FAA Request for Information (RFI) Alaska Automation Capability (AAC) Challenge Based

The Federal Aviation Administration (FAA) is seeking innovative solutions for its Alaska Automation Capability (AAC) project, aiming to modernize the Alaska Flight Service Automation System from its legacy OASIS to a web-based, cloud automation system. This Challenge Based Acquisition (ChBA) involves a phased approach, starting with a Request for Information (RFI) for concept papers due by April 17, 2026. Subsequent phases include demonstrations, prototype development, and a follow-on production vehicle, with the goal of achieving Initial Operating Capability (IOC) by September 2027. The FAA is particularly interested in solutions that enhance safety, efficiency, and innovation in providing weather briefing, flight planning, and search and rescue services to various aviation users in Alaska. Respondents must submit a concept paper outlining their technical solution and business model, adhering to specific formatting and content requirements. Sensitive Security Information (SSI) attachments require a Non-Disclosure Agreement (NDA) and employee screening.

The Federal Aviation Administration (FAA) seeks to modernize its Alaska Flight Service automation system through the Alaska Automation Capability (AAC) project, replacing the legacy Operational and Supportability Implementation System (OASIS) with a web-based, cloud-based solution. This Challenge-Based Acquisition (ChBA) aims to enhance safety, efficiency, and innovation in air traffic services for Alaska's general aviation community, addressing the demands of a growing and complex aviation sector. The project's core objectives include system replacement, deployment, and the integration of advanced technologies to standardize services and support future growth. Technical objectives detail the development, testing, deployment, and ongoing support of the new system, emphasizing adherence to modern industry standards and FAA cybersecurity policies. The FAA prioritizes accelerated deployment and seeks solutions leveraging new and emerging technologies, with anticipated milestones for concept papers, demonstrations, prototyping, and production award. Performance measures will focus on service availability, continuity, usability, and schedule.

This order, 1800.66A, outlines the requirements for Configuration Management (CM) within the U.S. Department of Transportation, Federal Aviation Administration (FAA), specifically for National Airspace System (NAS) products and facilities. It details six core CM functions: Planning and Management, Identification, Change Management, Status Accounting, Verification and Audit, and Data Management, ensuring consistency across NAS product lifecycles. The order clarifies roles and responsibilities within the FAA and its Air Traffic Organization (ATO) Service Units, establishing the NAS Configuration Control Board (CCB) as the primary governance authority for NAS-level baselines. It also introduces the Enterprise Product Identifier (EPI) for traceability and segments the NAS Change Proposal (NCP) process into three phases: Origination and Prescreening, Evaluation and Adjudication, and Implementation and Closure, emphasizing safety risk management (SRM) throughout. This policy aims to align baseline management with the Acquisition Management System (AMS) and industry best practices.

The Federal Aviation Administration (FAA) has issued a Request for Information (RFI) for its Alaska Automation Capability (AAC) Challenge-Based Acquisition (ChBA), designated AAC-2026-ChBA. The FAA seeks innovative solutions to modernize the Alaska Flight Service Automation System, replacing the legacy Operational and Supportability Implementation System (OASIS) with a web-based, cloud automation system. This RFI aims to gather information on offeror capabilities, system functionalities, processes, and pricing models. The ChBA follows a three-phase approach: Phase 1 involves concept papers and demonstrations; Phase 2 focuses on prototype development; and Phase 3 leads to a follow-on production vehicle, targeting Initial Operating Capability (IOC) by September 2027. Interested parties must submit concept papers by April 20, 2026. The FAA will not reimburse costs for responses and reserves the right to proceed with production at its sole discretion, with only Phase 2 participants eligible for Phase 3. The acquisition emphasizes safety, efficiency, and innovation to support the Secretary of Transportation’s plan for a Brand-New Air Traffic Control System (BNATCS).

The Alaska Automation Capability (AAC) document outlines functional and performance requirements for modernizing flight services in Alaska, addressing critical operational and technical gaps in the legacy OASIS II system. The Federal Aviation Administration (FAA) seeks a rapidly deployable, web-based, cloud-hosted solution to support Certified Professional Controllers (CPCs) across 17 facilities (3 Hub and 14 Satellite FSSs). Key requirements include preflight, inflight, flight data, and self-assisted services, along with detailed specifications for electronic flight strip systems, data management, security, quality, testing, and integrated logistics. The new system must ensure high availability (≥ 0.999), seamless integration with the National Airspace System (NAS), and compliance with FAA orders, aiming to improve efficiency, safety, and address existing shortfalls by 2028.

