B26_SQA_Q_A_RFQ_140D0425R0090_(AK_FWOC)_(FINAL)_0004.pdf

No. Section Contractor Question Government Response

1 N/A Wondering if we can still submit against this RFP? We have Bassler BT-67s here in Alaska, and I believe could be helpful for your folks over the long term.

Yes, the solicitation is still open and a proposal can be submitted until the closing date.

2 B.7.2.3

This is maybe one of the biggest new requirements that I'll have a hard time complying with if I can at all. My simple Piper Supercub isn't equipped with IFR, nor am I as the pilot, carded for IFR flight. This one isn't going to make anything safer and adds a burden and cost to take my plane somewhere that I can have it tested to comply.

Section B7.2.3 was revised in Amendment 2. Section B7.2.3 is now reserved.

3 B7.2.3

Although the contract aircraft may not be certified for flight under instrument flight rules (IFR), 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.

This is a very over the top requirement for VFR only aircraft that according to the contract cannot even operate in VFR at night time. Also for any remote based operators such as us, we would have to fly our aircraft a couple hours to an avionics shop and have them left there for this inspection and requirement. That is very burdensome for a requirement that has no benefit in any way.

Section B7.2.3 was revised in Amendment 2. Section B7.2.3 is now reserved.

Solicitation Q&A - Fixed Wing On Call Solicitation 140D0425R0090

4 B.7.5.1.2

The requirement for the remote antenna is not necessary as the internal antenna's function fine. If you need one to get a signal, fine. But if the unit functions well without one, it should not be a requirement to add it on for no reason. This is just adding on another cable and antenna somewhere else and cluttering up the cockpit. Also, the external antenna for a garmin 660 is a powered antenna. Therefore it demands a higher power consumption from the device. A negative without a beneficial gain.

B7.5 was revised via Amendment 0002. Remote antenna is no longer a requirement.

5 B7.5.1.2

One portable Aviation GPS unit (Garmin GPS 660 or 760 etc..)

utilizing aviation-based software providing overhead orientation.

Unit must be connected to remote antenna separate from GPS unit. Navigational databases must be updated at least annually.

Why does it have to be a remote antenna on a portable GPS?

10000+ hours using a small antenna attached to a garmin 296 has proved to be totally trouble free and zero reliability issues.

B7.5 was revised via Amendment 0002. Remote antenna is no longer a requirement.

6 B.13.3.1

There is so much more that goes into the decision of a pilot making a call on if he has enough runway available for his given load. The AFM and POH for my 1958 Piper don't begin to be able to run enough diagnostics to spit out a go/no go decision for a real life takeoff on a remote beach or tundra bench somewhere.

And even if they did, there's a dozen other environmental factors that could trump that decision. So, I don't understand really how this makes any real credible safety improvements except on paper. Maybe for larger planes off airports at high altitudes and such. But really, this is just one small piece of the whole matrix that a pilot is using to make conscious and safe flight decisions.

Why call it out of all the rest. And how is it practically, in the remote field of Alaska, going to be applicable or enforceable?

Section B13.3.1 was revised via Amendment 0002. Section B13.3.1 only applies to multi-engine aircraft.

7 A1

Section A1 states that services are “limited to operators who maintain an Alaska Base of Operations,” and Section A2 references “contractor-designated base location(s)” to be identified on the pricing pages. As you know, with our two PC- 12s on the EU contract, we have seasonal operations staged in-state during the performance periods. However, we do not maintain a permanent facility year-round.Would the requirement be satisfied by designating an Alaska airport (e.g., Fairbanks International) as our base of operations with the ability to stage aircraft there during the task order periods, or If the Government expects contractors to maintain a permanent, continuous facility in Alaska throughout the contract term.

Yes, designating an airport within Alaska as base of operations during the task order period would meet this requirement.

8 B7.5.1.3

One tablet or mobile device, minimum size of 3.0 inches wide x

1.5 inches high, utilizing aviation application software (Foreflight, Gamin Pilot etc..) that incorporates overhead orientation and georeferencing of aircraft position on the map.

