RFI_BLM_OC_Leadplane_1_16_2024_Final.docx

SECTION A – REQUIREMENTS AND PRICES

BLM OC ASM Leadplanes 31

Contents

CONTRACT ACRONYMS

OC On-Call

This Request for Information (RFI) is intended to identify contractors for an Indefinite Delivery Indefinite Quantity (IDIQ) contract to procure one On-Call (OC) Beechcraft King Air B200 aircraft, inclusive of aircraft maintenance requirements in support of the Department of the Interior (DOI), Bureau of Land Management (BLM).

A1 Item Requirements

Aircraft Required: One OC Beechcraft King Air B200 aircraft. Must be 1984-2013 model years, serial numbers BB-1192 through BB-2019.

Bureau: United States DOI, BLM.

Crew Complement Required: Government will provide the flight crew. Contractor must maintain the aircraft (see section B for maintenance requirements).

Designated Base: Boise International Airport (KBOI), Boise, ID.

Performance Period: One base contract year with four individual option years. The annual OC period is for 90 days beginning on June 15th and ending on September 13th. An annual OC period may be mutually extended.

Minimum Aircraft Requirements: Must be a Beechcraft King Air B200. (See Section B for details and the Brand Name Justification that accompanies the solicitation.)

Must have a Standard Airworthiness Certificate.

Must be an aircraft for which Beechcraft provides engineering and logistical support for continued airworthiness for the ASM Leadplane special mission profile (see exhibit).

Must be certified for IFR/VFR, Day/Night, known ice.

Must have seating for one pilot plus four passengers.

Must have a payload of 600 pounds with 4 hours fuel plus 30-minute reserve: One pilot (200 pounds), 25-pound survival kit, all equipment as required in Section B, maximum cruise power at 8,000 feet pressure altitude (PA) and standard temperature (ISA).

Must not have (or ever had) a cargo door or winglets.

Must not have Pro Line 21 Integrated Avionics

A2 Schedule: Prices/Costs

Notice to Offerors. Based on industry responses to this RFI, the Government may elect to solicit this requirement with the intent to award either one contract for all OC aircraft, or the Government may elect to award multiple contracts to cover the required aircraft. Offerors may submit multiple offers (i.e. one offer for three OC aircraft or an offer for less than three OC aircraft.). Each offer must be a complete proposal submission that stands on its own and will be evaluated accordingly.

Instructions to Offerors: Fill in the shaded areas in the following Schedule based on the number of aircraft you are proposing. If you are offering only a single OC aircraft, do not fill in the shaded areas pertaining to the second or third OC aircraft.

OFFEROR’S NAME:

First On-Call (OC) Beechcraft King Air B200

Second On-Call (OC) Beechcraft King Air B200

Third On-Call (OC) Beechcraft King Air B200

Base Year of the Contract – TBD OC Period: EST June 15, 2024 through September 13, 2024

Code

Unit Prices Total

First Aircraft Daily Availability

Extension of OC Period

Estimated 30

Second Aircraft Daily Availability:

Extension of OC Period

Estimated 30

Third Aircraft Daily Availability

Extension of OC Period

Estimated 30

First Aircraft:

Flt time/No pilot/Dry

Flight Hours for extension

Estimated 25

Second Aircraft:

Flight Hours for extension

Estimated 25

Third Aircraft:

Flight Hours for extension

Estimated 25

BASE YEAR TOTAL

First Option Year: TBD OC Period: EST June 15, 2025 through September 13, 2025

Code

Unit Prices Total

First Aircraft Daily Availability

Extension of OC Period

Estimated 30

Second Aircraft

Extension of OC Period

Estimated 30

Third Aircraft

Extension of OC Period

Estimated 30

First Aircraft:

Flight Hours for extension

Estimated 25

Second Aircraft:

Flight Hours for extension

Estimated 25

Third Aircraft:

Flight Hours for extension

Estimated 25

FIRST OPTION YEAR TOTAL

Second Option Year: TBD OC Period: EST June 15, 2026 through September 13, 2026

Code

Unit Prices Total

First Aircraft Daily Availability

Extension of OC Period

Estimated 30

Second Aircraft

Extension of OC Period

Estimated 30

Third Aircraft

Extension of OC Period

Estimated 30

First Aircraft:

Flight Hours for extension

Estimated 25

Second Aircraft:

Flight Hours for extension

Estimated 25

Third Aircraft:

Flight Hours for extension

Estimated 25

SECOND OPTION YEAR TOTAL

Third Option Year: TBD OC Period: EST June 15, 2027 through September 13, 2027

Code

Unit Prices Total

First Aircraft Daily Availability

Extension of OC Period

Estimated 30

Second Aircraft

Extension of OC Period

Estimated 30

Third Aircraft

Extension of OC Period

Estimated 30

First Aircraft:

Flight Hours for extension

Estimated 25

Second Aircraft:

