The Federal Aviation Administration (FAA) is launching the Radar System Replacement (RSR) program to modernize the National Airspace System by replacing aging surveillance radars with Commercial-Off-The-Shelf (COTS) solutions. This Performance Work Statement (PWS) outlines the requirements for industry partners to deliver, install, and sustain these radar systems, which must be rapidly deployable and compatible with existing infrastructure. Key areas of the project include program management, systems engineering, security, system safety, maintenance, and implementation. Contractors are responsible for providing production radar systems, conducting comprehensive testing, ensuring high technology and manufacturing readiness levels (TRL 8, MRL 8), and offering extensive support services, including integrated logistics, training, and discrepancy management. The PWS also details government-furnished items and responsibilities, such as facility access and electrical power, and specifies compliance with various FAA orders and standards. The overall goal is to enhance the reliability and interoperability of the NAS through efficient and timely delivery of modern radar technology.

The Federal Aviation Administration (FAA) is launching the Radar System Replacement (RSR) project, outlined in the System Specification Document (FAA-E-XXXX, Rev. 2.0, October 10, 2025). This initiative aims to replace aging non-cooperative and cooperative surveillance radar systems across the National Airspace System (NAS) to meet modern air traffic management standards. The RSR will enhance aircraft detection, tracking, and classification, integrating with existing Air Traffic Control (ATC) infrastructure and supporting Mode S, ADS-B, and legacy ATCRBS transponders. Key requirements include functional capabilities for detecting aircraft and weather, performance criteria for coverage and accuracy, and stringent demands for reliability, maintainability, and availability. The RSR also addresses modern data communication, cybersecurity, and environmental factors like wind turbine clutter, ensuring a robust surveillance capability for the next two decades. The document details applicable government and non-government standards, emphasizing safety, quality management, and rigorous testing for operational deployment.

The document outlines the Minimum Viable Product (MVP) requirements for the Radar Surveillance Radar (RSR) system, encompassing both non-cooperative (NCSR) and cooperative (CSR) surveillance functionalities. Key requirements include operation within NAS clutter environments, filtering non-weather returns, and compatibility with legacy ASR-8, ASR-9, and ASR-11 antennas. The RSR-NCSR system must provide weather coverage, detect aircraft types, and meet specific performance metrics for detection probability, range, and azimuth accuracy. The RSR-CSR system focuses on cooperative surveillance, including Mode S and ATCRBS target processing, handling false reports, and ensuring high probability of detection for transponder-equipped aircraft. Both systems require site adaptability for various operational parameters, robust maintenance features (e.g., MTTR, inherent availability, built-in tests), and compliance with FAA-G-2100J for electrical characteristics. The document also defines various technical terms crucial for understanding the system's specifications.

The document outlines instructions for vendors responding to a government RFP, likely for radar systems, emphasizing a comprehensive and transparent submission. Vendors must provide a manufacturing and delivery schedule for Cooperative and Non-Cooperative Radar Systems, pricing based on Commercial-Off-The-Shelf (COTS) solutions, and supporting documentation like price lists and discount tiers. Key requirements include offering the FAA as the most-favored customer, detailing Methods of Quotation (MoQs) and Basis of Estimates (BOEs), and providing customer lists with contact information, alongside Mean-Time-Between-Failure (MTBF) data. The RFP also mandates identifying pricing assumptions, constraints, and risks. A critical component is the QSL CLIN Structure, which requires pricing for First-Level, Second-Level, and Depot Maintenance, including duration, scope, and a crosswalk to the Performance Work Statement (PWS). Vendors must identify capability gaps, propose Time & Materials (T&M) or Firm Fixed Price (FFP) efforts for unsupported PWS requirements, and complete the CLIN structure in full. Finally, a Labor Hour Rate Schedule must be provided for various categories across multiple years, with specific instructions for subcontractor rates.

The government file addresses various questions and clarifications regarding the Radar System Replacement (RSR) program, covering aspects from technical specifications to contractual and logistical details. Key points include the definition of "modernize" for radar systems, the requirement to price non-cooperative radar systems despite their current zero count, and guidelines for submitting Methods of Quotation (MoQs) and Basis of Estimates (BOEs). The FAA clarifies that Attachment J.1 Minimum requirements Document is the same as Attachment 3- MVP Matrix. The document also specifies the contents of the Acceptance Data Package (ADP), the definition of TDIA in the MVP Matrix, and the scope of CLINs for pricing. It outlines the FAA's plan for transitioning First-Level Maintenance responsibilities to government personnel and clarifies that modular radar systems that evolve from cooperative to non-cooperative configurations will not be accepted. Furthermore, the FAA will rely on contractor-provided Production Acceptance Tests (PAT) and System Requalification Tests (SRQT) but may conduct independent verification and validation (IV&V). The FAA will provide necessary documents to QSL-eligible companies, emphasizing that non-compliant solutions for frequency ranges are not considered. The QSL process will be used for competitive sourcing, and the FAA reserves the right to refresh and revalidate QSL eligibility on an ongoing basis. Implementation sites will include both domestic and OCONUS locations. The minimum operational availability thresholds for NCSR, CSR, and Integrated systems are specified as ≥.996, ≥.999, and ≥.995, respectively. Vendors are expected to provide documentation on how their system interfaces with antennas, and legacy antenna documentation will be provided to eligible companies. The FAA clarifies that RSR-SPEC-SR0879 is not an MVP requirement and that vendors should provide their recommended approach for government personnel monitoring operational radars and performing basic system tasks during installation.