Questions - 12024B19R0001 EU LFS Helicopters.pdf

USFS National Exclusive Use Large Fire Support Solicitation No. 12024B19R0001 Questions

QUESTIONS RECEIVED IN RESPONSE TO SOLICITATION 12024B19R0001

Question 1: Can a Tier 1 helicopter bid a Tier 2 line item? If so, will its performance score be calculated as per E‐4 (b) (2)?

Response: Yes – However, please note that the USFS has a limited budget to cover all 28 Line Items and this may impact the decision.

Question 2: Will alternate proposals be given due consideration?

Response: If you are asking if offeror’s may offer multiple aircraft Yes, provided it meets all of the requirements of the contract. Any deviation to this response should be readdressed by the company that asked the question with additional detail.

Question 3: If an offeror is willing to provide a tank as an option in addition to a bucket for a Bucket

Only line item does the agency consider that additional flexibility in the technical scoring?

Response: Offerors may propose a bucket aircraft with the ability to add a tank however, there is no means in the evaluation criteria to provided credit for proposing this option. See B‐10(e)(3)(i)(E).

Question 4: How are the evaluations going to occur? OM Model or committee selection? Ratings or rankings?

Response: Evaluations will be conducted by a technical evaluation board in accordance with the solicitation. See E‐4. The Optimization Model will be used to assist in determining tradeoffs.

Question 5: A‐2 States “OFFERORS MAY QUALIFY THEIR OFFERS ‐ OFFERORS SHALL INDICATE BELOW

THE MAXIMUM NUMBER OF ITEMS WILLING TO ACCEPT”. As an offeror may bid multiple line items per aircraft, potentially at different prices based on duration, certain line items may be more desirable then others. Can the offeror prioritize what line items they would want?

Response: Offerors may submit offers for any items that they wish however, the Government will award based on the best value to the Government and not the preference of the offeror. Offerors are encouraged to provide more favorable pricing for locations that are of greater preference.

Question 6: A‐3 States “AIRCRAFT PERFORMANCE SPECIFICATIONS (MINIMUM) TO BE USED FOR

PROPOSAL EVALUATION PURPOSES AND AIRCRAFT WEIGHING AND WEIGHT VALIDATION”. Why are the performance minimums different for Tier 1 and Tier 2 aircraft between the Call When Needed and this

Exclusive Use Solicitation?

Response: The standards for the Call When Needed solicitation allow for type II helicopters.

Question 7: A‐3 (b) (1) (iii) (A) States “(Weighing shall be) Accomplished within 12 months prior to the due date of proposal submission”. If the aircraft is out of country and operating on another government contract, or undergoing heavy modification, and not in a position to be weighted, can this be modified to a requirement for weighing prior to the initial carding and at that time, if the aircraft is not at or under the bid weight the line item will be terminated?

Response: No, a current weight & balance is critical to accurately evaluate and award contracts and therefore, required. If the aircraft is not at or below the offered weight it may be terminated for cause for failure to meet the requirements of the contract. See A‐3(b)(1)(iv).

Question 8: A‐3 (b) (1) (v) States “Cowlings, doors and fairings shall not be removed to meet contract equipped weight for performance.” If the cowlings, doors, or faring’s are removed via a 337 or other

FAA Approval is this acceptable? What if they are not removed for performance, but for other operational requirements?

Response: No. The aircraft will be required to perform Forest Service operational requirements.

Question 9: A‐3 (b) (2) States “After proposal evaluations and prior to or post award all Exclusive Use aircraft weighing shall be witnessed and validated by Agency Aircraft Inspector(s). If aircraft must be weighed post award it will be at the option of the Government. The objective of the second and separate weighing is to validate the contractor’s proposed weight as configured to comply with the solicitation requirements. The solicitation states that it’s at the government’s option to weigh the aircraft post award, who determines if it needs to be weighted pre‐award? If the aircraft are going to be weighted again prior to MAP anyways, why does the solicitation require a weight within the previous 12 months?

Response: The solicitation requires offerors to weigh aircraft prior to award. Additionally, the

Government will witness the weighing of all aircraft post award during the aircraft inspection.

Question 9: A‐3 (b) (2) States “All aircraft shall be weighed prior to start of the base year Mandatory

Availability Period (MAP). Isn’t this saying the same thing as above? If the solicitation requires the aircraft to be weighted prior to start of the base year MAP, and A‐3 (b) (1) (iv) requires the aircraft to be within 0.2% of the contracted weight in the base year, it would appear there is adequate protection for the agency not to require the weight and balance to be carried out within the previous 12 months as the risk is all on the operator to bid the correct weight.

Response: We disagree. Because payload is a significant factor for award, an accurate weight is critical to the fair and accurate evaluation of the offers.

Question 10: A‐7 States “All Personnel shall be under the same work schedule with the exception of

Maintenance Personnel. Maintenance Personnel may work a 14/14 schedule. If maintenance personnel work 14 days on, they must take 14 days off, unless approved by the Contracting Officer. Days off schedule may vary. A 14/14 schedule must be requested by checking “Other” and subject to approval by the Contracting Officer. Can Flight Crew work a 14/14 schedule?

Response: No, Policy and agreed upon Interagency standards have restrictions on pilot flight and duty limitations that limit duty to 12 consecutive days.