Flight Hours for extension

Estimated 25

Third Aircraft:

Flight Hours for extension

Estimated 25

THIRD OPTION YEAR TOTAL

Fourth Option Year: TBD OC Period: EST June 15, 2028 through September 13, 2028

Code

Unit Prices Total

First Aircraft Daily Availability

Extension of OC Period

Estimated 30

Second Aircraft

Extension of OC Period

Estimated 30

Third Aircraft

Extension of OC Period

Estimated 30

First Aircraft:

Flight Hours for extension

Estimated 25

Second Aircraft:

Flight Hours for extension

Estimated 25

Third Aircraft:

Flight Hours for extension

Estimated 25

FOURTH OPTION YEAR TOTAL

A2.1 Funding will not be obligated under the contract. The Contracting Officer will issue an individual delivery/task order for each aircraft for the wildfire season. Each delivery/task order will obligate funding for the payment of invoices for that aircraft.

A2.2 The Minimum Guarantee under the contract, as required by contract clause 52.216-22, is 90 days for Daily Availability during the OC Period under the first year’s delivery/task order(s); however, any guarantee is subject to reductions due to unavailability (see C19). A task order will be issued upon award of the IDIQ for the minimum guarantee.

A.2.2.1 The contract ceiling for this requirement is $TBD.

A2.3 The OC daily availability during any extension of the OC period is not guaranteed and is subject to reductions due to aircraft unavailability.

A2.4 Contract exhibits are included at the end of Section C.

SECTION B – TECHNICAL SPECIFICATIONS

GENERAL REQUIREMENTS

B1 Scope of Contract

B1.1 The purpose of this contract is to rent one OC Beechcraft King Air B200 aircraft for the BLM Aerial Supervision Module (ASM) Program for use as a Leadplane. DOI pilots perform aerial supervision over incidents such as wildland fires, coordinating and leading air tankers, transportation of personnel and/or cargo, and related activities. The BLM operates its ASM Leadplanes throughout the contiguous United States, Alaska, and occasionally in Canada and over Mexico. The Government will provide the pilot and fuel. The Contractor will provide the aircraft, insurance, and maintenance, both scheduled and nonscheduled, as required to keep the aircraft airworthy in accordance with Federal Aviation Administration (FAA) regulations and DOI policy.

B1.1.1 Beechcraft King Air B200 only (see the Brand Name Justification). Must be 1984-2013 model years, serial numbers BB-1192 through BB-2019. The aircraft must not have (or ever had) winglets or a cargo door. Aircraft must be approved and supported for ASM Leadplane operations (Exhibit 1).

B1.2 The Government and Contractor must establish an effective working relationship to complete this contract successfully. The Contractor’s employees’ cooperation, professionalism, and positive attitude toward aviation safety and accomplishment of the mission are an integral element of this relationship.

B1.3 The Government has interagency and cooperative agreements with other Federal and State agencies and private landholders and may dispatch aircraft under this contract for such cooperative use.

B1.4 During any ordered OC use period and any subsequent extension, aircraft furnished are subject to the OC and control of the Government 24 hours per day, 7 days per week.

B2 Certifications

The Contractor must obtain and keep current all the following required certificates and must ensure that contract aircraft are maintained in compliance with those certificates at all times.

B2.1 The contract aircraft must have a Standard Airworthiness Certificate and have Beechcraft engineering support for continued airworthiness. Installation of any equipment required by this contract must be FAA approved.

B3 Order of Precedence - Specifications

In the event of inconsistencies within the technical specification, the following order will be used in such resolution: (1) Typed provisions of these specifications; (2) DOI OAS supplements and/or exhibits incorporated by reference; (3) 14 CFR incorporated by reference; (4) aircraft manufacturer's specifications; (5) other documents incorporated by reference.

B4 Reserved

EQUIPMENT REQUIREMENTS

B5 Condition of Equipment

The Contractor-furnished aircraft and all other required equipment must be operable, free of damage, and in good repair. Aircraft systems and components must be free of leaks, except where specified by the manufacturer.

B5.1 Prior to inspection and acceptance, the Contractor must permanently repair or replace all windows and windshields that have been temporarily repaired. All windows and windshields must be maintained at all times and must be clean and free of scratches, cracks, crazing, distortion, repairs, or tinting which hinders visibility.

B5.2 The aircraft interior must be clean and neat with no unrepaired tears, rips, or other damage. The exterior finish, including the paint, must be clean, neat, and in good condition. Any corrosion must be within manufacturer or FAA acceptable limits.

B5.3 See the Unacceptable Lap Belt and Shoulder Harness Conditions Exhibit for lap belt and shoulder harness conditions that are not acceptable.

B6 Aircraft Equipment Requirements

B6.1 Any aircraft, provided for use under this contract must be equipped with items as shown below:

B6.2 A first aid kit containing items specified in the First Aid and Survival Kits Exhibit shall be installed in the cabin.