The display must show aircraft position in relation to airspace boundaries, including military, controlled, and restricted areas.

Application software must allow for disabling of internal GPS sourcing and allow for sourcing of external remote GPS antenna signal. Application software subscription must be current.

I do not know what every operator's procedures are involving ipads and EFB, but most that I am aware of including our program approved by the FAA do not allow (ownship)/aircraft position to be displayed on the EFB/Ipad. Our option would be to comply with our FAA approved EFB/Ipad program, which would be contradictory to this clause in the contract.

Aircraft location must be present on aviation software used for navigation. Ownership of aircraft is not required to be dispalayed.

FAA AC 120-76E "Authorization for Use of Electronic Flight Bags" does allow for aircraft position to be displayed on the device.

9 B13.3.1

Must perform takeoff performance calculations which include:

• Take off distance required vs. runway available.

• Climb performance to include single engine if operating a multi-engine aircraft.

Under no circumstances will a takeoff or landing be attempted if existing environmental conditions at takeoff or landing cannot be accurately addressed in the Aircraft Flight Manual (AFM) or Pilot’s Operating Handbook (POH).

Specifically the statement in bold is nearly impossible to comply with as most aircraft made before 1970 have very little performance information in the POH especially for the vast amount of differing environmental conditions that take place out in the field.

Bottom line this is a non-compliable clause for small aircraft operating in the Alaska environment.

Section B13.3.1 was revised via Amendment 0002. Section B13.3.1 is for multi-engine aircraft.

10 B7.5.7

This is something not typically seen in our current contracts, and aircraft are not currently equipped with GPS data port connectors.

Could you please clarify what data needs to be recovered, and would you accept an alternative method of recovery - i.e., a potential use case for GPS data port connectors?

B7.5.7 was revised via Amendment 0002. GPS data port is no longer a requirement

11 B7.5.8.5 Would DOI consider removing the DME requirement from the RFP, or allowing WAAS-enabled GPS to be accepted as an equivalent navigation solution?

DOI will not remove DME requirements, but will support FAA AC 90-108 "Use of Suitable Area Navigation (RNAV) Systems on Conventional Routes and Procedures." & FAA Aeronautical Information Manual (AIM) paragraph 1-2-3.

12 C6

52.216-19 Are contractors required to accept all task orders issued under this contract within the minimum and maximum limits? If a task order is declined within limits, what, if any, repercussions or penalties will apply?

Contractors are not required to accept all task orders issued under this contract. IAW, C26.5 The Government does not guarantee the placement of orders for service under this contract, and the Contracor is not obligated to accept an order. However, once the Contractor accepts an order, the Contractor is obligated to perform in accordance with the terms and conditions stated in the contract.

13 D4.6.2 & D4.6.3

Please clarify the reference to "Section A1, Minimum Aircraft Requirements." Section A1 does not list any requirements, but Exhibits 10, E-3, and E-4 bit have sections with that title.

Will update solicitation to mark D4.6.2 & D4.6.3 as "Reserved".

14 D4.6.2 & Exhibit E-3

Please clarify the reference to Exhibit 4. This exhibit does not include many makes and models that could be offered for this service. What fuel consumption rate should be used for aircraft not listed.

Offered aircraft not listed in Exhibit 4 must provide evidence of fuel burn rates using manufacturer approved data.

15 D4.8 and Exhibit E-2

D4.8 requires that the PPQ include no more than three (3) contracts. Exhibit E-2 provided four (4) sets of entries to describe the Primary Type of Work Done and related information. Should we just deleted the fourth set? Please clarify.

Yes, the fourth entry on the PPQ can be deleted. IAW Section D4.8, no more than three relevelant contracts can be submitted.

16 N/A Is there any incumbent/recompete or this is a brand-new project?

If yes, could you please provide us with their award number or even if the customer bought similar services in the past.