Question 11: A‐10 CONTRACTOR FURNISHED SPECIAL REQUIREMENTS identifies equipment the helicopters are required to have as part of this contract. There is no requirement to have a Traffic

Advisory System. These systems have proven themselves time and time again to increase safety and reduce the risk of a mid air collision on the congested airspace. What is the agency’s rationale for not mandating this?

Response: The Offeror can add additional equipment to their aircraft as they wish for safety or other missions that are performed under or outside of the USFS contract. However, at this time we are not requiring TAS for the Type I EU contract.

Question 12: B‐1 (b) States “When, in the sole judgment of the Contracting Officer, the safety programs do not adequately promote the safety of operations, the Government may terminate the contract for cause as provided in the FAR 52.212‐4(m) Termination for Cause. Examples of such programs include but are not limited to: 1) Personnel Activities, 2) Maintenance, 3) Safety and 4) Compliance with

Regulations.” Does the Contracting Officer have the appropriate background to make this type of decision to terminate the contract? If there a requirement to provide the contractor with notification that if things do not improve the contract will be terminated?

Response: The CO has a team technical experts to draw from the make Termination Decisions. The

Contractor will be notified of any concerns related to safety and the contractor will be provided the opportunity to correct the deficiency. If after notification, the contractor does not satisfactorily correct the deficiency, the contract may be terminated by the Government.

Question 12: B‐2 (c) States “(i) Aircraft required to have a Special Airworthiness Certificate prior to initial contract inspection.” Please confirm aircraft can bid under this solicitation that do not have a Special

Airworthiness Certificate at the time of bid.

Response: Yes, offerors that propose restricted category aircraft must ensure that aircraft have the

Special Airworthiness Certificate prior to initial contract inspection per B‐2(c)(1)(i). However, failure to obtain this certificate in time for performance may face termination of their contract for cause.

Question 13: B‐4 (a) (4) States “Helicopter shall not be approved if any component time in service exceeds the manufacturer’s recommended Time Between Overhaul (TBO) or FAA approved extension.

All inspection times and intervals shall comply with the Contractor’s FAA approved maintenance program.” Please confirm if the manufacturer has a recommended TBO on a component, and the operators FAA Approved program has that component on‐condition, that the FAA Approved program will supersede the manufacturer’s recommendation and will be acceptable to the agency.

Response: Yes this is acceptable.

Question 14: B‐4 (d) (a) (1) States “A copy of the Awarded Contract and modification(s) shall remain in the helicopter during the Contract period(s). Contractor shall ensure that the appropriate performance charts are included in the copy of the contract. All changes to the performance charts during the performance of the contract shall be included in the contract via modification. Is having this data loaded on an EFB or iPad an acceptable means of compliance?

Response: Yes, this means of compliance is acceptable per B‐10(a)(7).

Question 15: B‐4 (d) (a) (4) States “Approved helicopter lighting for night operation in accordance with

14 CFR 91.209, plus instrument lights.” Are night operations permitted under this contract? Is that capability desirable to the agency?

Response: No, night operations are not authorized under the terms and conditions.

Question 16: B‐4 (d) (10) States “Operations from other than the manufacturer’s designated pilot station (right seat in most helicopters) are allowed only with an approved FAA Supplemental Type

Certificate (STC) or field approval and designation on the aircraft Interagency Data Card.” Is this applicable for Tier 1 aircraft such as the S‐64 and CH‐47D? There are no STC’s that we are aware of for these types.

Response: When FAA approved Flight Manual requires two pilots, this is not a requirement.

Question 17: B‐4 (d) (18)(i)(B) States “The bucket, at 100 percent of manufacturers rated capacity (+/ ‐

5%) shall be commensurate with the maximum OGE lifting capability of the helicopter at 5000 PA and 30 degrees C and use 200 pounds for each pilot and 1 1/2 hours of total fuel or the manufacturer recommended size/model bucket by helicopter make and model shall be used. The bucket shall be capable of being operated with all increments of the long‐line.” Why would the agency limit the maximum volume of a variable capacity bucket to this restrictive altitude and temperature? Many firefighting operations are conduced at lower density altitudes which allow the helicopter to pack a greater volume, providing the agency with better value.

Response: The requirement is in place to ensure that contractors do not provided buckets that are too large for the capability of the aircraft based on environmental conditions.

Question 18: 4 (d) (18)(ii)(A) States “A second variable capacity water/retardant Bucket is required. At

100% capacity, the second bucket shall be no more than 10% greater than the minimum capacity of the primary bucket.” Why would the agency limit the maximum volume of a variable capacity bucket to this restrictive altitude and temperature? Many firefighting operations are conduced at lower density altitudes which allow the helicopter to pack a greater volume, providing the agency with better value.

Response: The requirement is in place to ensure that contractors do not provided buckets that are too large for the capability of the aircraft based on environmental conditions. The solicitation states that

“ALL BUCKETS” must meet this requirement. Should we change this and state that the “Primary Bucket” must meet the requirements. This will allow operators to have other bucket sizes and authorize the 420 gal KMAX bucket

Quesiton 19: B‐4 (d) (18)(iii)(C) States “If powerfill equipped, bucket must fill to maximum capacity in no more than 90 seconds.” If a powerfill bucket is not a contract requirement, and the offeror decides to provide it to the agency, why would the agency restrict the fill time? If the offeror’s powerfill bucket cannot meet these requirements is the agency going to mandate the pumps be removed or not utilized?

Response: Gated Power Fill Buckets are required by this solicitation per A‐10.

