-Mail Address
-
Click here to email Raymond Glembocki
(raymond.glembocki@faa.gov)
- Small Business Set-Aside
- N/A
- Description
- 1. ANNOUNCEMENT In accordance with Federal Aviation Administration Acquisition Management System (AMS) Policy 3.2.1.2.1, this announcement is to conduct a Market Survey for the purpose of soliciting statements of interest and capabilities from interested responders. This announcement is NOT A SCREENING INFORMATION REQUEST (SIR) or REQUEST FOR PROPOSAL (RFP). Further, the Federal Aviation Administration is not seeking or accepting unsolicited proposals. This is not a replacement contract. At this time the nature of the competition has not been determined. This Market Survey is intended to evaluate existing technologies which may be applied, or enhanced through additional research, to prevent runway incursions. 2. BACKGROUND Runway Incursion (RI) prevention has long been at the top of Federal Aviation Administration (FAA) and National Transportation Safety Board (NTSB) action lists. In 2000 the NTSB issued Recommendation A-00-66 that states: Require, at all airports with scheduled passenger service, a ground movement safety system that will prevent runway incursions; the system should provide a direct warning capability to flight crews. In addition, demonstrate through computer simulations or other means that the system will, in fact, prevent incursions (A-00-66). RI prevention continues to be on the NTSB Top Ten List. Improve Safety of Airport Surface Operations appears on the 2013 list. The FAA s Runway Incursion Reduction Program (RIRP) has, since the issuance of the recommendation, conducted many R&D programs that included several prototype systems to address the recommendation. Some of the prototype systems are currently being replaced by FAA base lined programs as an element of the National Airspace System (NAS). The RIRP program has also conducted Human in-the Loop (HITL) simulations to meet the second half of the NTSB recommendation. The RIRP program has, for 13 years, conducted aircraft simulator scenarios that were mostly HITL tests to prove and validate that a proposed RI prevention system, procedure, or program would work and is the best of several alternatives proposed. Most RIRP concepts have addressed one or more of the following elements of indicating or alerting*: Provide surveillance of the airport surface to identify the presence and location of aircraft or surface vehicles; Develop safety logic to evaluate the interaction between any aircraft or vehicle on the airport surface; and Provide a means of annunciating (visual, aural, etc.) to a pilot or vehicle operator an indication of a possible RI. (* Indication may also mean alert or warning. Concepts for providing and displaying are all similar.) Many surveillance and other type systems which provide direct indications to the cockpit have been proposed, tested, rejected or adopted. They include: Surveillance: It may range from systems such as Airport Surface Detection Equipment Model X (ASDE-X), induction loops embedded in the airport surface, Automatic dependent surveillance-broadcast (ADS-B) or a simple video camera, all of which are under evaluation or in implementation. The FAA is looking into more ideas, and the emphasis is now on low cost solutions, and the ability of a system to be used at small-to- medium density airports. Annunciation: Any indication, alert, or warning of a runway incursion must be relayed directly to the cockpit, without requiring any interaction by air traffic controllers. Scheduled passenger service is also conducted at airports without an Airport Traffic Control Tower (ATCT). Most systems tested have invoked visual cues on the airport surface. Those systems include Runway Status Lights (RWSL), Final Approach Runway Occupancy Signal (FAROS), addressable message boards, as well as laser beams in the form of an X that appears before an aircraft. Audio and visual indications in the cockpit have also been proposed and tested. RI reduction initiatives must be part of, or at least integrated with the Next Generation (NextGen) system being implemented throughout the National Airspace System (NAS) in ordered to enhance safety and increase capacity. All indication and alerting systems must cooperate with or operate supplementary to existing safety systems (e.g. SMGCS and A-SMGCS), without causing confusion to vehicle operators and/or pilots. Initiatives should consider compatibility with international improvements such as Single European Sky ATM Research (SESAR). Even with NextGen fully implemented, aircraft equipage will be varied, and small-to-medium sized airports which may not be equipped with a surface surveillance system will still require RI prevention solutions. 