The U.S. Department of Transportation's FAA Order JO 7110.66H outlines procedures and responsibilities for using the Mode 3/A Air Traffic Control Radar Beacon System (ATCRBS) in U.S. domestic, oceanic, and arctic airspace, effective May 6, 2024. This order, which cancels a previous version, applies to various Air Traffic Organization service units, FAA ATC facilities, contract ATC service providers, and the Department of Defense. Key changes include updated references to FAA Order JO 7110.10, revised processes for submitting beacon code allocation adjustment requests, and the addition of beacon code 1203 for VFR standard formation flights. It details justification requirements for additional beacon codes and allocation adjustments for ARTCCs, Terminal, FSS, CERAP, HCF, NAS Stakeholders, Unique Purpose, and Experimental Activities. The National Beacon Code Allocation Plan (NBCAP) assigns discrete beacon codes to ARTCCs to minimize reassignments, with national-level management. Responsibilities are divided among the Standards & Procedures Group, Service Center Operations Support Groups (OSGs), and ATC facilities, covering allocation, assignment, and management of beacon codes, including those for special purposes like DVFR and military use. Appendices provide a summary of national beacon code allocations, specific ARTCC assignments, and administrative information including definitions of various code types.

FAA Order JO 7220.4B outlines procedures and responsibilities for the Federal Aviation Administration (FAA) Pilot Weather Briefer (PWB) Certification Program. This order details the certification process for pilot weather briefers, including qualification training, certification tests (weather analysis, satellite, and weather radar), and a practical exam. It also defines roles for Flight Service Directorate personnel, facility personnel, and the Flight Service Academy in the program's administration, evaluation, and quality control. The order emphasizes maintaining official records through the Flight Service Testing and Certification Website, and it covers the issuance, suspension, deactivation, and reactivation of PWB Certificates of Authority. Key revisions in this version include a new format, updated quality control procedures, and revised grading guidelines. The document also provides a comprehensive appendix detailing the standards and grading guidelines for the PWB Certification Practical Exam, including specific adverse conditions and background information requirements.

The U.S. Department of Transportation, Federal Aviation Administration (FAA), Order JO 7110.10EE, titled "Flight Services," outlines comprehensive procedures and phraseology for personnel providing flight services. Effective February 20, 2025, with a change effective August 7, 2025, this order is crucial for all FAA Air Traffic Organization (ATO) personnel and users of ATO directives. It covers general control, emergency services, in-flight services, pre-flight services, flight data services, NOTAM services, and FAA weather services. Key updates include transferring high barometric pressure Notice to Airmen (NOTAM) responsibility to Air Route Traffic Control Centers (ARTCC), clarifying standard briefing procedures, and replacing "Gulf of Mexico" with "Gulf of America" per Executive Order 14172. The order emphasizes continuous updates and electronic distribution, ensuring personnel are familiar with and adhere to its provisions for operational responsibilities.

The FAA Order JO 7110.65BB, effective February 20, 2025, and its Change 1, effective August 7, 2025, prescribe air traffic control procedures and phraseology for personnel providing air traffic control services. The document outlines significant updates, including guidance for satellite-derived weather (Offshore Precipitation Capability), revisions to Special Activity Airspace (SAA) definitions and usage in En Route and Oceanic Sector Team Position Responsibilities, and expanded use of fourth-line data blocks for en route aircraft. Change 1 further refines procedures for interpretations and clarifications, transfers high barometric pressure Notice to Airmen (NOTAM) responsibility to Air Route Traffic Control Centers (ARTCC), and integrates Land and Hold Short Operations (LAHSO) into explicit controller guidance. It also introduces new procedures for Standard Terminal Arrival Route (STAR) and Air Traffic Service (ATS) route connections to Instrument Approach Procedures (IAP), clarifies practice approach services, and adds a 20 nautical mile longitudinal separation standard with Automatic Dependent Surveillance–Contract (ADS-C) rate requirements. Policy for the Advanced Technologies Oceanic Procedures (ATOP) weather deviation tool is also included. Editorial changes throughout the document ensure plain language and updated references. This order is crucial for Air Traffic Organization (ATO) personnel, ensuring standardized and safe air traffic control operations.