Question 20: B‐5 (a) (2) States “All "time change" components, including engines, shall be replaced upon reaching the factory recommended time, or FAA approved extension if applicable. Helicopters operated with components and accessories on approved TBO extension programs are acceptable, provided the Contractor who provides the helicopter is the holder of the approved extension authorization (not the owner if the helicopter is leased), and shall operate in accordance with the extension. Please confirm if the manufacturer has a recommended TBO on a component, and the operators FAA Approved program has that component on‐condition, that the FAA Approved program will supersede the manufacturers recommendation and will be acceptable to the agency.

Response: Yes, if the offeror is the owner of the aircraft this is acceptable.

Question 21: B‐5 (a) (2) States “Contract performance may subject the helicopter engine to frequent smoke, sand and dust ingestion. All helicopters shall comply with the erosion inspection procedures at the recommended intervals in accordance with the engine operation and maintenance manual for the

Contracted aircraft. Please confirm if the manufacturer’s maintenance manual has a recommended erosion inspection procedure and interval, but the offeror has its own FAA approved inspection interval that differs from the manufacturers, that the FAA approved inspection interval will supersede the manufacturers recommendation and will be acceptable to the agency.

Response: Yes, an FAA approved inspection interval is acceptable.

Question 22: B‐5 (a) (2) States “Contractor shall notify the Contracting Officer Representative (COR) at least 16 flight hours prior to the initiation of any maintenance inspection.” If the aircraft is on a progressive inspection cycle and inspections are happening nightly, can this language be relaxed to avoid constant notifications to the COR?

Response: No, there should be constant communication between the Crew and the COR. Someone from the Host Base will typically be assigned as the COR under the contract.

Question 23: B‐7 (a) (1) (XIII) States “Lighting for night operations in accordance with 14 CFR 91.205 (c)”.

Are night operations permitted under this contract? Is that capability desirable to the agency?

Response: No, night operations are not authorized under the terms and conditions.

Question 24: B‐10 (c) States “IFR/Night Flight ‐ Not authorized”. If night flights are not authorized why is the agency requiring the helicopter to be equipped? As Next Generation Helicopters come online that are more capable, equipped with IFR Cockpits and Certified Crews, will the agency consider allowing IFR operations to depart from helibases that are smoked in, allowing better utilization of the aircraft?

Response: Aircraft lighting provides a benefit to safety in the form of enhanced visibility, especially so during low light conditions. At this time, night and IFR flight will remain prohibited under the terms and conditions of this contract

Question: 25: Exhibit 5 (a) (1) (i) States “The frontal area of the retardant column is minimized.” Certain tanks have square openings, where the frontal area of the column is identical to the sides and in some systems, the frontal area is larger then the side. Would these be acceptable to the agency even though the frontal area was not minimized?

Response: This tank configuration is acceptable.

Question 26: Exhibit 5 (a) (4)(iii) States “All tanks shall be equipped with an independently controlled and operated emergency dump system enabling the entire load to be dropped in less than 6‐seconds.

How does the agency plan to measure this requirement? Will there be a timed emergency dump on the ground during the initial inspection?

Response: The tank system STC should address this requirement. At the discretion of the government the emergency dump system will be verified.

Question 27: Exhibit 5 (a) (5)(iii) States “The tank shall accept filling at a rate sufficient to allow the tank to be filled to capacity in no more than 1‐minute.” For large tanks, this could be over 2,800 USG per minute. Can the agency review this requirement and modify it to accommodate larger systems?

Response: If a larger tank is offered, the Government may re‐evaluate this requirement.

Question 28: Section E‐3 (b) (3)(J) States “Summary table listing of all modifications by STC number or field approval and installation date. Copies must include FAA approval documents for all equipment required in A‐10. This statement appears to be limiting the summary table of modifications to only those approved via an STC or field approval. There are items in A‐10 that may not be field approved and only recorded on a 337 or logbook entry. There are also items that would not get a logbook entry and items that are OEM equipped on many aircraft (such as the refueling requirements in Exhibit 8). Can this requirement be revised to allow the offeror to complete the summary table of modifications and to provide the agency with its source of FAA approval along with the supporting document (STC, 337, Logbook Entry, or OEM Data)?

Response: Yes. Will be addressed in an Amendment.

Question 29: Section E‐3 (b) (5) States “Offeror’s that would like non‐federal agency input considered for Past Performance shall provide Exhibit 15, Performance Report, (or similar information) to the past performance reference and that individual must complete the form and submit it directly to the

Contracting Officer at michael.mcfarlane@usda.gov. This information must be received from the reference prior to the date and time set forth in the solicitation for receipt of proposals. Information received after the date set forth for receipt of proposals will not be considered. If the offeror already has letters supplied by non‐US federal agencies can they include it in the proposal as done in previous solicitations? Having multiple other contracting agencies email the COR directly is cumbersome, hard to coordinate, and seems like a lot for the COR to manage to ensure nothing gets missed.

Response: Due to the volume of past performance information that will be required to be evaluated under this solicitation, the Government is requiring that this information be provided directly to the CO.

This will limit significant time delays attempting to contact references and verifying information submitted.

Question 30: Section E‐4 (d) States “Other than acceptability, all evaluation factors other than cost or price, when combined, are approximately equal to price.” In the past solicitations technical evaluation has been more important then price. Why did the agency decide to decrease the importance of the offeror’s aircraft performance, safety systems, and company experience?

