Modernization and Sustainment of the T-7 Family of Systems | SAM.gov Opportunity | G2X

Modernization and Sustainment of the T-7 Family of Systems

SolicitationFA8617-XX-R-XXXXNotice typeSources Sought

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Modernization and Sustainment of the T-7 Family of Systems

Sources SoughtFA8617-XX-R-XXXXJun 16, 2026 · v1

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Opportunity Summary

The Department of the Air Force, Air Force Life Cycle Management Center, is conducting market research to identify potential sources for the modernization and sustainment of the T-7 Family of Systems (FoS). This requirement, tracked under solicitation number FA8617-XX-R-XXXX, encompasses the T-7 Air Vehicle, Ground Based Training System, Maintenance Training System, and associated systems. The T-7 FoS was developed as a high-performance jet training solution to replace the T-38C fleet and will eventually consist of 351 aircraft operating from five training bases and various test locations across the continental United States. The program is currently entering the Low-Rate Initial Production phase, and this notice addresses requirements beginning as early as Fiscal Year 2029.

Modernization efforts include the development, testing, and integration of several upgraded capabilities such as Terrain and Air Collision Avoidance Systems, barrier engagement compatibility for net arrestor and cable systems, and pilot-selectable G-limits. Additional requirements involve Pilot Vehicle Interface improvements for fourth- and fifth-generation fighter skill training and the integration of an Embedded Global Positioning System/Inertial Navigation System. Concurrent sustainment activities include depot-level maintenance, software maintenance, supply chain management, and technical data management. Supporting tasks may be executed at government facilities, contractor facilities, operational bases, and test locations.

This opportunity is classified under NAICS 336411 for Aircraft Manufacturing and PSC 1510 for Aircraft, Fixed Wing. There is currently no set-aside designated for this notice, as market research will determine the final acquisition strategy. Interested firms must submit written capability statements by July 17, 2026, to the AFLCMC office at Wright-Patterson Air Force Base, Ohio. Responses are limited to 30 pages and must address the firm's experience with complex aircraft systems, software sustainment, and the technical infrastructure necessary to manage the development and retrofit of the T-7 Family of Systems.

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Opportunity Summary

Opportunity Details

Response deadline: Jul 17, 202631 days remaining
NAICS: 336411 (opens in new tab)
PSC: 1510 (opens in new tab)
Set aside: —
Published: Jun 16, 2026
Updated: Jun 16, 2026
Agency: DEPT OF THE AIR FORCE (opens in new tab)
Office: FA8617 AFLCMC WNDI/WNB TRNG ARCRFT
Department: —
Source: View on SAM.gov (opens in new tab)

Contact and place of performance

Point of contact: Sonia Taylor

Place of performance: Not specified

Original Description

THIS IS NOT A REQUEST FOR PROPOSAL/QUOTE. This synopsis is not to be construed as a commitment on the part of the Government to award a contract, nor will the Government provide reimbursement of cost associated with any information, documentation, or responses submitted because of this synopsis. This is a Sources Sought Notice (SSN); there is no solicitation available at this time. This SSN is published for mark...

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 and Stick (HOTAS) switches. Future capability upgrades will include enhancements that allow for 4th and 5th generation fighter/bomber skills to be trained including the ability to perform HOTAS intensive tasks. The following list is a draft for informational purposes only, meant to inform potential responders of PVI efforts the government may implement in the near future:
1. Divert Mode: will allow rapid selection of and navigation to several of the closest suitable airfields, similar to capabilities currently available in the T-38, including climb/cruise/descent cues (airspeed and altitude), and navigation.
2. Situational Awareness (SIT) Line Color/Style: Display of line colors, styles, polygons, and circles equivalent to T-38.
3. SIT Display improvements:
  - Make compass rose more legible, make the GPS ground track diamond usable, enable the ability for Bullseye (BE) to show up under the cursors vs. only latitude/longitude.
  - Allow selection of navaids/steer points via Large Area Display (LAD) touch.
4. Navigation improvements:
  - Ability to manage navigation displays similar to current T-38 capabilities, including heading bug and course arrow auto slew.
  - BE selection on Up Front Control Display (UFCD) similar to T-38.
  - Automatic International Civil Aviation Organization (ICAO) Identifier and Tune Identify and Monitor (TIM) confirmation.
5. Flameout Landing Guidance: provide landing guidance to selected airfield, including airspeed, descent angle, and energy cues (clean, configured, configured with speed brake) to achieve an executable solution.
6. Tactical Situation Display (TSD) Sensor cueing: allows sensor cueing (A/A & A/G RADAR, Tgt Pod, etc.) from TSD display.
7. Markpoints:
  - Ability to set a markpoint with elevation for both real-world and training purposes.
  - Ability to designate markpoint with any/all sensors and use it immediately.
8. Add Military Grid Reference System (MGRS) coordinate system as a selectable option.
9. Hands on Throttle and Stick (HOTAS) Remap: re-map all stick and throttle buttons to match existing commands.
T-7 Embedded Global Positioning System (GPS) Inertial Navigation System (INS) [EGI]. Upgrade T-7 navigation capability from Inertial Measurement Unit (IMU) with Global Position System (GPS) updates to an Embedded GPS and Inertial Navigation Unit (INU) [EGI], with a ring-laser gyro. The EGI platform offers significant advantages in all navigation, datalink and tactical operations and retains accuracy without GPS signals. The proposed solution will utilize an Embedded GPS/INS (EGI) navigation system with ring-laser gyro to increase the navigation system accuracy of the T-7 and increase anti-jamming/GPS signal retention capability. The solution will integrate existing on-board systems and the T-7 datalink to reduce latency and increase accuracy/tracking of the navigation solution. It will fully integrate with existing avionics and maintain position accuracy without GPS input. It will provide a robust platform for safe operations in all weather conditions and provide better accuracy and reliability over a wider range of operating conditions.