B6.3 A survival kit containing items specified in the First Aid and Survival Kits Exhibit shall be carried aboard the aircraft on all flights and shall be included in weight and balance/load calculations.

B6.4 The following standard equipment shall be FAA approved, installed in accordance with FAA requirements, and maintained in accordance with all provisions of 14 CFR 43.

B6.4.1 The aircraft must be equipped in accordance with 14 CFR Parts 91 and 135 for carrying passengers day and night, VFR and IFR, and certified to fly in known ice conditions.

B6.4.2 Free air temperature gauge.

B6.4.3 One set of individual lap belts for each installed seat.

B6.4.4 Shoulder harness with automatic or manual-locking inertia reel for each front seat occupant. Shoulder straps and lap belts must fasten with one single-point, metal-to-metal, quick-release mechanism. Heavy-duty (military-style) harnesses with fabric loop connecting the shoulder harness to the male portion of the lap belt buckle are acceptable.

B6.4.5 Seats. FAA-approved seating for five (5) occupants: one pilot and four passengers. Seats and restraints required for takeoff, landing, and ground operations may be the same seats utilized during flight operations. One passenger seat must be in the cockpit next to the pilot. The other passenger seat must be adjacent to a window on the right side of the aircraft and in a position to readily observe the interaction of the pilot and front seat passenger.

B6.4.6 FAA-approved cargo restraints, cargo nets, and cargo straps for cargo tie down in cabin and baggage compartment area.

B6.4.7 Two Fire Extinguisher(s) are required, in accordance with 14 CFR 135, and for the purposes of this contract, must be handheld bottle(s), minimum2-B-C rating, one of which must be mounted and accessible to the pilot while seated. The other must be mounted in the cabin. The fire extinguisher(s) must be maintained in accordance with National Fire Protection Association (NFPA) 10, Standards for Portable Fire Extinguishers, or the Contractor’s operations manual.

B6.4.8 White Strobe Light System. A two-light system (one above and one below the fuselage) or a three-light system (wing tips and tail) with an independent activating switch.

B6.4.9 High-visibility, pulsating, forward-facing, conspicuity lighting.

B6.4.10 One digital hour meter installed in a location visible by the pilot and front seat observer while seated. The meter must be wired with an air switch, squat switch or equivalent means, to record flight time only.

B6.4.11 Two oxygen masks, quick donning type, one for each pilot position.

B6.5 For the following required Contractor-furnished special equipment and accessories, the Contractor shall furnish documentation of construction and installation in accordance with the standards of 14 CFR Part 43, AC 43.13-1A, and AC 43.13-2A.

B6.5.1 Smoke Generator System. The aircraft must be equipped with an FAA approved smoke generating system, actuated from the controls of the left seat pilot position, which uses aviation smoke oil to produce a white smoke trail only. Systems that require canisters and generate multiple colors are unacceptable.

B6.12 Cabin heater, air conditioning and window defogger.

B7 Avionics Requirements

B7.1 General

B7.1.1 The Contractor must provide, install, and maintain the following systems in accordance with the manufacturer's specifications and the installation and maintenance standards of Section B7. Detailed avionics systems performance requirements are listed in Avionics Operational Test Standards (copies available upon request from OAS Avionics, or the most recent list may be found online at: https://www.nifc.gov/NIICD/docs/avionics/FSOAS_A24F.pdf

B7.2 Avionics Installation and Maintenance Standards

B7.2.1 Strict adherence to the recommendations in the following FAA Advisory Circulars is required: AC 43.131B Chapter 11, "Aircraft Electrical Systems," and Chapter 12, "Aircraft Avionics Systems”; AC 43.132B Chapter 1, "Structural Data," Chapter 2, "Communication, Navigation, and Emergency Locator Transmitter System Installations," and Chapter 3, "Antenna Installation."

B7.2.2 All avionics systems requiring an antenna must be installed with a properly matched, aircraft-certified antenna, unless otherwise specified. Antennas must be polarized as required by the avionics system and must have a voltage standing wave ratio (VSWR) of 3.0 to 1 or better.

B7.2.3 The aircraft's static pressure system, altimeter instrument system, and automatic pressure altitude reporting system must be maintained in accordance with the IFR requirements of 14 CFR Part 91.411 and inspected and tested every 24 calendar months, as specified by 14 CFR Part 43, appendices E and F.

B7.2.4 Transmitters must not open squelch on, or interfere with (including bleed-over), other AM or FM transceivers in the aircraft which are monitoring different frequencies. So-called “Transmit Interlock” functions must not be used with communication transceivers.