Response: The combination of declining budgets and the fact that Government personnel do not fly on these aircraft led to this decision.

Question 31: Page 169 E‐3(a) "However, the small business size standard for a concern which submits an offer in its own name, but which proposes to furnish an item which it did not itself manufacture, is 500 employees". Can you clarify what it means? In the FAA eyes a type certificate holder is the manufacturer of the aircraft are you referring to this?

Response: This is standard language from the FAR Clause. This is only applicable to supply contracts and is not applicable to services. Please disregard this language.

Question 32: Page 173 (8) Section 2: Section B items as described above. When I flip to page 169, Section 2: It only lists section A items?

Response: Incorrect reference. Will be corrected via amendment. Should read “Section A items described above”.

Question 33: Page 173, last paragraph states: Jump drive must separate the information contained in the proposal into the following areas: When I flip the page there is nothing listed?

Response: Will be addressed via amendment. Statement should be above the list of Sections.

Question 34: Schedule of Items with Amendment 01. Line items (cont) Note: Do not include weight of bucket and suspension hardware: Then says Equipped weight in lbs. (see definition) The definition on page 73 States: Includes the weight of fixed tank, snorkel or, bucket and any associated suspension hardware as applicable. Which weight do you want?

Response: Will be corrected by amendment to reflect the updated definition from Amendment 01.

Question 35: On page 171, paragraph (J), it says we are to provide a summary table listing all modifications by STC number or field approval and installation date. Are the only copies of STC’s and field approvals that are required to be submitted, those that are check marked in paragraph A‐10?

Response: No, STC numbers, Field Approvals, and installation date shall be provided for all modifications to the aircraft and shall include modifications to the aircraft and required equipment by the contract, including the items listed in A‐10. Will be addressed in an Amendment.

Question 36: In Section E, the words thumb drive, flash drive, and jump drive are used. Are these terms being used interchangeably or do they have different meanings?

Response: The terms are used interchangeably.

Question 37: The last paragraph on page 173 says, “One hard copy (for sections/items noted above) and 4 full electronic copies (flash drive) of your offer is required to be included in the proposal. Jump

Drive must separate the information contained in the proposal into the following areas:

Response: Will be addressed via amendment. Statement should be above the list of Sections.

Question 38: Do you want 4 separate flash/jump/thumb drives, each containing one electronic copy of our proposal?

Response: Yes. Four separated devices each with a full copy of the proposal.

Question 39: Section E‐3: To clarify, you want one hard copy of the Schedule of Items, but only an electronic copy of the Excel Schedule of Items.

Response: Yes, that is correct.

Question 40: Exhibit 8 (3) Weekly samples (iii) Samples from closed circuit nozzles? Closed circuit system won't let you take samples from nozzle. That’s why it’s closed. Is this required for closed circuit? It also, mentions it in (4) as well.

Response: It is a requirement for closed circuit. The requirement is in place to provide and additional level of confidence that the fuel from the hose is not contaminated.

Question 41: In the current EU Helicopter solicitation it states “FAA STC”. We request the solicitation language be amended to reflect “FAA STC or Transport Canada STC that has been submitted for FAA STC

Validation per the FAA & Transport Canada Bilateral Agreement”.

Response: The USFS is not willing to change this requirement.

Question 42: E.3 (8) Mailroom Notification. All proposal documents shall be packaged in sealed envelopes or boxes. All proposal packaging should be marked to match the Sections identified above as follows: "Section (2): Section B Items as described above". E.3 (b) (2) Section 2 of Proposal previous instructions lists only items associated with Section A and not Section B. Please clarify if E.3 (8) should be amended to "Section (2): Section A Items as described above?

Response: Correct. Will be addressed in future amendment

Question 43: E.3 (3) Instructions to Offerors places Section 5 of Proposal (6) and (7) requirements for

Offeror Reps and Certs and Acknowledgement of Solicitation Amendments. The SF 1449 is required per

Instructions to be contained within Section 1 SF 1449; These requirements are very similar in nature and for consolidation purposes request to put: (6) Offeror Reps and Certs and (7) Acknowledgement of

Solicitation Amendments into Section 1 vs. Section 5.

Response: Yes, this is acceptable.

Question 44: B.12(b) Management personnel requirements and Instructions to Offerors Section 3 (M).

For the Chief Pilot the requirements are around year’s vs hours, can we use hours for supporting documentation.

Response: Yes, that is acceptable.

Question 45: Page 6 A‐6 ‐ Two Mechanics. This paragraph requires two carded mechanics for each helicopter other than K‐Max. Would the UH‐60 be considered for one mechanic as well? The daily maintenance requirements for a UH‐ 60 are not much different from the K‐Max as far as workload, and major maintenance is usually conducted before or after the MAP. With the ability to dispatch additional maintenance personnel to assist with heavy maintenance events, this requirement would add unnecessary cost to the government when contracting UH‐60 helicopters. The requirement in B‐5(a)(1) already requires the Contractor to be capable of supporting the aircraft in the field under periods of heavy use, in which case a second mechanic could be dispatched to avoid exceeding duty times or to comply with the Contractor’s fatigue management program.

Response: The UH‐60 will require two carded mechanics.