This is a recompete. Services are currently being provided by vendors via Multiple Award Indefinite Delivery Indefinite Quantity (IDIQ) contracts. Similar services have been ordered under the following contracts: 140D8121D0004, 140D8121D0005, 140D8121D0006, 140D8121D0032, 140D8121D0008, 140D8121D0009, 140D8121D0010, 140D8121D0012, 140D8121D0014, 140D8121D0015, 140D8121D0037, 140D8121D0016, 140D8121D0038, 140D8121D0018, 140D8121D0019, 140D8121D0040, 140D8121D0021, 140D8121D0022, 140D8121D0041, 140D8121D0042, 140D8121D0023, 140D8121D0024, 140D8121D0028, 140D8121D0043, 140D8121D0044, 140D8121D0029, 140D8121D0030, 140D8121D0031, 140D8122D0027, 140D0424D0099, 140D0424D0102, 140D8121D0039

17 C30.2

Also the what is the definition of standby? Will you give us some heads up time before we put the AC on standby or do you want that AC on standby the whole time it is contracted out? (Whole year). Will we be able to do other jobs with that AC white it is on standby for you?

Section C30.2 Standby language was revised via Amendment 0002. Per C30.2, standby is only earned when the pilot is held in a ready status, awaiting direction from the Government for future flight needs (Government operational control). The aircaft is not required to be on standby for the whole year. Standy does not apply to every requirement and contractors are not required to accept all task orders issued under this contract.

18 N/A Would you be ok for us to provide prices for some of the aircraft?

Vendors do not have to provide pricing for all aircraft. Vendors must only provide pricing for aircraft that they want to be included in the parent contract. To utilize an aircraft under this contract, the aircraft must be listed in the parent contract and be appropriately carded by OAS.

19 N/A Is there a way to have two rate sheets? (what happens if we close our Cold Bay operations and move to Keni? Can we revise pricing to reflect lower costs?)

Pricing cannot be revised unless it is IAW Section C20.2 Economic Price Adjustment-Insurance or Section C20.3 One Time Rate Refresh. Vendors can provide two separate rate sheets for both locations.

20 C32.4 When operating outside our area, who pays for hanger fees, pre heating? Miscellaneous cost is reimbursed IAW Section C32.4.

21 N/A How do I deal with unknowns, like an unexpected increase in operating costs? ( in the past 5 years the cost of an engine has doubled and with tariffs It could double again)

Vendors may account for potential cost increases by including an escalated rate for the outlying years of the contract. If actual costs exceed the antipated amount due to insurance related factors, vendors may request an Economic Price Adjustment-Insurance, in accordance with Section C20.2 of the contract. For cost increases driven by other factors, vendors may request a one time rate refresh, as outlined in Section C20.3 of the contract.

22 C32 How does housing work when out of town? Travel is reimbursed IAW Section C32-Additional Pay Items.

23 N/A Can I park my plane in park service hangars, (space available) when the plane is being leased? Aircraft security and storage are the responsibility of the vendor.

24 N/A For things like Part 135 certificate, airworthiness, aircraft registration, W&B, etc that you guys already have on file do I need to resend them all or can you just access them as is?

All required documents should be submitted with the proposal.

25 N/A

If we need more rows to add more aircraft for example in Item # 8 Multi Engine Turbine Aircraft - Ten (10) seats or greater. There are only 4 airplanes I can list. Do I just duplicate the form with additional aircraft and supmbmit 2 (#15 pages)? Or what would be the best way.

For Aircraft type not aplicabel to us, do I just put None or N/A?

You can use the applicable form and add more rows. You do not have to list N/A or none for the forms that are not applicable. You can just leave them blank. Only the form applicable to your aircraft will be included in the actual parent contract.

26 D3

Is there any way for this owner of a new-to-them company to enter into the contract process after the oct 1 deadline, and sooner than 5 years from now when I presume the next opportunity would be?

The proposal due date has been extended until November 18, 2025.