B7.3 Communications Systems

B7.3.1 One automatic-fixed Emergency Locator Transmitter (ELT), certified under TSO-C126 (or newer) which must be installed in a conspicuous or marked location, and meet the same requirements as those detailed for aircraft in 14 CFR 91.207 (excluding section f). If not powered by its own, integral battery, the ELT remote switch/light must be powered by unswitched aircraft power. ELT antennas must be mounted externally to the aircraft unless installed in a location approved by the aircraft manufacturer. TSO-C126 and newer ELTs require documentation of current registration with the National Oceanic and Atmospheric Administration (NOAA), or the national civil aviation authority with which the aircraft is registered.

B7.3.2 Three panel-mounted VHF-AM (VHF-1, VHF-2, VHF-3) aeronautical transceivers, each with a minimum of 760 channels covering 118.000 to 136.975 MHz. The transceivers must have channels selectable in no greater than 25 kHz increments and a minimum of 5 watts carrier output power. The transceivers’ operational controls must be mounted so they are readily visible and accessible to the pilot.

B7.3.3 Three P25-compliant VHF-FM transceivers. Each transceiver (FM-1, FM-2, FM-3) must provide selection of narrowband analog (12.5 kHz), wideband analog (25.0 kHz), or narrowband digital (12.5kHz) operation on each of a minimum of 100 channels. Each transceivers’ operational controls must be located and arranged so that the pilot and observer/copilot when seated, have full and unrestricted movement of each control without interference from clothing, the cockpit structure, or the flight controls.

B7.3.3.1 Each VHF-FM transceiver’s operational frequency range must include the band of 136.0000 MHz to 173.9975 MHz. The operator(s) must be able to program any usable channels within that band, along with any required CTCSS tones, National Access Codes (NAC’s), or Talk Group ID’s (TGID’s), while in flight. Each VHF-FM transceiver must also incorporate a separate, programmable GUARD receiver, with accompanying GUARD transmit capability. Unless instructed by the Government for use on a specific project, all frequencies programmed for use under this Contract must be in the narrowband analog mode.

B7.3.3.2 Carrier output power for each VHF-FM transceiver must be 10 watts nominal value (original design specification). Each VHF-FM transceiver must be capable of displaying receiver and transmitter operating frequency, alpha-numeric channel labels, and must provide both receiver and transmitter activation indicators for MAIN and GUARD. Simultaneous monitoring of both MAIN and GUARD receivers is required. Scanning of the GUARD frequency is not acceptable.

B7.3.3.3 Prior to acceptance under this contract, at least one VHF-FM transceiver must be programmed with the narrowband analog GUARD receive and transmit frequencies of 168.625 MHz, with a 110.9 Hz CTCSS tone on transmit only.

B7.3.3.4 The following VHF-FM aeronautical transceivers are known to meet the above requirements:

Technisonics: TDFM-136, TDFM-136A, TDFM-136/NV, TDFM-136A/NV, TDFM-136B, TDFM-136B/NV.

Cobham: (formerly NAT) NPX-136D-070.

B7.3.4 Reseved

B7.3.5 Automated Flight Following (AFF) Program

B7.3.5.1 One satellite-based aircraft tracking hardware for each aircraft offered, compatible with the government’s AFF Program (https://www.aff.gov). Not all available satellite-based tracking systems are compatible with the Government’s AFF Program, nor meets AFF’s requirements. The contractor must ensure that the aircraft hardware offered is compatible with AFF.gov. For questions about current compatibility requirements, select the “HELP” button at https://www.aff.gov.

B7.3.5.2 The AFF aircraft hardware must be powered by the aircraft’s electrical system, installed per the manufacturer’s installation manual, and operational in all phases of flight. AFF aircraft hardware must utilize as a minimum: Satellite communications, an externally or internally mounted antenna, provide data to the Government’s AFF viewing software, use aircraft power via a dedicated circuit breaker for power protection, and be mounted so as to not endanger any occupant from AFF aircraft hardware during periods of turbulence. Antennas should be placed where they have the best view of the overhead sky as possible. Externally mounted antennas are recommended to improve system performance. Any visual indicators for remotely installed units must be mounted so that they can be easily viewed by the pilot.

B7.3.5.3 AFF communications must be fully operational in all areas of operation at all times. Contractors working in or accepting dispatches to the State of Alaska, Southern Canada, or Western Canada must have an AFF system capable of being tracked in these locations at all times. Not all manufacturers’ AFF equipment communication links will operate effectively in all geographic areas.

B7.3.5.4 The contractor must maintain a subscription service through the AFF aircraft hardware provider allowing AFF position reporting for satellite tracking via the Government AFF viewing software. The position-reporting interval must be every two minutes while the aircraft is in flight. The contractor must register their AFF aircraft hardware with the Government through https://www.aff.gov providing complete tail number; manufacturer and serial number of the AFF transceiver; aircraft make and model; and contractor contact information. If the contractor relocates previously registered AFF aircraft hardware into another aircraft, then the contractor must contact the government’s AFF Program making the appropriate changes prior to aircraft use. In all cases, the contractor must ensure that the correct aircraft information is indicated within AFF. The contractor must notify the Government of system changes, scheduled maintenance, and planned service outages

B7.3.5.5 Registration contact information, a web accessible feedback form, and additional information is available at: https://www.aff.gov.