Question 46: Page 11 B‐2(c) – Military Bulletins. The US Army does not allow civilian companies access to Service Bulletins, MWOs, SOFs, etc. which are issued after the date the aircraft is surplused. Is this clause intended to ensure that all military service instructions are complied with prior to certification, and after the aircraft is Type Certificated, the operator must comply with the TC holder’s bulletins and safety information?

Response: Yes, offers will be required to maintain their aircraft as required by this clause.

Question 47: Page 13 B‐4(5) – Electronic Flight Bags. The FAA does not approve electronic flight bags for

Part 91 operations (or 133/137). Will the government accept an iPad or similar device with a current subscription to navigation publications such as ForeFlight to meet this requirement in lieu of paper charts?

Response: Yes, this is acceptable per B‐10(a)(7).

Question 48: Page 32 B‐7(5)(iii)(B) – Bucket switching. The required configuration in the solicitation is different than our FAA‐Approved configuration. All of our pilots are trained and familiar with our configuration, which is consistent with other makes/models in our fleet. Changing switchology for one customer would have a negative safety impact. Could this paragraph be reworded to include “Or other

FAA‐Approved switch configurations?”

Response: Yes, will be addressed via future amendment.

Question 49: Page 36 B‐10(b)(5) – Checklist. Recommend this paragraph be reworded for clarity. The

FAA does not “approve” checklists for aircraft not operated under an Air Carrier certificate. The FAA

Aircraft Certification Office has advised that flight manuals receive approval, and it’s the operator’s responsibility to ensure checklists used (condensed flight manual procedures), do not conflict with the information in the RFM. Will the government accept “approval” by the operator’s Chief Pilot or similar position?

Response: Will be addressed via amendment.

Question 50: Page 38 B‐10(e)(3)(E) ‐ Change from bucket to tank. If the Contractor has a tank system available and the Government requests its use, will there be a rate adjustment for the additional capability?

Response: If the Government requests the change, the operator would be entitled to an adjustment.

Question 51: Page 45 B‐12(e) ‐ Annual VTR Recurrency Training. Under Additional Specific Mission

Requirements there is 2 hours of required VTR training. What would meet this requirement? Our pilots fly 400‐600 hours of VTR per year doing precision longline work as well as firefighting around the world.

Could this requirement be waived or re‐ worded to allow pilots with some minimum level of experience to bypass? Also, how would this requirement be met in a single pilot aircraft (i.e. K‐Max)?

Response: It is recognized that operators and pilots have a broad scope of experience performing long‐ line operations. However, it has been consistently observed that the scope of experience and currency varies greatly from year to year, operator to operator. The intent behind the annual training requirement is to provide some level of confidence that operators will be able to perform contractual services, regardless of pilot expertise, especially during interim periods in which agency flight evaluations are not conducted or where pilot skills may have atrophied. So no, this requirement cannot be currently waived. With regard to single cockpit aircraft, comply with PTS standards as witnessed from the ground by the appropriate operator authority.

Question 52: Page 62. (xiv)(C) – Flight Training. 1 hour of aircraft flight training is required. How would this be provided in a K‐Max helicopter?

Response: It is recommended that the operator draft a program of instruction (POI) comprised of ground instruction/review and flight instruction/review. It is suggested that the operator reference 14

CFR Part 61.56, FAA Advisory Circular Number 61‐98, “Currency Requirements and Guidance for the

Flight Review and Instrument Proficiency Check”, dtd 4/30/18.

The FAA document 8900.1 CHG 240, Volume 5 Airman Certification, Chapter 10 Administer a Title 14

CFR Part 133 Chief Pilot Knowledge and Skill Test is a pretty good reference, specifically section 5‐1704

Examination of the Candidate.

http://fsims.faa.gov/PICResults.aspx?mode=EBookContents&restricttocategory=all~menu

Question 53: Page 63 B‐21(3) – Carding. Will cards be issued by seating position now? Does a UH‐60 card specify which seat the PIC must occupy while on contract?

Response: No, cards will not specify which seat the PIC must occupy for the UH‐60.

Question 54: Page 67 B‐27(e) – Replacement Services. Is there some time period the Contractor must be unavailable prior to the Government seeking replacement services?

Response: None specified. This will be an option that the Government may utilize during extended periods of unavailability. This will not be used for short periods of unavailability.

Question 55: Page 69 B‐35(b) – Mobilization/Demobilization. Could this paragraph be revised to remove the “Distances that are less” sentence? It seems to penalize the Contractor for having a business outside the USFS that may require the helicopter to go a shorter distance to another job or location when released from contract but if the Contractor has the helicopter closer to the host base when MAP starts the Government will take advantage of that. It costs the Contractor the same amount either way, and the cost of transport to and from the home base to the host base should be factored into the Contractor’s bid rate.

Response: An amendment will be issued to allow offerors to identify the location of the Contractor’s helicopter. This location will be used in this calculations for paragraph B‐35 Reimbursement for Mobilization and Demobilization Costs.

Question 56: Page 70 B‐36(b)(2) Payment for a Substitute/Replacement Helicopter Using the example of replacing a K‐Max with a UH‐60A+, the operator would be providing a more capable helicopter with higher capacity, but if the flight rate for the UH‐60 is not paid, the operator would lose substantial money per hour when flying the replacement aircraft. This should be reconsidered since each replacement helicopter has to be approved by the CO on a case by case basis to the benefit of the government, and a more capable aircraft provided for the same daily rate brings a better value to the government.