3. PURPOSE The purpose of this Market Survey is to gather information to conduct possible future research dedicated to airport surface safety, to support or act in concert with, as appropriate, the transition to NextGen. This applied research will lead to recommendations for systems to provide information or indications about ongoing or potential RI incidents directly to the cockpit without any necessary or required interaction on the part of any air traffic control function. Any RI indications must be in real-time to be of benefit to a pilot, aircrew, or ground vehicle operator. The time difference between RI potential awareness and a life threatening incident could be a manner of only a few seconds. Proposed direct pilot indication solutions should address at least the following situations: Indication location: Indications which are located outside the cockpit (ground-based) or inside the cockpit. For example, ground-based indicators include airport surface lighting, markings, etc. Cockpit-based indicators include automated auditory alerts about runway conditions. Type of Indication information: Indication information about dynamic airport elements (e.g. other aircraft or vehicles) is known as active indication . Information about static airport elements (e.g. runways or taxiway intersections) is known as passive indication . Indication Purpose: Proposed indication solutions should either reduce preconditions for human errors or mitigate human error consequences. This differentiation is between error reduction and error mitigation. Unsafe preconditions in a system can cause operator errors which in turn can cause accidents. Alternatively, an auditory warning in the cockpit that would warn a departing aircraft about the presence of a second, intruding aircraft on the runway is intended to mitigate the consequences of an error that has already occurred. System(s) architecture should integrate direct pilot indication purpose and types using ground-based and/or cockpit-based indication technologies. The objective is to provide multiple and at least partly independent layers of protection against runway safety hazards should provide protection: Prior to and/or after the occurrence of human errors in the system; That is dependent and/or independent of cockpit equipage; and Dependent and/or independent of other airport traffic movements. 4. MANDATORY TECHNICAL REQUIREMENTS FOR RESPONSE In order to be considered responsive to this Markey Survey, respondents must provide the following technical descriptions of suggested concepts. Responses must spell out the concept, how it would improve RI reduction or elimination, and how it would interface with other NAS elements to include electronics, communications, lighting, and markings. Any concept must address and describe the science, technology, or engineering behind their proposed system or procedures to provide direct RI indications. For example, does the solution being proposed involve use of radar, cameras, acoustic sensing, etc? A vague statement like, another aircraft or vehicle will be depicted on a display in the cockpit is not acceptable. Any proposed system(s) or procedure(s) must consider existing instrumentation, displays, and other equipment now found in aircraft cockpits, especially those on the lower end of the technology scale. Concept maturity (ready to evaluate) and probability of successful detection are of high importance. Also, any system must perform with guidelines of low missed detection, low false alert, and low interference rates. Also describe any in-cockpit versus out-the-window issues (i.e. signs, lighting, radio signals to audio/visual feed, etc.). 5. CAPABILITY STATEMENT All responders must provide a Capability Statement that addresses the type of services provided by the respondent that demonstrate the ability to perform the services described in this Market Survey. 6. SUBMISSION FORMAT FormatQuantityAddress Electronic1 setRaymond.Glembocki@faa.gov OR Hard copy1 originalRaymond Glembocki Contract Specialist Federal Aviation Administration 800 Independence Ave. SW, Room 335 Washington, DC. 20591 Electronic submission is preferred and should be in either Microsoft Word format or Portable Document Format (PDF). Please note that the FAA e-mail server restricts file size to 10MB per email message, therefore, submissions may have to be submitted in more than one e-mail in order to be received. All Submissions must be received by 2:00 p.m. Eastern Time on August 23, 2013. Submissions (one per company) are to be provided on company letterhead must not exceed 10 typewritten pages using a type font of not less than 11 point. Submission must include company point(s) of contact, telephone number(s), FAX number(s), E-mail addresses, and mailing addresses. 7. NOTES This Market Survey is for informational purposes only, is not intended to guarantee procurement of the services, and must not be construed as a commitment by the FAA to enter into a contract. The FAA is not liable for costs associated with the preparation, submittal of inquiries or responses for this Market Survey and will not reimburse the respondent for costs incurred in responding to this Market Survey. Responses will not be returned. Since this is a sources sought announcement, no evaluation letters and/or results will be issued to the respondents. No solicitation exists at this time. If a solicitation is issued, it will be announced on the FAA s Contract Opportunities web page. It is the respondent s responsibility to monitor this site for the release of the solicitation if any. If you're viewing this announcement from a source other than Federal Aviation Administration Contract Opportunities (FAACO), visit https://faaco.faa.gov/index.cfm/announcement/view/14673 to view the original announcement.
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- Record
- SN03124533-W 20130725/130723235358-bd314859050ef37ee38e19a7a8bb2c73 (fbodaily.com)
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