The FAA Order 1350.14B outlines the requirements and responsibilities for the agency's Records Management Program, ensuring compliance with federal laws, NARA regulations, and DOT policies. This order applies to all FAA lines of business, staff offices, officials, employees, and contractors, covering all records regardless of format. It establishes the FAA Records Management Manual, providing guidelines for managing both paper and electronic records. Key aspects include records creation, maintenance, disposition, safeguarding, and vital records protection. The order details roles and responsibilities for various FAA personnel, from the Administrator to individual employees and contractors, emphasizing adherence to records schedules and proper destruction procedures. It also addresses electronic records, particularly email, and mandates annual reviews, biennial inventories, and specific transfer periods to NARA-compliant facilities.

FAA Order 1600.2F, effective November 15, 2016, outlines the FAA's policy for managing Classified National Security Information (CNSI). This comprehensive revision supersedes FAA Order 1600.2E and aligns with Executive Orders 13526, 12829, and 13549, as well as relevant federal regulations. The order details policies and assigns roles and responsibilities for the classification, safeguarding, control, and declassification of CNSI within the FAA, applying to all FAA employees and contractors. Key areas covered include general information, roles and responsibilities of personnel like Original Classification Authorities and Classified Information Security Managers, CNSI program management, security classification levels (Top Secret, Secret, Confidential), identification, marking, and labeling requirements, access protocols, safeguarding measures, transmission and transportation guidelines, national security systems, and contractor support. The document emphasizes annual training, self-assessments, and reporting requirements to ensure compliance and mitigate risks associated with mishandling or unauthorized disclosure of CNSI.

This order from the Federal Aviation Administration (FAA) outlines policies for Personal Identity Verification (PIV) Cards and other identification cards. It details eligibility criteria for PIV, Yellow, and Orange cards, requiring background checks and FBI fingerprint checks. The order also explains application, re-issuance, and renewal processes, along with procedures for lost, stolen, or compromised cards. It specifies identification card destruction and revocation protocols, emphasizing proper safeguarding and usage. The document defines roles and responsibilities within the FAA's PIV Card Issuing operations, ensuring compliance with federal policies like Homeland Security Presidential Directive 12 (HSPD-12) and FIPS 201-2. It also addresses privacy considerations and lists relevant authorities and definitions.

FAA Order 8040.4C, effective September 29, 2023, establishes the Safety Risk Management (SRM) policy for the Federal Aviation Administration. This order supports FAA Order 8000.369, Safety Management System (SMS), and outlines the requirements for conducting SRM within the FAA. It formalizes guidance for FAA Lines of Business (LOBs) and Staff Offices, detailing steps for performing and documenting SRM to integrate safety risk management into operations, acquisitions, rulemaking, and decision-making. The SRM process involves system analysis, hazard identification, safety risk analysis and assessment, and control of safety risk. The order defines when risk acceptance occurs, adds requirements for documenting safety risk assessments, and mandates the use of the Hazard Identification, Risk Management, and Tracking (HIRMT) tool for Aerospace System Level (ASL) safety issues. It also clarifies the roles of the Office of Primary Responsibility (OPR) and the FAA SMS Committee in coordinating cross-organizational SRM activities, emphasizing the importance of communication and collaboration for enhanced safety risk decision-making.

This document outlines changes to FAA Order JO 1000.37C, focusing on the Air Traffic Organization Safety Management System (SMS). Change 2, effective November 8, 2024, integrates the Acceptable Level of Risk (ALR) as a risk acceptance criterion for space missions within the National Airspace System (NAS) and adds the Safety Risk Management Guidance for System Acquisitions (SRMGSA) to the SMS documentation. Change 1, effective May 10, 2024, establishes SMS training policies for all ATO employees and contractors, defining required training levels based on safety roles. The original order, effective October 1, 2021, established the SMS as the foundation for ATO's safety efforts, defining its scope, requirements, and responsibilities across all employee levels. The document details the four core components of the SMS: Safety Policy, Safety Risk Management (SRM), Safety Assurance, and Safety Promotion, outlining specific responsibilities for the ATO, AJI (Safety and Technical Training), and various Service Units. It also includes an appendix detailing mandatory web-based and instructor-led SMS and SRM training requirements.

