SOLICITATION NOTICE
99 -- Broad Agency Announcement (BAA) TCBAA-16-00001 Aircraft Fuel Cell and Safety Management Systems
- Notice Date
- 12/15/2015
- Notice Type
- Presolicitation
- Contracting Office
- FEDERAL AVIATION ADMINISTRATION, AAQ-610 CT - William J. Hughes Technical Center (Atlantic City, NJ)
- ZIP Code
- 00000
- Solicitation Number
- DTFACT-16-R-00019
- Response Due
- 9/30/2016
- Archive Date
- 9/30/2016
- Point of Contact
- Karen Mercer, karen.mercer@faa.gov, Phone: 609-485-6747
- E-Mail Address
-
Click here to email Karen Mercer
(karen.mercer@faa.gov)
- Small Business Set-Aside
- N/A
- Description
- Broad Agency Announcement (BAA) Aircraft Fuel Cell and Safety Management Systems 1.Background The aviation industry has been studying, performing tests and developing prototypes to support several applications of fuel cells Solid Oxide(SOFC), Polymer Electrolyte Membrane (PEMFC)and Regenerative Fuel Cells on airplanes. Some applications that have been discussed during industry meetings are as follows: a. Use the electrical energy to replace an airplane's main battery, ram air turbine and auxiliary power unit; b. Power equipment such as galley cookers, chillers, coffee makers, in-flight entertainment systems, cargo unit load devices and medical equipment; and c. Use the water produced as a byproduct to reduce the need for water refilling trucks and ground support equipment. d. Increased efficiency of the aircraft by reducing the overall weight of the aircraft as far less water has to be carried onboard for toilets and other uses. Major aircraft manufacturers are evaluating the use of hydrogen fuels cells for electric power generation on existing and new aircraft models to reduce weight, improve efficiency, and reduce their environmental footprint. Carrying hydrogen on-board an airplane creates safety issues that need to be understood and carefully addressed. For example, hydrogen is highly combustible and, due to its small molecular size, commonly leaks. Current regulations and known means of compliance do not include this new and novel technology.. The Federal Aviation Administration (FAA) needs this information and data to support the development of appropriate rules and guidance that will ensure integrity of electrical systems and safety of aircraft equipped with fuel cells. This research will search, test, and develop data and recommendations for FAA and global partners to support appropriate standards, regulations, and means of demonstrating safe compliance. 2.Purpose The purpose of this BAA is to study and develop fuel cell technology for safe, certifiable installations on aircraft. This research should consider the following applications but it is not limited to this list: Emergency Electrical Power Generation Backup power On board water generation Cargo compartment fire suppression Combined heat and electrical power Anti-icing applications Fuel tank inerting applications Primary propulsion for light propeller airplanes For these and any application of SOFC, PEMFC or regenerative fuel cells stack failure hazard should be defined and quantified for the application. Also how the technology will interface with the aircraft systems should be detailed. When this technology is applied to emergency power, ramp up performance should be defined under loaded condition along with all operational procedures. The goal of this research is: Assess current FAA, European Aviation Safety Agency (EASA) regulations concerning the installation of this technology onboard aircraft Determine characteristics of what constitutes a safe fuel cell system installation, operation, monitoring, control and maintenance. Identify any maintenance action or reliability issues to be include in the Instructions for continued airworthiness Safely managing fueling and servicing hydrogen and other fuel sources Identify and assess the technical and operational risks associated with the technology and the mitigating factors that may be used to retain the same or increased level of safety as enjoyed today with conventional power systems. The program will ultimately include an implementation plan of these guidelines into a standard or specification using any accepted aviation governing bodies such as Society of Automotive Engineers (SAE) or Institute of Electrical and Electronics Engineers (IEEE). 3.Submission Deadlines Technical summary proposals (see section 4) prepared in accordance with this synopsis will be accepted through TBD or until fiscal year 2016 funding for this effort is committed, whichever occurs first. Upon request of the FAA, formal technical proposals must be submitted not more than thirty days after the date of the request. This request will be made via email. 