MARKET SURVEY CAPABILITY ASSESSMENT FOR: FAA – Operational Analysis and Reporting System (OARS) - Response Due Date Extended

The purpose of this announcement is to extend the market survey response due date to November 25, 2016. This is a market survey for the above identified requirements. The responses to this market survey will be used for informational purposes only. This is not a screening information request or request for offers. The Federal Aviation Administration (FAA) is not seeking or accepting unsolicited proposals. The FAA is seeking interested sources that are capable of meeting the service delivery requirements associated with the Operational Analysis and Reporting System (OARS) program. The attached Initial Program Requirements Document (iPRD) and Concept of Operations (CONOPS) highlight the current operational concept and functional and performance requirements for OARS. The FAA’s Safety Management System (SMS) has established the need for improved consistency and accessibility to the data used to identify, analyze, and address safety risks. Additionally, the ATO has identified the need to continue moving towards a Service Oriented Architecture (SOA) as a way to improve its capability to efficiently analyze safety-related information. The Operational Analysis and Reporting System (OARS) will address these concerns. In support of the NextGen Implementation Plan and Joint Planning and Development Office (JPDO) Concept of Operations (CONOPS), the concept of OARS is the proposed solution for the NextGen Operational Improvement (OI) to analyze, assess, and mitigate NAS-wide safety risks with minimal impact to operations. Safety-related information will be collected, consolidated, shared, analyzed, and viewed in a manner such that all OARS users have a shared and consistent view of the safety of the NAS. OARS will create a single point to access data and functionality currently provided by the various legacy systems described below. In addition, OARS will create new functionality, including processed tracks, key performance indicators (KPIs), automatic access to data, querying across the safety domain, trend analysis, integrated system security, and single user logon/access. OARS will also enable users to create processed tracks. OARS Phase 1 will include solution planning, management, engineering, testing, and solution implementation activities and gradual operations and maintenance (O&M) transition. Subsequent phases (Phases 2 & 3) will introduce new functionality and enhancements to support more reliable and predictive safety analyses, real-time safety services, and modeling of NextGen functionality, as well as expand Phase 1 OARS capability to a wider range of facilities and users. Program policies, procedures, and governance will be further incorporated into OARS, thus providing a deeper understanding of existing hazards and controls. BACKGROUND: The Operational Analysis and Reporting System (OARS) Phase 1, formerly known as Safety Analysis System (SAS), is a proposed initiative which will address NextGen operational goals for safety analysis and reporting in order to provide immediate safety information (e.g., hazards, mitigations, performance monitoring), based on current and archived safety data, for a wide range of users which will increase the safety of NAS daily operations. Safety professionals will use analytical and visualization tools that incorporate standard measures, indices, trends, and thresholds for current issues to improve predictive, near real-time analytic capabilities and provide a deeper understanding of existing hazards and controls. The Air Traffic Organization (ATO) Safety Management System (SMS) is a multidisciplinary, integrated, and closed-loop framework used to help maintain safe and efficient air navigation services and infrastructure. The ATO SMS is comprised of four components: 1. Safety Policy: Establishes senior management’s commitment to continually improve safety; defines the methods, processes, and organizational structure needed to meet safety goals, 2. Safety Risk Management (SRM): Determines the need for, and adequacy of, new or revised risk controls based on the assessment of acceptable risk, 3. Safety Assurance (SA): Evaluates the continued effectiveness of implemented risk control strategies; supports the identification of new hazards, and 4. Safety Promotion: Includes training, communication, and other actions to create a positive safety culture within all levels of the workforce. SMS success is highly dependent on the accurate and timely collection and analysis of safety data in order to make smart, system-level, risk-based improvements. The ATO’s Safety and Technical Training (AJI) monitors and analyzes the safety of the National Airspace System (NAS) in accordance with the ATO SMS, and leads a broad range of activities, programs, and initiatives that communicate potential improvements. The ATO has significantly expanded its capability to detect and record events that may prove hazardous, which necessitates corresponding improvements to support the analysis of the collected data. Two major factors have contributed to this increase in the FAA’s capability: 1) the implementation of a non-punitive voluntary safety reporting program (VSRP) for employees involved in the delivery of air traffic services; and 2) the introduction of tools such as the Traffic Analysis and Review Program (TARP), a system that automatically captures potential losses of separation. Improvements and additions to the legacy tools and capabilities below are necessary to take full advantage of this additional data, so that richer safety analysis can be provided in an efficient manner. The current legacy tools, which are a collection of systems, applications and processes, include the following: • Comprehensive