Response: Aircraft awards are based on total cost to include the cost of flight time and availability. To authorize the payment of a higher rate to a contractor for the contractors benefit, would not be fair to the original acquisition process. Aircraft substitutions, especially for different types of aircraft, are there to allow the Contractor to bring in an additional aircraft during periods in which the primary aircraft is down due to maintenance. This paragraph is included to benefit the contractor during periods in which their awarded aircraft is unavailable. No change will be made to this paragraph.

Question 57: Section B – Page 75: Equipped Weight: Restricted/Limited:

Equipped weight equals the Empty Weight (as listed in the Weight and Balance Data) plus the weight of lubricants and onboard equipment required by contract (i.e., including but not limited to survival kit, first aid kit). Includes the weight of a fixed tank, snorkel or, bucket and any associated suspension hardware as applicable. Please confirm for bucket aircraft, that the equipped weight also includes the weight of the bucket power fill assembly, in addition to the bucket itself and suspension hardware?

Response: Yes, it includes the complete bucket system.

Question 58: B‐2 Certifications. We see the requirements for (b) and (c) but no reference to Limited Category Helicopters, please clarify or include.

Response: See definition of Limited Use Helicopters under B‐45 Definitions.

Question 59: B‐19 Personal Protective Equipment (b)(2). The link for currently approved flight helmets does not work, please clarify or provide a working link.

Response: Please try to copy and paste into your browser. The link works and it has been verified that it works from a non‐government PC.

Question 60: A‐7 Acceptable Work Schedule. If we choose a 12/2 schedule for pilots and later decide to change to a 12/12, will that be acceptable if approved with the CO?

Response: Yes, with approval from the Contracting Officer.

Question 61: (a) General (3) Government pilot operations will be in compliance with the USDA Forest Service Manual (FSM) 5700 or Department of the Interior, Departmental Manual (DM), Parts 350-354 Aviation Management and Title 14, Part 91 of the CFR, including those portions that apply to civil aircraft except as noted in the agency manuals. It is not intended that Government pilots meet all requirements of C-12. Should this be B-12.

Response: Correct reference is B‐12.

Question 62: E‐1; (3) Mandatory Documentation: (B) Copy of your14 CFR Part 135 Operating Certificate (if you have a 135 Operating Certificate), Operations Specifications, and Operations Manual.

We have a 135 Certificate but none of the aircraft we plan to offer are listed in our 135 Operating Specifications. The aircraft are listed in our 133 Operations Specifications. If we are not proposing 135 aircraft should we provide copies of the 135 Manual and ops specs?

Response: There is no need to provide the 135 Certificate if the aircraft offered are not on the 135 certificate.

Question 63: E-1; (3) Mandatory Documentation: (M) Provide names of Chief Pilot, Director of Maintenance, Director of Operations and Chief Pilot and provide supporting documentation that they meet the requirements of B-11(b). Should this reference be to B-12(b)?

Response: Correct reference is B‐12(b). This will be addressed via amendment.

Question 64: E‐1; (b) (2) (i) All pricing information for Daily Availability and Flight Rate for all four years in the attached word copy of the Schedule of Items and the Excel Schedule of Items posted on beta.SAM.gov. Should this paragraph reference the .pdf and Excel Schedule of Items? Do you want pricing information in both .pdf and Excel files?

Response: Yes, reference should be pdf. and Excel files.

Question 65: E‐3 (b)(8) Offers shall be submitted to: (A) By mail, hand carried or express delivery service: One hard copy (for sections/items noted above) and 4 full electronic copies (flash drive) of your offer is required to be included in the proposal. Jump Drive must separate the information contained in the proposal into the following areas: Should the hard copy include all sections in one binder or should each section be in a separate binder?

Response: One binder is acceptable and preferred.

Question 66: SOLICITATION 12024B19R0001 – ATTACHMENT 01: SCHEDULE OF ITEMS Large Fires Support Helicopter Services for One (1) to Twenty (28) Standard Category, Type I Helicopters fully contractor operated and maintained to the requirements of contract.

Should this paragraph include Transport Category and Restricted Category Helicopters?

Response: Yes, will be addressed in a future amendment.

Question 67: The definition of “Equipped Weight” in each of the CLIN’s differs from the definition of “Equipped Weight” under paragraph B‐45.

Response: Will be corrected in future amendment to the definition under B‐45.

Question 68: The Extended Standby estimate for each line item is 1800 hours. For the 180 day CLIN’s this represents 10 hours of extended standby per day, for the 90 day CLIN’s this represents 20 hours of extended stand by per day. For a helicopter with the maximum complement of 10 personnel this represents 180 hours per person for the MAP period. For a helicopter that requires only 5 personnel the same estimate represents 360 hours per person of extended stand by for the MAP. Can we specify in our bid the Maximum Complement of personnel for each CLIN and use our defined Maximum Complement times an estimated daily number of extended standby hours times the guaranteed days to determine the estimated Extended Stand by Amount? Should the Estimated Extended Standby and Estimated Subsistence be based on the number of days in the MAP (1800 hours of Extended for 180 day MAP and 900 hours for 90 day MAP)?

Response: We took the historical total Extended Standby and averaged it per Line (28) Item to create the estimate. We will take a look at this estimate by number of days for each line item and amend the solicitation if necessary. We have contemplated having offerors bid the maximum complement and will discuss this further. Will be addressed via amendment.

