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The contractor shall modify the avionics for Two (2) Beechcraft King Air 1900C Aircraft. These aircraft have had post-production modifications installed which must be preserved in the avionics modific... The contractor shall modify the avionics for Two (2) Beechcraft King Air 1900C Aircraft. These aircraft have had post-production modifications installed which must be preserved in the avionics modification. These post-production modifications include the AeroData Flight Inspection System (AFIS-113) and the Lica Electro Optical System (ADS-80). The contractor shall provide technical specification for systems/subsystems. The contractor shall provide OCONUS training for pilots, technicians, and navigators. 2. All responses shall address the following: Business Size per NASIC 336413 and Federal Supply Classification Code 1680. Identify Point of Contact (POC) including phone and email address. Confirm that your firm can provide Aircraft Components, Spares, and Accessories for a King Air 1900C Aircraft. Provide documentation supporting the General Requirements of the SOW. Delivery Date after contract award. Provide a Rough Order of Magnitude (ROM) cost estimate which should include all work to be performed at a European location. The EAF will deliver the aircraft to the location in Europe where the modification shall take place and take delivery of the aircraft at the same location. Provide name of Integrator at European location, if not your company. 3. The information described below is required to fulfill this procurement. The supplier must replace existing avionics with avionics which will allow the EAF to fly in civil airspace under instrument flight rules (IFR) without the need for a host country waiver due to lack of avionics capabilities required for entry into that airspace. The airspace of intended EAF aircraft operations includes Europe, Africa, southwest Asia, and overwater airspace controlled under International Civil Aviation Organization (ICAO) regulations. These EAF aircraft will not fly above Flight Level 290 (29,000’) so avionics equipage requirements above those altitudes need not be met. Modifications shall be certified for airworthiness by either the FAA or EASA regulations. 4. The new avionics suite must accommodate requirements listed below which are grouped into threshold categories. Threshold requirements are those which are mandated to fly in the desired civil airspace under IFR and must be addressed by the supplier in their response. After each requirement, a rationale is provided to explain what the requirement demands and explains the consequences of not having it. 4.1 Threshold Requirements Transponder with EHS and ADS-B: Dual Enhanced Surveillance (EHS) and Automatic Dependent Surveillance – Broadcast (ADS-B): ADS-B and EHS capable transponders shall be integrated so as to be capable of meeting the European Commission Implementing Regulation (EU) 1207/2011 which calls out the detailed performance requirements of the data transponders are required to transmit to ATC. Rationale: Eurocontrol now mandates aircraft to equip and utilize transponders which automatically transmit a variety of digital data derived from the aircraft avionics. This data pertains to the aircraft’s identification, location, altitude, velocities, flight status, and intentions. Some of this data is coded only once in the transponder, some data varies with each flight depending on conditions, and some data is constantly changing. The constantly changing data must be acquired from other aircraft systems such as GPS, Air Data Computer, weight on wheels sensors and other avionics. Dual transponders are desired due to increased dispatch reliability. GNSS enabled with SBAS: Dual Global Navigation Satellite Systems (GNSS), such as the American Global Positioning System (GPS) or the European Galileo System, determine the aircraft’s position and velocity around the world to a high degree of accuracy utilizing signals broadcast from a constellation of medium earth orbit satellites. Rationale: Terrestrial based navigational aids, such as Very High Frequency Omni-directional Range (VOR) and Non-Directional Beacon (NDB), are rapidly being decommissioned worldwide in favor of satellite based GNSS navigation. The requirements for ADS-B transponders in Europe and the United States imposes an additional requirement for GNSS equipment to provide upgraded performance and availability which may only be possible using GNSS with Satellite Based Augmentation Systems (SBAS). SBAS systems, such as Wide Area Augmentation System (WAAS) in North America and European Geostationary Navigation Overlay Service (EGNOS) in Europe and North Africa, augment basic GNSS signals with timing corrections measured on the ground in certain regions, uplinked to Geostationary Satellites, then downlinked to aircraft in flight to cancel most of the error in GNSS calculations providing a more accurate position and velocity determination. The addition of the geostationary SBAS satellite to the constellation also provides a higher degree of availability and error alerting. TCAS II Version 7.1: Traffic and Collision Avoidance Systems (TCAS) {also known in Europe as Aircraft Collision Avoidance Systems (ACAS)} work with the aircraft transponder to alert the flight crew to the presence of air traffic which is close enough to pose a mid-air collision hazard. Rationale: Europe is the only region in the world which requires TCAS Version 7.1 standard verses Version 7.0 which is required in the rest of the world. The difference between 7.1 and 7.0 is a slight difference in the Resolution Advisories (RA) which are audibly transmitted to the crew via the intercom. The Version 7.1 standard is required by European Commission Implementing Regulation (EU) 1332/2011. Air Data and Attitude Heading Reference System (ADAHRS): Dual, redundant ADAHRS systems will be integrated to support other installed avionics. ADAHRS systems measure altitude, vertical speed, airspeed, heading, turn rate, and aircraft attitude. Rationale: This is a necessary component to provide critical flight instrumentation data to the pilot Primary Flight Displays (PFD) in a “glass cockpit” as well as the transponder in order to meet ADS-B and EHS requirements. Weather Radar System: An onboard aircraft color weather radar system shall be installed to provide the crew with in-flight, real-time indication of convective weather in the aircraft’s flight path. Multifunction Displays (MFD): A minimum of one MFD shall be installed to display Communication, Navigation, Surveillance, Weather Radar, and other critical flight information on the center portion of instrument panel. Flight Management System (FMS): Dual FMS displays shall be installed to support all the flight crew’s avionics management functions such as navigation data entry, autopilot controls, radio tuning, etc. New Autopilot: The autopilots on these aircraft are old and may be in danger of component obsolescence and incompatibility with newer avionics. Rationale: While there is no requirement for autopilot imposed by civil aviation authorities outside of Reduced Vertical Separation Minimum (RVSM) airspace, autopilots are a tremendous workload reducer for the flight crews. Older autopilots may lack some features found in new autopilot which enable it to work more seamlessly with newer navigation system to enable fully coupled IFR approaches. Inertial Reference System (IRS) for mission equipment: Dual IRS systems will be integrated for use by mission equipment in the cabin. 5. The Contractor shall provide OCONUS training for six (6) pilots, six (6) technicians and three (3) navigators for the upgraded cockpit system to be conducted in CAIRO, EGYPT. Training shall be conducted in English. 6. All responses shall be submitted via electronic email. Send electronic responses tothe following Anglier Baker, Anglier.C.Baker.ctr@army.mil, Michael Webb Michael.g.webb18.ctr@army.mil, and Mr. Tommy Lau, thomas.h.lau2.ctr@army.mil. Your responses are required no later than 4:00pm CST, 27 February 2024. This Sources Sought Announcement is not a solicitation for requests for proposal. No reimbursement shall be made for any costs associated with providing information in response to this announcement or any follow up information requests. Nothing shall be construed herein or through this announcement to commit or bligate the Government or the responders to further action as a result of this research.