This document, JO 7210.634A CHG 1, updates the Federal Aviation Administration's (FAA) Air Traffic Organization (ATO) Quality Control policy, effective September 1, 2021. It primarily revises guidance for the Technical Operations Services Quality Control Program, incorporating specific procedures for System Service Review (SSR), Systemic Issue Review (SYSIR), Corrective Action Plan (CAP), and Compliance Verification (CV) to measure the quality of Technical Operations products and services. Key changes include canceling previous guidance, replacing Chapter 8 on Technical Operations Quality Control Programs, adding new Appendix F for templates, updating the definition of Aviation Risk Identification and Assessment (ARIA), and replacing "Performance Skill Checks" with "Performance Assessments." The policy emphasizes a systemic approach to safety, focusing on understanding the "why" behind adverse events rather than fault. It outlines a "5 x 5" Quality Control model, comprising a five-step process and five QC elements, and details various review types like SSR, Traffic Management Reviews (TMR), and Covered Event Reviews (CER), ensuring data-driven assessments and corrective actions for identified systemic issues across ATO service units.

The Federal Aviation Administration (FAA) maintains a comprehensive regulatory framework encompassing various operational and administrative functions. Key orders like JO 7110.10EE and JO 7110.65BB govern flight services and air traffic control procedures, ensuring consistency and safety. The agency's commitment to safety is further emphasized in Order 8040.4C, which outlines Safety Risk Management (SRM) policies, and JO 1000.37C, which details the Air Traffic Organization Safety Management System (SMS) and acceptable levels of risk. Information security and privacy are critical, addressed by 1370.121B, while 1600.75 provides guidance on protecting sensitive unclassified information. Configuration Management Policy (1800.66A) ensures the consistency of National Airspace System (NAS) products and facilities. The FAA also manages personnel security (1600.1F), classified national security information (1600.2F), and records (1350.14B). Training (JO 3120.4S and JO 7220.4B) and quality control (JO 7210.634A CHG 1) are integral to maintaining high standards across all operations, including the National Beacon Code Allocation Plan (JO 7110.66H) and Personal Identity Verification (1600.78A).

FAA Order 1350.14B outlines the requirements and responsibilities for the agency's Records Management Program, ensuring compliance with federal laws, NARA regulations, and DOT policies. This order establishes the FAA Records Management Manual for managing both paper and electronic records, canceling previous orders. It applies to all FAA lines of business, staff offices, officials, employees, and contractors. The program ensures proper documentation of FAA activities, facilitates planning, protects legal rights, and enables oversight. Key elements include records creation, maintenance (including electronic mail), disposition, safeguarding, and vital records protection. The order details roles and responsibilities for various personnel, from the FAA Administrator to individual employees and contractors, emphasizing annual reviews, biennial inventories, and compliance to maintain an efficient and effective records management system.

This order, 1600.75, issued on February 1, 2005, by the FAA, provides comprehensive guidance for identifying, protecting, and managing sensitive unclassified information (SUI). It defines SUI, assigns responsibilities to FAA personnel, and outlines conditions for access and disclosure. The order details protective measures, including marking conventions for For Official Use Only (FOUO) and Sensitive Security Information (SSI), and protocols for handling SUI during work hours, after hours, and when telecommuting or traveling. It also covers procedures for sharing, transmitting, and destroying SUI. The document emphasizes the importance of safeguarding SUI from unauthorized release and indiscriminate dissemination within the FAA, outlining potential disciplinary actions for non-compliance. It also references relevant federal laws, regulations, and FAA policies.