Question 69: B‐2 CERTIFICATIONS (a) General

(2) Helicopters shall conform to the approved type design (normal or transport) and, be maintained and operated in accordance with type certificate requirements notwithstanding the aviation regulations of the State in which the helicopter may be operated except those requirements specifically waived by the CO. If an operator has a 135 certificate, the aircraft will be maintained in accordance with their FAA approved maintenance program. Can this statement be clarified to require only the aircraft on the operators 135 certificate are to be maintained in accordance the FAA Approved Maintenance Program?

Response: The paragraph will be amended to require all aircraft to be maintained in accordance with the operator’s FAA approved maintenance program.

Question 70: B‐42 PAYMENT FOR ALLOWANCE: Previously payment for overnight allowance could be made in one of two ways: Reimbursement excluding taxes could be claimed and paid at the FTR Standard or High Rate without receipts or Reimbursement of actual lodging plus taxes (up to FTR) could be claimed with receipts. The option for reimbursement for Standard or High rates excluding tax without receipts has been removed, can the Payment of the Standard or High Rate, if applicable EXCLUDING lodging tax be reincorporated without lodging receipts?

Response: This will be addressed via amendment.

Question 71: Reference Solicitation Page 172, Section 5 of the Proposal: Organizational Experience will be submitted on Form E‐9 Offeror’s Past Performance and Organizational Experience ‘E‐9 will be used to evaluate Organizational Experience’ – Question: The E‐9 form asks for the past 5 years of ‘Number of Helicopters on EU Contracts’ while each of the blocks below that that inquire about detail, to include customer POC, only have blocks for 2017‐2019. What is the period that will evaluated? The past 5 or 3 years?

Response: Organizational Experience will be evaluated per paragraph E‐4(b)(4) and we will add an additional 2 years to the form.

Question 72: E‐3. Reference Solicitation Page 180, (d) Order of Importance, last sentence of paragraph:

‘In order of importance, the significance of the evaluation factors and subfactors are as follows:’ Is the order of importance descending or ascending?

Response: Descending Order of Importance. To be addressed in future amendment.

Question 73: E‐4.Reference Solicitation Page 171, Instructions to Offerors, Section 3, (j) states: Summary table listing of all modifications by STC number or field approval and installation date. Copies must include FAA approval documents for all equipment required in A‐10. The 2015 LFS EU Solicitation was amended to the following:

a. “Copies of STC’s or FAA Field Approval for Equipment required in B‐12 and a summary table listing of all modifications by STC number or field approval and installation date. If equipment has not been installed by proposal submission, include equipment in the summary table referenced above and provide applicable draft modification documentation with a proposed installation date. On or before December 11, 2015 finalized installation data and a completed STC or field approval for all modifications that were not complete when the proposal was submitted will be requested and provided. Awards will not be made without this finalized data.”

The requirement to submit the required information at the time of the proposal submittal is in question.

Will the Government allow submittal of the required information after proposal submittal and pre‐ award?

Response: No. Offerors are not authorized to change their proposals after the closing date set for receipt of proposals unless the Government enters into discussions. However, if the offeror intends on installing equipment after the submittal of their proposal it must be identified in their proposal on the list of modifications and on the Chart C of the Weight and Balance.

Question 74: Reference Solicitation Page 4: “Vendors shall use the Gross Weight of the aircraft for load calculation purposes for submitting proposals.” Should this be Equipped Weight?

Response: Please follow the instructions of Exhibit 13. This form uses both Equipped Weight and Gross Weight numbers to determine Payload.

Question 75: Reference Solicitation Page 11 – B‐2(c)(3): The excerpt “This includes any directives, which refer to later models of the same type, which were issued after the earlier models had left the military inventory” creates a challenge for offerors. Offerors cannot comply with this requirement, as they have no way to know if the military issues directives against newer models of the aircraft. Can this highlighted section be removed or a change in wording in order to ensure offeror compliance?

Response: No. offerors are required to comply with the requirement.

Question 76: Reference Solicitation Page 14 – Section B‐4, (c)(3): Is this required if weight decreases as well? If so, is there a % of weight change that is allowed that would limit the amount of times a vendor needs to submit updated charts?

Response: No, weight decreases acceptable without modification and the offeror, if successful, would use the reduced weight in daily performance planning.

Question 77: Reference Solicitation Page 16 – Section B‐4 (d)(12):If the OEM of the aircraft requires something other than a 2‐B:C extinguisher, will that suffice?

Response: Yes, that is acceptable.

Question 78: Reference Solicitation Section B‐7 Avionics – (b)(5)(i) Radar Altimeters: If the OEM installed altimeter only goes to 1,500’ will this suffice?

Response: Radar Altimeter not required. Will be addressed in future amendment.

Question 79: Reference Solicitation Section B‐35: Where do vendors indicate where the contractor’s home base is located? i.e. If the home base is somewhere other than the address listed on the SF1449.

Response: Will be included I n the Schedule of Items in future amendment.

Question 80: Reference Exhibit 3 – Alaska Supplement:

‐B‐4(f)(1): Is this only for Type II and Type III Helicopters? If no, what if not commercially available?

‐B‐4(f)(2): Can these be electronic?

‐B‐39: Is this required for Type 1 Helicopters?

Response:

Exhibit 3: B‐4(f)(1) ‐ Yes, this is only applicable for Type II and II helicopters.

Exhibit 3: B‐4(f)(2): Yes, electronically is acceptable per B‐10(a)(7).