Sustainment activities for planned and existing aircraft and training systems will include analysis, planning, and execution of depot maintenance; product support, software maintenance; interim contract support, as required; Technical Order development, publication, maintenance; configuration and data management; and spares and support equipment procurement and sustainment. T-7 acquisition and sustainment support requires robust expertise in multiple functional areas including systems engineering, program management, contracting, pricing, financial management, subcontract management, and facilities management. Core technical engineering disciplines requiring robust competency include electrical systems, flight systems, information assurance, cybersecurity, software, avionics, operational safety and suitability, effectiveness, systems, structures, and aerospace. Sustainment and Maintenance support may include, but is not limited to:

Crisis management team support, including technical evaluation and mishap investigation, as required.
Maintenance of reliability databases, failure reporting, analysis and corrective action system support.
Contract support to include repair, maintenance, and inventory management/data management tracking for modernization efforts (per Air Force Instruction 63-101, Chapter‑3).
Technical data management, sustainment, and modification (OMIT data, TOs, TCTOs, product baselines, etc.).
Documenting discrepancies in verified TOs and submitting Recommended Changes (RC) to the Government using the Enhanced Technical Information Management System (ETIMS).
Diminishing Manufacturing Sources and Material Shortages (DMSMS) program management.
Product Improvement Working Group (PIWG) support.
Fleet management support (e.g., alignment/scheduling of aircraft modifications and updates to planned A-/C-check cycles and operational requirements, technical order updates, and fleet status reporting).
Procurement, distribution, repair, and management of common and peculiar support equipment.
Supply Chain Management. Manage total supply chain, including spares, support equipment, consumables, and the procurement, replenishment, and sustainment thereof.
Delivery of data generated from all aircraft/systems/subsystem/component modifications, changes, and/or updates that is required to achieve the appropriate level of government purpose rights necessary to incorporate changes into the T-7 Family of Systems.
Depot level support, including planning, analysis, and execution support for unscheduled depot level maintenance, component-level depot repair, and maintenance-driven modification(s).

The response should be concise and clearly demonstrate an ability to individually meet the stated requirements above. Respondents shall address each of the following in their responses:

Ability to address some/all the Modernization requirements listed in paragraph 7 above.
Experience in providing sustainment engineering support for complex aircraft systems, comparable in scope and complexity to the T-7. Sustainment engineering requires the contractor to identify, evaluate, and recommend and integrate solutions to resolve T-7 weapon system hardware and software technical and supportability anomalies, deficiencies and problems. Sustaining engineering includes all engineering and management activities related to trend analysis, health of fleet analysis, integrity programs, systems safety, configuration management, field issue resolution/implementation, and overall sustainment engineering management.
Proven ability to manage and execute all required sustainment engineering tasks, including experience working with OEMs and other vendors.
In-depth knowledge of T-7 systems and subsystems, or the demonstrated ability to attain it in a reasonable period should a contract award occur. This includes general aircraft, avionics/electrical, flight technologies, subsystems, engines/propulsion integration, fuel, and structures.
A robust supply chain management system for parts support, including experience with OEM parts management and DMSMS mitigation.
Demonstrated expertise in software sustainment, including the ability to work with complex data rights arrangements and develop and utilize specialized software development and testing environments.
The ability to obtain minimum data requirements (e.g., engineering drawings, engineering analyses/models, test/qualification reports parts list, and/or technical orders) and additional Government support required to provide the scope of T-7 services required.
Experience with sustaining aircraft and/or related training systems.
The technical and management infrastructure to manage the development, test, production, retrofit, product support, sustainment, and modernization of the T-7.
Description of processes that would be used to install/integrate required modifications/updates/upgrades onto existing or production T-7 aircraft and experience performing similar work on other airframes or training devices.
Government and/or contractor facilities that would be necessary to install modifications to T-7 aircraft/systems. If contractor facilities are required, indicate if these facilities are available now, and if not, when they would be available.
Experience accessing data from other vendors to support a complex air frame and related systems, such as the T-7 and Support Equipment (SE).

Opportunity Summary

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Scoped analysis and attachments—go beyond the summary when you need detail from the solicitation package.