Electronic Data Analysis and Reporting (CEDAR) • Falcon (Rapid Air Traffic Replay Tool) • Traffic Analysis and Review Program (TARP) • Airborne Risk Analysis Process (A-RAP) • Surface Risk Analysis Process (S-RAP) • Surface Integrity Risk Analysis Process (SI-RAP) • Safety Application and Analytics (SAT) • Aviation Common Taxonomy (ACT) • Safety Management and Tracking System (SMTS) • Compliance Verification Tool (CVT) • Runway Safety Tracking (RST) These tools were often developed ad hoc, with different languages and protocols, and little documentation, which impact scalability and overall system maintainability. The functionality of these legacy tools are further detailed in the “OARS Scope? section below. OARS SCOPE Safety analysis and reporting functionality currently is provided by a number of discrete systems. These systems include the following: • Comprehensive Electronic Data Analysis and Reporting (CEDAR) – The CEDAR system provides air traffic management with an electronic means of capturing safety-related information, events, and metrics. It streamlines several facility managers’ responsibilities, including assessing air traffic employee performance and managing resources, and provides a standard interface for the collecting, retrieving, and reporting of data from multiple sources. CEDAR automates the creation, management, and storage of facility activities and events; briefing items; occurrence reports; technical training discussions; and FAA forms such as 3120-25, OJT Instruction/Evaluation Report and 7230-4, Daily Record of Facility Operation. • Falcon (Rapid Air Traffic Replay Tool) – Falcon is a software program/tool which can save continuous, periodic, or event-driven recordings pertaining to air traffic operations, voice, radar, and weather. Falcon automates the analysis and review of potential losses of separation between aircraft that occur within ATC facilities’ boundaries. • Traffic Analysis and Review Program (TARP) – TARP is a software application that provides near real-time review and replay of NOP recorded data to detect losses of separation in accordance with FAA Order 7110.65. By September 2012, TARP configurations had been implemented for all terminal radar facilities. Since then, the FAA has expanded TARP to include the Air Route Traffic Control Centers (ARTCCs). TARP uses NOP data from all TRACONs and ARTCCs as the source for surveillance data, which now account for 205 TARP configurations. • Airborne Risk Analysis Process (A-RAP), Surface (S-RAP), Service Integrity (SI-RAP) – A risk-based approach to address losses of separation, RAP consists of a panel of at least two controllers and a pilot. Three panels, one in each ATO Service Area, review separation losses for events in which pilots maintain less than 66% of required separation. SRAP is a process used to assess the risk of collision in selected surface events and executed as part of the ATO Quality Assurance Program. SIRAP is a process used to assess the risk of technical occurrences where the ability to provide safe Air Traffic Management (ATM) services is compromised. • Safety Applications and Analytics (SAT) – SAT consolidates data and analytics in one location, providing AJI staff with a single point of access for its data needs. The system is based on a hierarchical view of AJI analysts. It encompasses services ranging from filtered data extraction to dashboarding to automated detection methods. • Aviation Common Taxonomy (ACT) – The International Civil Aviation Organization (ICAO) and the Commercial Aviation Safety Team (CAST) Common Taxonomy Team develops common taxonomies and definitions for aviation accident and incident reporting systems. Common taxonomies and definitions establish a standard industry language, improving the quality of information and communication, and greatly enhancing the aviation community's capacity to focus on common safety issues. • Safety Management Tracking System (SMTS) – The ATO's SMTS is an automated system used to track the status of SRM assessments and tracking plans. The data stored in this system is also used to track mitigations. SMTS replaces the old Hazard Tracking System (HTS). All SRM assessments are required to be entered into the ATO's SMTS. • Compliance Verification Tool (CVT) – A national database that contains information related to the compliance verification process. Information includes checklists, reports, facility information, tracking information, response data, and other statistical information available on the Compliance Verification Tool website. Information contained in reports, mitigation plans, status reports, and closure is submitted through this database system. • Runway Safety Tracking System/Runway Safety Tool (RSTS/RST) – The Runway Safety Tool (RST) is a web based application that allows for the automation of the data collection process for any given surface event in order to accelerate the time spent by the Office of Runway Safety to retrieve data and accurately analyze the event. The RST provides a single means of data storage/access as it pertains to any singular event (i.e. Runway Incursion, Surface Incident, Runway Confusion, or Runway Excursion). The tool automatically pulls data at least once every 24 hours from numerous databases, including but not limited to CEDAR and ATQA. The RSTS tracks the proposed actions to address hazards associated with the most serious runway incursions. These legacy safety systems are not enabled to automatically share data between one another, resulting in inefficiencies and duplication of effort. The legacy tools were developed independently of each other, without attention to scalability, configuration management, or consistent documentation standards. For instance, the various legacy systems are each accessed via the FAA Portal with separate links