27 A1

• Would the requirement be satisfied by designating an Alaska airport (e.g., Fairbanks International) as our base of operations with the ability to stage aircraft there during the task order periods, or

• If the Government expects contractors to maintain a permanent, continuous facility in Alaska throughout the contract term.

Yes, designating an airport within Alaska as base of operations during the task order period would meet this requirement.

28 C15 & D4.7

We do not currently have an operational SMS. We are in the process of building one.

The wording in the solicitation was very vague as to whether we need an SMS or if we have until 2027 when the FAA requires us to have one.

These are different SMS requirements and deadlines: 1) (C15.1, D4.7.1) FAA SMS deadline is May 28, 2027; additional information is available on the FAA website:

https://www.faa.gov/faa-aviation-safety-outreach/safety-management-system. Evidence of meeting the FAA SMS requirement may be submitted as part of proposal or after award, no later than May 28, 2027. 2) (C15.2-C15.4, D4.7.2-D4.7.3) DOI SMS implementation deadline is at time of award. Evidence of implementation is not required at time of award but may be requested after award.

29 Exhibit E-3

Exhibit E-3 is not asked for in the checklist and it is addressing larger type aircraft.

It is not asked for Section D4.

Do you want it filled out for aircraft that are not relevant understanding that most of it will be not applicable or blank?

This has been corrected in amendment 0003 and is now asked for in section D4.

30 C31 In the event we are hired under the Daily Availability agreement, are we also tracking and charging for all flight time as FD1 on top of the daily rate?

If hired under Daily Availability, the vendor will charge Daily Availability (AV-Reference C31) and Flight Rate (FD1-Reference C31). If hired under the Standby, Guarantee, and Flight Time Method of Payment, then the vendor will charge Flight Rate (FD- Reference C30) and Standby(SB-C30) and any applicable Guarantee.

31 C15 & D4.7

Looking for clarification on what documents must be included for an air service that does not currently have an SMS to satisfy requirements for Vol III Organizational Safety D4.7.1

Can this entire volume be excluded from our proposal considering we are applying before May 28, 2027?

These are different SMS requirements and deadlines: 1) (C15.1, D4.7.1) FAA SMS deadline is May 28, 2027; additional information is available on the FAA website:

https://www.faa.gov/faa-aviation-safety-outreach/safety-management-system. Evidence of meeting the FAA SMS requirement may be submitted as part of proposal or after award, no later than May 28, 2027. 2) (C15.2-C15.4, D4.7.2-D4.7.3) DOI SMS implementation deadline is at time of award. Evidence of implementation is not required at time of award but may be requested after award.

32 Section A What the difference between Flight rate (FD) and flight rate (FD1). In addition, would daily availability mean a price to have a specific aircraft exclusively for the day?

The distinction between Flight Rate (FD) and Flight Rate (FD1) is to allow the Government to differentiate between two separate Measurement of Payment methods as outlined in the solicitation:

- FD (Flight Rate) is referenced in Section C30, which includes Flight Rate, Standby, and Guarantee.

- FD1 (Flight Rate) is referenced in Section C31, which includes Flight Rate and Daily Availability.

These separate identifiers help ensure clarity in how payments are calculated under different operational scenarios.

Regarding daily availability: Yes, daily availability refers to a pricing structure where the Government pays a fixed rate to have a specific aircraft exclusively available for the entire day, regardless of the number of flight hours used.

33 B8.1 Is subcontracting allowed? Please refer to FAR Clause 52.219-8 "Utilization of Small Buisness Concerns".

34 C31

I am just wanting to make sure I am understanding C31 correctly -you are essentially asking if we are to be on call all day what the minimum cost will be? So if it were to just be 3 hours of flight time minimum a day I would just list that rate?

When hired using the daily availability rate, the Government pays a fixed rate to have a specific aircraft exclusively available for the entire day, regardless of the number of flight hours used. The rate you propose for daily availability should include all fixed and variable costs incurred in providing continuous service exclusive of those costs directly attributable to actual flight.

FWOC Q&A