B7.3.5.6 Prior to the aircraft’s annual contract inspection, the contractor must ensure compliance with all AFF systems requirements. The contractor must additionally perform an operational check of the system. As a minimum, the operational check must consist of confirming the aircraft being tested is displayed in AFF.gov (indicating it is currently transmitting data to AFF.gov) and that all information displayed in AFF.gov is current. A username and password are required to access AFF.gov. Log on to the AFF website at https://www.aff.gov to request a username and password.

B7.3.5.7 If AFF becomes inoperable/unreliable the aircraft may, at the discretion of the Government, remain available for service utilizing radio/voice system for flight following. The contractor will return the AFF system to full operational capability within 72 hours after the inoperative/unreliable unit is first discovered as defective.

B7.3.5.8 AFF Systems must comply with supplemental requirements contained in Specification Section Supplement document available at : https://www.aff.gov/support/Specification_Section_Supplement.pdf.

B7.3.6 Satellite Phone System

B7.3.6.1 One Iridium-network based Satellite Telephone (Satphone) system. The installation must be in accordance with 14 CFR 43.

B7.3.6.2 The satphone handset, or remote dialer, must be mounted in a convenient location in the cockpit. The location must provide ready and unencumbered access to its controls by both front seat occupants.

B7.3.6.3 The satphone system audio must be permanently interfaced to the aircraft audio system in the same manner as the aircraft radios, so that the pilot and observer/copilot can utilize the satphone via their headsets. It is preferred that all occupants of the aircraft be able to converse over the satphone through their headsets, though keypad access may be limited to the two front seat occupants.

B7.3.6.4 The satphone system must provide the capability to pre-program at least six (6) telephone numbers that can be quickly selected by either front seat occupant while in flight.

B7.3.6.5 A TSO C-129a L-band antenna, acceptable to the manufacturer of the Sat Phone system, must be installed on top of the fuselage, giving as much a view of the overhead hemisphere as possible.

B7.3.6.6 The Sat Phone system may be integrated into the Automated Flight Following system (see B7.3.5) using either the same Iridium communicator or a separate Iridium communicator. In the former case, it is acceptable for phone calls to interrupt the transmission of AFF position reports for brief periods of time, and flight crews must be instructed as to this conflict.

B7.3.7 Flight Data Monitoring (FDM) System

B7.3.7 One Flight Data Monitoring (FDM) system is required for continuous recording of aircraft flight data and real time reporting of events deemed significant by the government. The government will provide a comprehensive list of those events prior to the contract start date based on the model aircraft being offered.

B7.3.7.1 The FDM must incorporate, as a minimum, the following capabilities: AHRS with three-axis accelerometer and three axis magnetometer, 20-channel GPS with WAAS capability) or ability to accept equivalent GPS input), and ability to accept aircraft pitot-static inputs. The FDM must monitor and record flap and landing gear position.

B7.3.7.2 The FDM system must be powered by the aircraft’s electrical system, installed per the manufacturer’s installation manual, and operational in all phases of flight. The system must also have an internal backup battery.

B7.3.7.3 The FDM must be capable of real-time exceedance notifications on any measured flight parameter.

B7.3.7.4 The contractor will provide the government with a copy of the analytic and display software which supports the FDM and rights to use that software on a minimum of three government computers. The contractor will provide the government with a copy of all recorded FDM data every two weeks as minimum. Near-real time data must be available to the government via a secure webpage or web service. Exceedance notifications will be automatically transmitted to at least two government-provided e-mail addresses.

B7.3.7.5 The only known system that meets both the AFF and the FDM requirement is a Latitude technologies S-100 for AFF coupled with an I/O node for FDM. Contact the government for consideration of other FDM hardware.

B7.3.7.6 The contractor must maintain a subscription service through the AFF equipment provider allowing AFF position reporting for satellite tracking via the AFF system, e-mail exceedance notifications and drop event data.

B7.4 Navigational Systems

B7.4.1 One permanently installed, panel-mounted Global Positioning System (GPS). The GPS must utilize the WGS-84 datum, reference latitude and longitude coordinates in the degrees/minutes/decimal minutes (DM) mode for aircraft positioning; utilize an approved, fixed, external aircraft antenna; and be powered by the aircraft electrical system. The GPS navigation database must be current at all times and cover the lower 48 states and Alaska. The GPS installation must be FAA approved (or approval pending). Handheld, portable, and/or marine type equipment is not acceptable.