4.Submission Requirements This BAA is an expression of interest only and does not commit the Government to make an award. The FAA will not pay for any information received or for costs incurred in preparing the response to this BAA Announcement. Any costs associated with the BAA Announcement submittal are solely at the interested vendor ™s expense. All foreign owned companies are subject to forging disclosure review procedures. Only a Contracting Officer (CO) can legally authorize any expenditure or commitment by the US Government. No work is to begin without written authorization from the CO. Offerors will submit two-page technical summaries prior to submitting a formal proposal. The two page technical summary must meet the requirements described below. Mail the two page technical summaries to: William J. Hughes Technical Center Atlantic City Int ™l Airport Atlantic City, NJ 08405 Attn: Mike Walz; AJP6362 In addition (not as a substitute for the paper copy), an electronic version of the summary proposal will be emailed to Michael.Walz@FAA.gov. An electronic version must also be emailed to Karen.Mercer@FAA.gov. The electronic version must be provided in Microsoft Word or PDF format. Multiple technical proposals may be submitted by the offeror addressing different aspects of the requested research covered under this announcement. Within thirty days after receipt of the two-page technical summaries, the FAA will respond to offerors in one of three ways: a.With a request for the submission of a formal technical proposal; b.With a recommendation to submit a formal technical proposal if certain changes are made or conditions met; or, c.With a letter requesting no further input on the proposed system, technology, or technique. 5.Two-Page Technical Summary Requirements There is no specific format for the two page technical summary. The summary may be preceded by a cover letter, but the cover letter will not be considered in the evaluation and will not be counted in the page count. Though there is no specific format, at a minimum the summary must contain the following items: a.The specific purpose of the system, technology, or technique; b.A description of the system, technology, or technique; c.A description of the class of applications for which the device is useful; d.A description of how the device might be useful to the aviation community; e.Information regarding interest, endorsements or partners in aviation; f.The current state of development of the system, technology, or technique; g.The estimated time it would take to develop a commercial prototype; and, h.The estimated funds required for the proposed effort. 6.Formal Proposal Requirements If the offeror elects to submit a formal technical proposal, it must contain a more detailed discussion of the item presented in the two-page technical summary and meet the specific project requirements as described below. The formal technical proposal will be mailed to the CO at the following address: William J. Hughes Technical Center Atlantic City International Airport Atlantic City, NJ 08405 Attn: Karen Mercer; AAQ-610 An electronic copy must also be provided to Karen.Mercer@FAA.gov a.Any patented or proprietary technical procedures or data sensitive to the company ™s commercial standing used in response to this announcement must be clearly identified. b.The offeror must specify a plan into research and development of Fuel Cell systems capable of monitoring proper installation, maintenance, and evaluation of the system. c.The offeror must identify which and how, aircraft system(s), operator, maintainer or regulator will benefit and maintain the proposed technology. d.Determine the requirements for certification on aircraft and identify any known certification issues that will need to be addressed. e.The offeror ™s proposal must contain specific and detailed outline of the work proposed to encompass the requirements stated in this BAA. Proposals may contain multiple areas of research which will be evaluated using the evaluation criteria described. f.Offeror must prepare an implementation and technology transfer plan, describing how the research technology will be implemented and certified on aviation products. g.The proposal must identify all areas of risk related to development, implementation, certification and technology transfer, of the proposed system, technology, or technique. The proposal must include mitigating strategies for each risk area. Proposals that do not identify risk areas will be considered non-developmental in nature and therefore outside the scope of this research program. Implementation risks are associated with logistical issues, missing/inadequate support infrastructure, etc. h.Offeror must include in their proposal a detailed cost or price proposal. Applicable in-house funding, cost matching, services-in-kind, will be identified in the cost proposal. 7.Method of Evaluation The Government reserves the right to award a contract for all, any part, or none of the responses received from this BAA. No contract award will be made unless the appropriate type of funding is available. Proposals will be evaluated in the following technical areas listed in order of decreasing importance: A.Utility and benefit to the aviation community - The proposal must show the benefits of the proposed technology to the aviation community. This element will be evaluated on the following points, listed in descending order of importance: 1.Show that the technology will maintain or increase aircraft safety. 