Modernization and Sustainment of the T-7 Family of Systems

ort will be subject to Federal Acquisition Regulation (FAR) 52.232-18, Availability of Funds. The information in this notice is based on current information available to date. This information is subject to change and is not binding on the Government. Any updated information will be provided in future announcements and posted electronically on www.sam.gov. This Sources Sought Synopsis addresses both a range of potential modernization updates to the T-7 Family of Systems (FoS) and sustainment activities, beginning as early as Fiscal Year 2029. For the purposes of this document, the T-7 FoS includes the T-7 Air Vehicle, Ground Based Training System (GBTS), Maintenance Training System (MTS) and associated systems. GBTS is defined as all Aircrew Training Devices (ATD), Ground Training Devices (GTD), other training system components, GBTS Support Equipment, academics, and Interactive Multimedia Instruction (IMI). The T-7 FoS was initially envisioned as the Advanced Pilot Training Program, an inclusive training solution meant to replace the aging T-38C fleet in Air Force inventory used for pilot training purposes. It was determined through a competitive source selection that tailored development of a purpose-built, single-engine, high-performance jet aircraft, matching ground-based training system, support equipment, required courseware, and other necessary systems best supported the needs of the Air Force, and would equip Air Education and Training Command with the ability to train pilots well into the 21st century. Eventually the T-7 program will consist of 351 aircraft operating out of five training bases across the continental United States (CONUS) as well as test locations and will be co-located with required ground training and support equipment. The T-7 is now entering the Low-Rate Initial Production (LRIP) Phase, based on an approved Milestone C decision. All potential requirements identified in this document will involve military certification requirements. Supporting tasks may be executed at Government facilities, contractor facilities, CONUS operational bases, and/or test locations. The requirement(s) may include level of effort and discrete tasks for sustainment of the existing aircraft configuration, as well as planning, development, test, qualifications, integration, production, installation, fielding, and sustainment of current, new, or upgraded T?7 capabilities. Modernization/upgrade capabilities may include, but are not limited to: Terrain and Air Collision Avoidance Capability. Delivering a terrain avoidance system for the T-7 is critical to prevent ground collisions. The system will interface with on-board navigation to identify whether an automatic recovery is required. The system will incorporate Pilot Vehicle Interface (PVI) via Warnings, Cautions, and Advisories to alert aircrew to system health as well as imminent recovery. The system is to provide protection to students and aircraft to prevent impact with the ground due to inattention or G-induced loss of consciousness (G-LOC). In addition, the related Automatic Air Collision Avoidance System (Auto ACAS) will be implemented to prevent mid-air collisions. In a training environment, Auto ACAS provides an added layer of safety against mid-air collisions during dynamic air-to-air maneuvers, especially critical for solo students or dual crews in high task load (e.g. Basic Fighter Maneuvers or Air Combat Maneuvers) environments. The proposed solution should be software only, unless hardware changes are necessary for full implementation, and include selectable buffers for terrain (GCAS) or aircraft (ACAS) clearance. The system should use Digital Terrain Elevation Data (DTED) appropriate for effective protection, based on processing capability and safety margin required. DTED will be loadable in mission planning. The system will utilize system wide integrity monitoring to ensure 'do no harm' with the function performing recovery located in the primary flight controls. It will always fly the aircraft away from terrain (GCAS) or aircraft (ACAS) and have a set criterion for max sustained G-loading. The G-load onset/roll rates/accelerations will avoid pilot injury. It will contain interlocks to prevent departure from controlled flight or ability to put the aircraft in a dangerous energy state. It will not interfere with the mission (e.g. activate with appropriate time prior to collision, not operate during landing operations, and provide crew over-ride ability). The system will activate when necessary/safe, provide crewmember alerts, and lock out crewmember input counter to commanded recovery unless in over-ride mode. Barrier Capability. Unknown risk to aircrew/aircraft that engage barriers during takeoff or landing emergencies, or that attempt to avoid barrier contact during emergencies increases the risk of aircraft loss from premature ejection. Net arrestor (BAK-15) and cable systems (MA-1A) are currently installed at AETC pilot training installations and have a proven history. Evaluation of T-7 aircraft with these systems will provide data needed to inform T-7 compatibility during high-speed engagements and development of appropriate procedures for the use or avoidance of such arresting systems. Likewise, aircrew understanding of the aircraft's ability to operate over raised cables is needed to make informed operational risk decisions on runway operations with a BAK-12/14 or similar cable system. The solution should provide an analysis of compatibility of the current design to engage BAK-15 and MA-1A barriers in relevant (near-takeoff/high-speed abort) scenarios, followed by technical order guidance for aircrew as to whether to risk barrier engagement or abandon the aircraft during at-risk takeoff/landing emergencies. The objective is to ensure any modifications made to the aircraft outer mold line and/or internal structure ensure safe BAK-15/MA-1A barrier engagement at relevant air speeds while reducing the potential for cockpit entrapment. T-7 ability to take off or land over a BAK-12/14 type barrier should be thoroughly understood and barrier compatibility for Air Force arresting systems added to the relevant technical orders and aircrew checklists. Selectable G-limits. Provide "Dial-A-G" capability for the T-7. Due to the T-7's high performance and G-level capability, combined with use for initial training, a pilot-selectable G-limiter is desired with the ability to restrict inexperienced students to a lower G-capable aircraft. This feature will allow a selectable function so increased G-load can be presented to the student as experience is gained. The G-limiter will be pilot selectable in both front and aft cockpits. The G-limiter function will be programmable during mission planning and Data Transfer Cartridge (DTC)-loadable. The system must allow for pilot override via paddle switch to allow full G capability on-demand, but G-response must be ramped up slowly to prevent GLOC/injury when selected. The current G-limit must always be clearly displayed to the pilot in a manner that does not require detailed analysis of HUD/LAD display (e.g., use bold color-coded border of PFR instrumentation based on g-level selected). Pilot Vehicle Interface (PVI) Improvement. T-7 Pilot Vehicle Interface (PVI) includes aircrew control of aircraft systems through the Large Area Display (LAD) and Hands On Throttle