and logons. This inhibits the effectiveness and efficiency of the safety management process. MARKET SURVEY DETAILS In accordance with A.M.S. policy 3.2.1.2.1, this market survey is to solicit statements of interest and capabilities from interested business concerns including SBA certified 8(a) firms and other small business concerns. This market survey also seeks to identify potential vendors for this contract including groups of business teams, as well as determine whether the OARS requirements are technically feasible. Furthermore, this survey will aid the FAA in its determination as to whether adequate competition exists to set-aside part or all of the competition amongst eligible socially and economically disadvantaged businesses that are certified by the Small Business Administration (SBA) for participation in the SBA's 8(a) Program, and other small businesses such as Women Owned businesses and Service Disabled Veteran businesses or whether it is more appropriate to conduct this procurement as a full and open competition. The acquisition strategy for the anticipated procurement has not been determined at this time. The principal North American Industry Classification System (NAICS) codes for this effort are being considered: 518210 Data Processing, Hosting, and Related Services 541511 Customer Computer Programming Services 541513 Computer Facilities Management Services 541519 Other Computer Related Services In order to make this determination the FAA requires the following information from interested vendors: 1. Capability Statement (Limited to 2 pages) – This document should address your firm’s capability to meet the objectives of the OARS program, including the following: a. The type of services provided by your firm. b. Size and type of services provided that are similar in size or scope, with information for three (3) to five (5) previous contracts, including customer, dates, project value, customer point of contact, description of work performed and your company’s participation as a prime, subcontractor, or consultant. c. Identify any federal agency security accreditation. Also identify any relevant certifications such as Capability Maturity Model Integration (CMMI), International Organization for Standardization (ISO), and Information Technology Infrastructure Library (ITIL) or others. d. Be capable of meeting or exceeding the FAA’s comprehensive requirements for Information System Security or Confidentiality, Data Integrity and Availability.(FAA Order 1370.82A) e. Is a solution commercially available? f. What Government furnished data, information, equipment would be required in order for a proposal to be submitted. 2. OARS Requirements Questionnaire – Please fill out the attached questionnaire, referring to the guidance below: a. OARS questionnaire form – Tab 1. Vendors are requested to provide responses to each of the questions. Use the comments column to provide additional clarification and information as requested. Please provide specific examples of previous work where appropriate along with customer points of contact. b. Price/Cost ROM – Tab 2. Vendors are requested to provide low-end and high-end Rough Order of Magnitude (ROM) figures for each of the activities specified in this tab. Vendors are requested to breakout the cost activities separately. Vendors may provide additional assumptions/comments to further elaborate or qualify their figures, or provide additional comments as appropriate. c. Risk Assessment – Tab 3. Vendors are requested to identify the greatest risks to OARS and the requisite mitigation approach. d. Notional Schedule – Vendors are asked to provide a notional schedule for their suggested approach. This can be provided at a high level and in either a PDF, Power Point, or MS Project format. e. NOTE: Cost/Price info will be used for planning and budgetary purposes only. This is not a request for proposal and does not constitute any sort of pricing agreement. The price/cost schedule of any resulting solicitation may or may not correspond to activities or items specified in the OARS Questionnaire. 3. A list of all teaming partners with a description of each partner’s responsibility. (Limited to one page) 4. Complete the attached Business Declaration Form. 5. Provide a copy of SBA 8(a) Certification and/or any other proof of small business, woman-owned, service-disabled veteran-owned, etc. with estimated percentages for each. 6. Comments concerning the iPRD are optional, though welcome. The FAA may or may not respond to any comments received. This market survey is for informational purposes only and shall not be construed as a commitment or a promise to contract by the Government. Any solutions or capabilities that are offered in responses to this survey will be public knowledge and not considered proprietary at this time. Responses do not guarantee further meetings with the government. This market survey is for informational purposes only and shall not be construed as a commitment or a promise to contract by the Government. Any solutions or capabilities that are offered in responses to this survey will be public knowledge and not considered proprietary at this time. Responses do not guarantee further meetings with the government. All Submissions must be received by November 17, 2016. Submission may be made electronically to contact@example.gov in MS Office or PDF format. All costs associated with the preparation or submission of responses is the responsibility of the responding party. The Government will not pay for any information received or costs incurred in preparing the response to this market survey. Therefore, any cost associated with this market survey submission is solely at the interested vendor’s expense. 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/26015 to view the original announcement.