Exhibit 3:B‐39: yes, this is applicable to Type I helicopters.

Question 81: Additional Telemetry. Unit Requirements, Para (iii) Subsection G. The above paragraph states “…The vendor shall verify the data is transmitting and displaying correctly on the ATU provider’s website…” The effect as stated is to mandate each provider of ATU equipment to create a web site (and its associated services), or to restrict the range of providers only to those who are can provide both equipment and data carriage. This limits competition and potentially increases the cost of such services to the government by forcing vendors to create solutions in markets with which they are not familiar. It also penalizes those who, as a result of the evolving ATU requirements of past contracts, have already invested in integrating ATU equipment with the systems used to control and deliver fire‐fighting payload. Such integration lowers cost whilst improving data quality and reliability.

On face value this would appear to be an example of an over‐restrictive requirement which ultimately restricts the government’s access to the best available technology in support of the solicited service.

Could you please confirm that a technical implementation which satisfies this requirement using a website provider by an independent telemetry data carrier is acceptable?

Response: Per B‐7(4)(iii), If the ATU manufacturer is a third party provider to an existing AFF system, then the AFF System provider may provide the website data. If the ATU provider is not the third party and are both the manufacturer and AFF System provider, they are required to provide the website.

Question 82: B‐7 AVIONICS. The following questions:

Q: (a)(1)(iii) Aux FM (PORTABLE) not required in KMAX, (exclusion to requirements of A‐10). IS A SECOND (NON‐PORTABLE) FM REQUIRED AS NOTED SEC A‐10 OR DOES THIS EXCLUSION IN (b)(1)(iii)

PERTAIN ONLY TO PORTABLE UNITS?

Response: Not required.

Question (Reference Q. 82): (a)(1)(xi) Auxiliary power source “3 pin” not required.

Response: Not required

Question (Reference Q. 82): a)(1)(xii) 9 pin not required in heavy helicopters. HOWEVER… see bold print below.

Response: Not required

Question (Reference Q. 82): (b)(1)(i) “Prescription against transmit interlock functions in comm transceivers, transmitters that open squelch on or interfere with other AM or FM transceivers on the aircraft which are monitoring different frqs” does not apply to single pilot helicopters not approved for passengers.

Response: Yes, this is applicable to all aircraft.

Question (Reference Q. 82): (b)(1)(iii) Auxiliary FM not required in KMAX (see above).

Response: Not required.

Question (Reference Q. 82): (b)(3)(i) Portable GPS units are acceptable but require a remote antenna.

Response: Yes.

Question (Reference Q. 82): (b)(4)(iii) Additional Telemetry Units required and must report:

(A) bucket open/close/gallons filled/gallons dropped with GPS data etc..

…”Helicopters performing operations which require an ATU must use a permanently installed 9 pin with Pin G wired to a discrete input of the ATU which is configured for a ground to signal that the bucket is connected. Etc.”

Response: 9 Pin connector use is only required for type II and III helicopters.

(b)(4)(v) Altimeter, static pressure, and automatic pressure altitude systems maintain IAW IFR requirements of 14 CFR Part 91, 24 calendar month repetitive.

Response: Yes, this is the requirement.

Question 83: (B)(i)(4) Mechanics must have documented training on: company policies and procedures, company operations procedures, maintenance procedures, contract requirements and SMS.

Response: Yes.

Question 84: (B)(k)(4) contractor shall provide two interagency carded A&P mechanics for Type I helicopters, to allow split shifts.

Response: Yes but not required for K‐MAX helicopters per A‐6.

Question 85: (B)(l)(1) Prior to being issued a mechanic card the individual shall complete the no cost FAA Safety Team, Mainntenance Hangar online training course ALC‐258 and ALC‐534 and have certificates of completion placed in the employee training file.

Response: Yes, correct per the solicitation.

Question 86: (B)(l)(2) Recurrent training for technicians to occur annually and include either any two FAA course identified OR third party training (approved by government), Aviation Resource Management or Aviation Human Factors.

Response: Yes, any two of the courses.

Question 87: B‐4(a)(3): Unless authorized by an approved Minimum Equipment List (MEL), the helicopter shall not be approved or used if any accessory or instrument listed on the helicopter type certificate data sheet is inoperative. However, all items required by this contract may not be placed on an MEL as non‐operational unless approved by a government Aviation Maintenance Inspector or the CO.

As an example the following equipment, when inoperative, cannot be placed on an MEL with the helicopter continuing to be utilized under contract.

(i) Emergency Locator Transmitter

(ii) VHF‐AM Transceiver (at least one must be operational)

(iii) P25 Digital VHF‐FM Transceiver (at least one must be operational)

(iv) Transponder and altitude reporting system (at least one must be operational)

(v) Static pressure, altimeter, and automatic altitude reporting system (at least one must be operational and connected to an operational transponder and altitude reporting system).

Can this paragraph be revised to allow the contractor to list any item on their MEL but require all contract required equipment to be operational?

Response: Agree and this will be addressed via future amendment.

Question 88: B‐4 (a)(5) Complete set of current aeronautical charts covering area of operation. The Contractor shall be responsible for providing navigation publications. FAA approved “electronic” flight bags meet this requirement. The FAA accepts several forms of electronic aeronautical charts for part 91 operations (ex: ForeFlight).

Can this paragraph be revised to include any FAA…