2.The technology will provide significant improvements in one or more of the following categories: Electrical energy storage Emission reduction, Higher fuel economy Noise reduction 3.The technology will simplify the cockpits/aircraft workload in normal and abnormal operations. 4.The technology must support and define changes to current certification policies. B.Technical merit - The proposal must show the offeror's knowledge and understanding of aircraft systems, electrical energy storage technology, and aerospace regulations. The proposal must contain a detailed technical discussion of the technical approach. This element will be evaluated on the following points, listed in descending order of importance: 1.Contractor demonstrates an understanding of current and upcoming electrical energy storage technologies and systems and their regulatory requirements for implementation. 2.Contractor demonstrates an understanding of aircraft environmental and certification requirements for the targeted system 3.Contractor demonstrates an understanding of the impact of the technology on aircraft systems ™ safety; for example: If the device replaces multiple systems it must function for all of the systems through all phases of flight and meet all requirements. 4.Contractor demonstrates an understanding of in service aircraft maintenance and operational actions. The offeror must describe how the proposed system, technology, or technique, will be utilized by the aviation community and the compatibility of the system, technology, or technique, with current operating and maintenance processes. Infrastructure or process changes necessary to support the proposed system, technology, or technique must be described in detail. Endorsement(s) of an aviation partner(s) will be considered an indication of the commercial viability of the system, technology, or technique. C.Investigative team competency and experience - The proposal must contain the education level; experience, both general and project related; and the availability of sufficient key project professional and technical personnel; as evidenced by resumes provided. Documentation of past performance, both positive and negative, in executing work of this type must also be included. D.Logical and effective validation strategy “ The proposal must describe a scientific approach to validating the proposed system, technology, or technique. This will include validation. Specific performance requirements to be validated must be included in the proposal. Proposals not providing specific performance requirements for validation will be considered non-responsive and rejected in accordance with this plan. E. Value to the FAA and Cost Sharing “ The proposal must contain any applicable cost sharing or special partnerships i.e. with operators, manufactures or other government agencies that would provide value to the proposal. All cost sharing information will be evaluated by its value to the FAA in meeting the research requirements. Proposals that do not contain cost sharing or advantageous partnerships will still be considered on total value to FAA. F.Technical risk and implementation risk and an effective risk mitigation plan for each - The proposal must describe potential areas and degree of technical risk associated with the proposed research effort and the implementation risk related to the eventual technology transfer and fielding of the system, technology, or technique. For each risk area, the offeror must describe plans for risk mitigation, and provide data to support the probability that the proposed method will accomplish the performance objectives. G.Availability and quality of equipment and facilities - The proposal must indicate the location and availability of, or the ability to obtain, the necessary equipment and facilities to perform this effort. H.Effective project management plan “ The proposal must provide a realistic and organized plan for accomplishing the effort of the proposal within the proposed time goals, as evidenced by project separation into a viable schedule including discretionary project tasks and milestones. Potential impact of technical risks on scheduled tasks and milestones must be identified. Cost realism will be evaluated as acceptable or unacceptable only. Preference will be given to fixed price contracts. Acceptable proposals will have costs or price commensurate with the work load proposed and will not be in excess of $200,000 in any fiscal year. 8.Period of Performance: Efforts lasting up to three years will be considered. Continued efforts are optional, at the discretion of the Government, based on performance. Each project will be evaluated for measurable and adequate performance prior to exercising the option and providing additional funding. All projects will be funded annually, subject to availability of funds. 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/23186 to view the original announcement.
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- Record
- SN03969884-W 20151217/151215234404-3a91dc7740911793c5fc61500fb1b825 (fbodaily.com)
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