B7.4.1.1 A conveniently-located GPS data port connector must be installed for the purposes of external data retrieval by a GIS laptop computer from the above GPS. The connector must be a DB-9F type D sub-connector, must be wired for RS-232C serial format for laptop computers (pin 2=transmit data, pin 3=receive data [if applicable], and pin 5=ground) and must be mounted in a location convenient to the front seat observer. The contractor must also furnish an adapter cable to interface the DB-9F Type D sub-connector to a USB-A connector.

B7.4.2 Additional Navigational Systems. The aircraft must be equipped with the navigational equipment required for IFR operations as specified in 14 CFR 135.165, including, but not limited to, the following:

B7.4.2.1 Two VHF, VOR/LOC aeronautical navigation receivers with indicators (NAV-1, NAV-2), each with a minimum of 100 navigation receive channels.

B7.4.2.2 One glideslope (GS) system, with a minimum of 20 receive channels.

B7.4.2.3 One marker beacon receiver system with three-light indicator must be installed. The marker beacon receiver system is not required, if the aircraft is equipped with approved substitute equipment as described 14 CFr 91.175 (k).

Note: 14 CFr 91.175 (k) Approved substitute equipment is described as compass locator; precision approach radar (PAR) or airport surveillance radar (ASR); DME, VOR, or nondirectional beacon fixes authorized in the standard instrument approach procedure; or a suitable RNAV system in conjunction with a fix identified in the standard instrument approach procedure.

B7.4.2.4 One Distance Measuring Equipment (DME) system, with a minimum of 100 channels and NAV-1/NAV-2 channeling. Note: If the GPS unit supplied to meet the requirements of B7.4.1 above is certified for IFR Supplemental Navigation under TSO-C129, a separate DME unit is not required.

B7.5 Audio Systems

B7.5.1 Two separate audio control systems (which may be combined in a single unit) must be provided for the pilot and ATGS/copilot, in a location convenient to both. Each system must provide pilot and ATGS/copilot with separate controls for selection of receiver audio outputs and transmitter microphone/PTT audio inputs for all installed radios and PA systems. Each system must also provide pilot and ATGS/copilot with separate controls for adjustment of both the intercommunications system (ICS) and the receiver audio output levels.

B7.5.1.1 Transmitter selection and operation. Separate transmitter selection controls must be provided for the microphone/PTT inputs of both pilot and ATGS/copilot. The system must be configured so that the pilot, ATGS/copilot, and (where required) Aft Trainee may each simultaneously select and utilize a different transmitter (or PA system when installed) via their respective microphone/PTT. Whenever a transmitter is selected, the companion receiver audio must automatically be selected for the corresponding earphone. Transmitter sidetone audio must be provided for the user as well as for cross-monitoring via the corresponding receiver selection switch on the other audio control system.

B7.5.1.2 Receiver selection and operation. Separate controls must be provided for both pilot and ATGS/co-pilot selection of audio from one or any combination of available receivers. Any ICS-equipped aft seat passenger positions not furnished with its own audio system must monitor the receiver(s) as selected by the ATGS/copilot. The receiver audio output must be free of excessive distortion, hum, noise, and crosstalk, and must be amplified sufficiently to facilitate ease of use in a noisy cockpit/cabin environment.

B7.5.1.3 The controls of the audio system(s) must be located and arranged so that both the pilot and ATGS/copilot, when seated, have full and unrestricted movement of each control without interference from their clothing, the cockpit structure, or the flight controls. Labeling and marking of controls must be clear, understandable, legible, and permanent. Electronic label maker marking is acceptable.

B7.5.2 Aft Training Station. A third audio system, conveniently located for use, providing the same capabilities as those specified for each audio system in B7.5.1 et. seq. above, and ICS as specified below, must be furnished at the aft cabin passenger position behind the ATGS/copilot seat. The system must be configured so that the pilot, ATGS/copilot, and Aft Trainee may each simultaneously select and utilize a different transmitter (or PA system when installed) via their respective microphone/PTT.

B7.5.3 An ICS for the pilot, ATGS/copilot, and at least two aft cabin passenger positions, including the aft trainee position. ICS audio must mix with, but not mute, selected receiver audio. An ICS audio level control must be provided for each position above. Adjustment of the ICS audio level at any position must not affect the level at any other position. A "hot mic" capability, controlled via an activation switch or voice activation (VOX), must be provided for the pilot and copilot/observer positions. ICS sidetone audio must be provided for the earphones corresponding with the microphone in use. The ICS audio output must be free of excessive distortion, hum, noise, and crosstalk and must be amplified sufficiently to facilitate ease of use in a noisy cockpit/cabin environment.

B7.5.3 Earphones, microphones, PTT's, and jacks designed for operation with 600-ohm earphones and carbon-equivalent, noise-canceling boom type microphones (Gentex electret type Model 50602, military dynamic typeM87/AIC with CE100 TR preamplifier, or equivalent) must be furnished at all required positions.