This order, 1600.75, issued on February 1, 2005, provides guidance for the Federal Aviation Administration (FAA) on identifying and protecting sensitive unclassified information (SUI). It defines SUI, assigns responsibilities to FAA personnel, discusses access and disclosure conditions, and outlines protective measures. The order applies to all FAA employees, contractors, consultants, and grantees who handle SUI. It outlines four main types of SUI: For Official Use Only (FOUO), Sensitive Security Information (SSI), Sensitive Homeland Security Information (SHSI), and Protected Critical Infrastructure Information (PCII), detailing how to determine the appropriate designation. Key protective measures include marking documents, safeguarding information during and after working hours, handling copies, and procedures for electronic and physical transmission. It also covers the destruction of both paper and electronic SUI. The order emphasizes the

The document, "Attachment 4 - AAC Sites List," provides a comprehensive list of FAA facilities, primarily Flight Service Stations (FSS) and AFSS (Automated Flight Service Stations) locations across Alaska, along with a few national facilities. It details the site type, specific location (including physical address and Location ID), hours of operation, contact person, phone number, and total workstation count for each site. The facilities are categorized into FSS Hubs (Fairbanks, Juneau, Kenai) and individual FSS sites, with some FSS sites indicating their connection to a specific hub. The document also includes an Alaska Flight Service Information Area Group regional office, two William J. Hughes Technical Center sites in New Jersey, and FAA Headquarters Flight Services in Washington D.C. Additionally, it lists the number of training workstations available at the FSS Hubs. This attachment likely serves as a reference for understanding the operational network and infrastructure of FAA Flight Service facilities, potentially for planning, resource allocation, or service delivery within the context of government RFPs or related projects.

This Non-Disclosure and Non-Use Agreement (AAC-2026-ChBA) is for companies responding to the Federal Aviation Administration's (FAA) Challenge Based Acquisition (ChBA) for the Alaska Automation Capability (AAC), which involves export-controlled technical data. Recipients must agree to use the data solely for responding to the announcement, electronically sign and submit the agreement, and undergo a name check against the Department of Commerce’s Consolidated Screening List to ensure they and their subcontractors/vendors are not prohibited end users. Access to EAR99 export-controlled data requires pre-approval, and a list of employees (including subcontractors and vendors) who will access the data must be provided. Subcontractors and vendors must also execute their own Non-Disclosure and Non-Use Agreements and Business Declaration Forms. The agreement prohibits exporting or re-exporting the technology to specific country groups (E:1 or E:2) or prohibited end-users/uses without a license. Recipients acknowledge no commercial rights to the data and must implement security measures to protect it. Upon fulfillment of the agreement's purpose, all data must be destroyed, and certification of destruction, along with a list of subcontractors/vendors who received data, must be provided to the FAA. The recipient indemnifies the U.S. Government against misuse or unauthorized disclosure of the data. Confidentiality obligations do not apply to data already lawfully possessed, in the public domain without fault of the recipient, or disclosed by a third party without restriction.

The FAA Consolidated Employee Screening List (AAC-2026-ChBA) is a document designed for the Challenge Based Acquisition (CHBA) Alaska Automation Capability (AAC) program. It serves as a screening tool for prospective prime contractors and subcontractors. The list requires the recording of employee names, confirmation of U.S. citizenship, and the country or countries of citizenship. It also includes fields for the company name, organization, and a company point of contact with a phone number. This document is crucial for ensuring compliance and security clearances within federal government contracting, specifically for projects requiring detailed employee information for access or sensitive roles.

The Business Declaration form (OMB Control No. 2120-0595) is a document used by firms to provide detailed business information, likely for federal government RFPs, grants, or state/local RFPs. It requires firms to declare their name, address, tax ID, contact information, and details about the person making the declaration, including their role and management responsibilities. The form collects data on controlling interest in the company, specifying various minority and gender classifications, as well as 8(a) certification and service-disabled veteran small business status. It also requests the nature of the business, years in operation, number of employees, type of ownership, and gross receipts for the last three years. Crucially, it asks if the firm is a small business, a service-disabled veteran-owned small business, or a socially and economically disadvantaged small business. The declaration concludes with a statement affirming the truthfulness of the information, subject to criminal prosecution for false statements.