B7.5.3.1 A single set of J-033 and J-034 type connector jacks, providing all specified radio and ICS functions, must be provided at each required position in the aircraft. These jacks must accept the PJ-055B and PJ-068 type connector plugs as utilized with the headset/ microphone.

B7.5.3.2 Separate PTT switches for radio transmitter and ICS microphone operation must be provided at the pilot, observer/copilot, and any other positions required above to be furnished with both radio transmitter and ICS operation. The pilot's PTT switches must be mounted on the cyclic control. The observer/copilot's and any other required position’s PTT switches must be mounted on the cord to the earphone/microphone connector. The aft cabin positions must be furnished with cord-mounted ICS PTT switches.

B7.6 Other Avionics

B7.6.1 One air traffic control (ATC) transponder and altitude reporting system meeting the requirements of 14 CFR Part 91.215 (a) and (b) and inspected and tested every 24 months in accordance with 14 CFR 91.413.

B7.6.2 The aircraft must be equipped with an FAA Technical Standard Order (TSO) approved traffic awareness and avoidance system (TCAS/TAS/TCAD/etc.) featuring active interrogation of threat aircraft. The system must be equipped with antenna(s) mounted on the aircraft so as to minimize airframe shadowing and provide 360-degree coverage.

B7.6.2.1 The system must also incorporate visual alerts for both pilot and co-pilot and an aural alerting feature which announces an alert of threat aircraft whenever such aircraft enter a zone of a programmable size with range selections from no more than two nautical miles to at least ten nautical miles around the aircraft. The audio alert output must be interconnected to the aircraft's audio system in such a manner that all ICS-equipped positions will receive the alert. If the aircraft is equipped with a Multi-Function Display (MFD), GPS, or other system capable of displaying threat aircraft output data, the system must be also be interfaced to such.

B7.6.2.2 The system must be installed in accordance with an STC or FAA Field Approval based upon an existing STC and the manufacturers installation manual. Installation of the system must be accomplished by a certified avionics repair station which has been approved for such by the system’s manufacturer. The system must be maintained for continued airworthiness, but may be listed in an approved Minimum Equipment List (MEL), provided the MEL does not permit the system to be inoperable for a period exceeding 15 days.

B7.6.2.3 The following systems are known to meet the above requirements:

TCAS: Any TSO’d system which provides a range selection of 2 nautical miles or less.

TAS: Bendix-King KTA 870, Goodrich Skywatch HP

TCAD: Avidyne TAS600/605/615/620 (formerly Ryan International TCAD 9900BX) only when a separate, approved Multi-Function Display (MFD) is used to display threat aircraft data.

B7.6.2.4 Satellite-based Traffic Information Systems (TIS), and Automatic Dependent Survey Type “B” (ADS-B) systems do not meet the above requirements.

Note: ADS-B “IN” traffic systems will not indicate the presence of aircraft which are not equipped with ADS-B OUT systems. Not all aircraft which may be present in the areas of operation under this contract are required to be ADS-B equipped. Furthermore, operations may well take place in areas where no (ground-based) UAT coverage is available. Accordingly, the above requirement for TCAS/TCAD/TAS is not satisfied by the installation of an ADS-B “IN” traffic display system, or any TIS-based system.

B7.6.3 Electronic Flight Bag (EFB) charging capability. The aircraft must be furnished with two conveniently located, circuit breaker-protected ports for charging FAA-approved Electronic Flight Bags (EFB). The charging ports may consist of either 120VAC, 60Hz household-type duplex outlets, or powered standard USB-type connectors. The Contractor must also furnish cords, cables, and adapters as required so that any EFB utilized may be charged while in flight.

B7.6.4 Automatic Dependent Surveillance – Broadcast (ADS-B) B7.6.4.1 Effective no later than January 1, 2020, all aircraft must be equipped to meet the ADS-B OUT requirements of 14 CFR 91.225. ADS-B OUT systems must be approved to either TSO-C154c (978MHz Universal Access Transceiver [UAT]) or TSO-C166b (1090MHz Extended Squitter [1090ES]). Aircraft operating outside of the United States must be equipped with systems approved to TSO-C166b.

B7.6.4.2 ADS-B IN system is required, system furnished must be TSO-approved, use diversity antennas on both the top and bottom of the aircraft, receive both UAT and 1090ES, and be interfaced to a multifunction display (MFD) capable of displaying TIS-B traffic and FIS-B weather.

B7.6.5 The aircraft must be equipped with a Terrain Avoidance and Warning System (TAWS), meeting the requirements of 14CFR135.154 for “Class A” equipment, regardless of the number of passenger seats actually installed in the aircraft for the mission(s) to be performed. The TAWS must include a conveniently located control for disabling its audio warning.

B7.6.6 Reserved

B7.7 Target Avionics. The following avionics will meet the Governments goal for fleet standardization:

B7.7.1 Garmin GFC Autopilot

B7.7.2 Garmin GTN650/750 GPS/NAV/Comm

B8 Reserved

PERSONNEL REQUIREMENTS

The Government will provide the pilots for this contract. The Contractor will provide for aircraft maintenance under this contract.

B9-B12 Reserved

B13 Mechanic Requirement

A mechanic must maintain the aircraft in accordance with the Contractor’s FAA-approved maintenance program. The mechanic does not need to remain at the designated/alternate base but must be available when aircraft maintenance is required.

B14 Mechanic Qualifications

The Contractor may enter into an agreement with a qualified mechanic or maintenance facility. The mechanic provided to support this contract must possess the required certificates and minimum qualifications shown below:

B14.1 The mechanic must have a valid FAA mechanic certificate with airframe and powerplant (A&P) ratings and must have held the certificate, or foreign equivalent, with both ratings for a period of 24 months.

B14.2 The mechanic must have been actively engaged in aircraft maintenance as a certificated mechanic for at least 18 months out of the last 24 months.

B14.3 The mechanic must have 12 months experience as an A&P mechanic, or foreign equivalent, in maintaining the same category (i.e. airplane/rotorcraft) of aircraft as the contract aircraft (3 of those 12 months must have been in the preceding 24 months).

B14.4 The mechanic must have 3 months experience maintaining an aircraft of the same make and model as the contract aircraft.

B14.5 The mechanic must have 12 months maintenance experience on the same make and model as the contract aircraft or satisfactory completion of a manufacturer, or equivalent, maintenance course for the same make and model as the contract aircraft.

B15 Mechanic Duty Limitations

Contractor supplied mechanics deployed to the aircraft’s operating location (on-site) for field maintenance must not exceed the following duty limitations:

B15.1 Within any 24-hour period, mechanics must have a minimum of 8 consecutive hours off duty immediately prior to the beginning of any duty day. Local travel up to a maximum of 30 minutes each way between the worksite and place of lodging will not be considered duty time.

B15.2 Mechanics must have 2 full days off duty during any 14-day period during the performance of this contract. Off duty days need not be consecutive.

B15.3 “Duty time” includes availability and work or alert status at any job site for which a mechanic is compensated, or any other time of a commercial nature whether compensated or not.

B15.4 The Government may further restrict duty hours and may remove the mechanic for fatigue or other causes before reaching their daily duty limitations.

B15.5 The mechanic is responsible for keeping the Government apprised of his or her duty limitation status.

B15.6 Relief or substitute mechanics reporting for duty may be required to furnish a record of all duty time during the previous 14 days.

B16-20 Reserved

B21 Security of Aircraft and Equipment

B21.1 The Government will be responsible for the security of the contract aircraft and associated equipment while the aircraft is under the control of the government.

B21.2 Any aircraft used under this contract must be physically secured and disabled via a dual-lock method whenever the aircraft is unattended. Any combination of two different anti-theft devices designed to lock aircraft flight control surfaces when not in use, or designed to secure an aircraft to the ground, is acceptable, provided they are appropriate for the aircraft. Operational environments and personnel safety must be considered when selecting the locking devices and methods to be used.

B21.2.1 Removal and/or disabling of locking devices and methods must be incorporated into preflight checklists to prevent accidental damage to the aircraft. The devices must be installed in a manner that precludes their inadvertent interference with in-flight operations.

B21.2.2 Using other means of securing or disabling an aircraft is acceptable, provided it achieves a level of security equal to or greater than the following example locking devices and methods:

· Locking hanger Door

· Keyed ignition switch

· Keyed starter switch

· Keyed master power switch

· Hidden battery cutoff switches

· Throttle/power lever lock

· Mixture/fuel lever lock

· Locking fuel cutoff

· Locking tie-down cable

· Locking control surface “gust-lock”

· Propeller lock

· Propeller chain lock

· Propeller cable lock

· Locking wheel lock or chock

· Locking “club-type” devices for control yoke

The following locking devices and security methods do not satisfy the physical security requirements:

· Locking aircraft doors

· Fenced or gated parking area

B22-B24 Reserved

B25 Fuel and Servicing Requirements

B25.1 General.

B25.1.1 The Contractor must supply all lubricating oils required to operate all equipment during the contract period.

B25.1.2 For all operations, Government fuel is provided, only fuels meeting American Society for Testing and Material (ASTM) or Military Detail (MIL-DTL) specifications are authorized for use. ASTM D-1655 (Jet A, A-1, or B), Mil DTl-83133 (JP-8).

B25.1.3 Pilots must ensure that fuel obtained from distributors or fixed-base operators (FBO) meets the specifications of B25.1.2 and the aircraft is serviced with the proper type of fuel. The pilots must retain fuel delivery records throughout the contract period.

B25.2 Fueling Operations:

B25.2.1 Government personnel,…