The FAA outlines its evaluation method for Phase 1 Challenge 1 Concept Papers in this government file. Respondents are assessed on a "Meets/Does Not Meet" basis across three criteria: Minimum Organizational Requirements, Technical Solution, and Business Model. To advance to Phase 1 Challenge 2, respondents must receive a "Meets" rating for all three. Failure to meet any criterion results in elimination from further consideration. Criteria 1 requires a "Yes" response to all questions in the Minimum Organizational Requirements Table, indicating existing or demonstrably deliverable capabilities. Criteria 2 evaluates the technical solution's feasibility, viability, and maturity, requiring detailed narratives and examples covering product functionality, contribution to Alaska Flight Service, percentage of AAC functions met, dependencies, additional capabilities, and cloud architecture. Criteria 3 assesses the business model's cost-effectiveness, scalability, sustainability, team structure, security adherence, customer support practices, and risk mitigation strategies. The FAA reserves the right to seek clarifications for minor errors, but substantive deficiencies will not be addressed post-submission.

This document, part of an RFP for the Alaska Automation Capability (AAC Ch-BA), addresses various questions and clarifications regarding project requirements. Key points include confirmation that FAA JO 7110.10 supersedes other SVC-B messaging formats and that the government will not pre-determine Organizational Conflicts of Interest (OCI). The updated version of NAS-IR-23040001, dated 3/26/25, is provided for compliance. The FAA will provide Government Furnished Equipment (GFE) for Electronic Flight Strip (EFS) input devices and integrated printers. Font size requirements for submissions are clarified: 12-point Times New Roman for narrative text, with smaller legible fonts (10-point or above) acceptable for tables and graphics. Screenshots and images are exempt from the font size rule. Experience references can be included as an appendix and are excluded from the page count. The submission deadline for the Concept Paper is April 20, 2026. Product history and relevant experience descriptions, but not formal past performance write-ups, are requested and count towards the technical solution page limit, excluding the three Prior Experience References.

The Interface Requirements Document (IRD) NAS-IR-23040001, Revision C, dated March 26, 2025, details the interface requirements for the Federal Aviation Administration's (FAA) Operational and Supportability Implementation System (OASIS) with external users. OASIS is a critical FAA National Airspace System (NAS) component that transmits, receives, processes, and stores weather, aeronautical, and flight plan information to support pre-flight planning, in-flight decision-making, and search and rescue operations. This document outlines general, security, functional, and physical requirements for interfaces, including data types and message formats for various external systems such as NDP, ATOP, ERAM, Foreign ATC, NAV/Canada, FFSP, NORAD, and MBO. Key updates in Revision C include new ICAO Format Implementation, decommissioned systems removal, and new interfaces. The document emphasizes adherence to FAA and non-government standards for security, data integrity, and communication protocols over the FAA Telecommunications Infrastructure (FTI).

Attachment L.1 is a concept paper cover page template for the United States Department of Transportation, Federal Aviation Administration's Alaska Automation Capability (AAC) project. This template is designed for respondents to submit their proposed project titles, submittal dates, and prime and team member entity names. It requires the prime entity's SAM Unique Entity ID (UEI) and CAGE Code, and a proposed North American Industry Classification System (NAICS) Code. The template also specifies fields for the prime point of contact's primary and secondary information, including name, position, address, phone, and email. Instructions within the template highlight the need to replace italicized, gray-highlighted content with specific information and to format the table as required. This signed cover page is not included in the total page limit, and no other cover is permitted, emphasizing its role as a standardized submission component for government RFPs.

Attachment L.2 outlines the minimum organizational requirements for respondents to a government solicitation, likely an RFP. It details critical criteria across several key areas. Respondents must demonstrate experience in cloud-based aviation weather/aeronautical information systems, flight plan filing/tracking, safety-critical or mission-critical operations, 24/7 systems with time-sensitive alerts, or customization of commercial platforms for government clients. Additionally, the respondent needs to provide 24/7 Help Desk support for Alaska Flight Service during critical events and possess a clear understanding of Flight Service operations within the National Airspace System, referencing FAA policies. A mandatory capability presentation to the Government within one month of Concept Paper submission is required. Finally, the respondent must prove their ability to meet all AAC Automation Requirements and achieve operational status at Alaska Flight Service Facilities by Initial Operating Capability (IOC) no later than September 2027. The document concludes with a certification section for the respondent's authorized representative.