Bond_Assy_SOW.pdf

ATTACHMENT 2

STATEMENT OF WORK (SOW)

70Z03818QJ0000122

1.0 Scope

This requirement is for the repair of the Bond Assembly for the H60 aircraft. The following table lists the components covered under this contract.

The United States Coast Guard (USCG) Aviation Logistics Center (ALC), Medium Range Recovery

(MRR) Product Line Division located in Elizabeth City, North Carolina has a requirement to repair the following component(s) installed on the Coast Guard’s H60 aircraft.

Repair to like new condition on an as needed basis;

Nomenclature National Stock Number (NSN) Part Number (P/N)

Bond Assembly 5935-01-HS2-4435 70207-22201-057

The bond assembly is a stripped down version of the cabin sliding door. The door assembly will be disassembled at ALC and shipped to the contractor as a bond assembly. Door curvature and fit are critical, as the doors need to be able to fit any aircraft. Currently, the main issues with the bond assemblies are corrosion and track wear.

The Contractor shall provide all necessary parts, material, labor, tooling, overhaul/repair manuals, test equipment, engineering services, management, and facilities to test, and evaluate the component(s) in accordance with (IAW) this SOW. USCG aircraft operate primarily in a saltwater environment and are subject to corrosion. The Contractor is advised to expect corrosion on the component(s) to be repaired under this order. The component(s) shall be repaired and returned by the Contractor in an airworthy condition suitable for installation on H60 aircraft.

The contractor is required to determine which repairs are classified as major and minor. Provide pictures of the damage and a report stating what was repaired (major vs. minor damage).

ALC MRR Engineering has the sole responsibility to certify repair agents for components unique to or maintained exclusively by the Coast Guard. The Bond Assembly is unique to the H60 model and only

ALC MRR Engineering approved sources shall be authorized as an approved repair facility. Approval of new repair facilities requires a site visit by MRR Engineering. Award of this requirement will not be delayed pending approval by MRR Engineering. However, this is a recurring requirement and any approved repair facilities will be eligible for future requirements.

The contractor shall know the makeup of the bond assembly and have the ability to repair them. The bond assembly is comprised of the following materials: composite, aluminum core, and fiberglass. The contractor shall use best commercial practices to repair the bond assembly as approved by MRR

Engineering. The repair of the bond assembly specified herein shall be performed only by MRR

Engineering approved contractors.

1.1 Objective

The objective for the contractor will be to provide the Aviation Logistics Center (ALC) with the Bond

Assemblies that are Ready for Installation (RFI) in support of our efforts to sustain the H60 aircraft. The contractor should be capable of delivering the repaired Bond Assemblies within 60 calendar days after receipt of order (ARO). The USCG anticipates the material will be shipped to the vendor within five

(five) business days after issuance of a delivery order. The contractor will not be penalized if the USCG is not timely in the shipment of the material.

70Z03818QJ0000122

2.0 Applicable/Compliance Documents

2.1 Government Documents

FAA Advisory Circular 43-4A, dated 25 July 1991, Corrosion Control for Aircraft. A copy of this circular is available at www.faa.gov.

FAA Advisory Circular 43-205, dated September 1998, Guidance for Selecting Chemical Agents and

Processes for Depainting and General Cleaning of Aircraft and Aviation Products. A copy of this circular is available at www.faa.gov.

2.2 Industry Documents

The Coast Guard does not own nor can it provide the required directives for this requirement (except where stated below).

Repair services must be performed IAW the procedures established in the documents referenced in

Applicable/Compliance Documents section of this SOW. The documents are listed in order of precedence. Latest revisions of all manuals shall apply. The information contained in this section is not intended to be all inclusive nor to detract from or modify procedures outlined in the manuals. If the applicable technical manual does not cover a procedure, the Contractor shall utilize the original equipment manufacturer (OEM) overhaul/repair manual. If the OEM manual does not cover a procedure, the Contractor shall utilize the best commercial business practice. Where an application of “best commercial practice” is in conflict with these manuals, the Contracting Officer (KO) may approve deviation from requirements. When applicable, each Manual will specify if the Export Control Act applies.

All OEM shop, inspection, repair, overhaul, or other OEM Component Maintenance Manuals

(CMM) and revisions as applicable

All OEM service bulletins, amendments, modifications, and specifications as applicable

Coast Guard Aviation Logistics Center Instruction 4100.1A, Aviation Logistics Center Material

Disposal Procedures (included as a separate attachment to this Federal Business Opportunities

(FBO) notice under CG ALCINST 4100.1A)

Coast Guard Aviation Logistics Center Instruction 4855.4, Policy and Quality Assurance

Procedures for the Receipt Inspection of New, Overhauled, and Repaired items from Vendors

(included as a separate attachment to this FBO notice under CG ALCINST 4855.4)

Coast Guard Aviation Logistics Center Instruction 4200.3B, ALC Spare Parts Breakout/New

Product Development (included as a separate attachment to this FBO notice under CG ALCINST

4200.3A)

The Coast Guard has the sole responsibility for the development of internal procedures for the Aviation

Logistics Command’s Spare Parts Breakout Program. Any commercial Contractor that manufactures, overhauls, repairs, reverse engineer, or the like any Coast Guard component is subject to Coast Guard

Aviation Logistics Center Instruction 4200.3A, ALC Spare Parts Breakout/New Product Development.

Occupational Safety and Health Standards (OSHA) 1910.1025 (Lead)

OSHA 1910.1026 (Chromium VI)

OSHA 1910.1027 (Cadmium)

Military Standard (MIL-STD) MIL-STD-129R, Military Marking For Shipment and Storage

MIL-STD-2073-1E, Standard Practice For Military Packaging http://www.faa.gov/ http://www.faa.gov/

70Z03818QJ0000122

2.3 Availability of Documents

The documents listed in section 2.2 are available from the USCG. Before obtaining copies of the documents, contractors shall be registered in the Defense Logistic Agency’s Joint Certification Program.

More information on this certification can be found at http://www.dlis.dla.mil/jcp/Default.aspx. After ensuring registration, the contractor shall complete DHS Form 11000-6, Sensitive but Unclassified

Information Non-Disclosure Agreement (Attached to the Solicitation) and return with a written request to

Crystal.G.Taber@uscg.mil. Copies will not be posted to the Federal Business Opportunities website.

The USCG will only release these documents to United States (US) businesses that have followed the above procedures. The documents will not be released to any foreign entity. If the U.S. business plans to release these documents to any foreign entity, they must first provide the USCG with a copy of a valid

Technical Assistance Agreement (TAA) and DSP-5 authorizing release to that entity.

2.4 Certificates

The Contractor shall maintain, at a minimum, one of the following: FAA, Department of Defense, OEM, Industry Standard Certification, NAVSUP WSS (i.e., National Aerospace and Defense Contractors

Accreditation Program) and/or USCG certifications for repair of components identified in the schedule for the entire duration of this purchase order. The Contractor shall provide immediate notification to the

Contracting Officer upon loss of any required certifications. The Contractor shall also:

Comply with the certification/documentation requirements specified herein.

Attach certifications/documentation to the outside of the shipping container.

All parts repaired under the provisions of this contract must be airworthy and suitable for installation on

USCG aircraft. Each returned component shall be tagged with a DD Form 1574 Serviceable Condition

Code Tag or a FAA Form 8130-3, Airworthiness Approval Tag, completed in its entirety. The

Contractor shall furnish a Certificate of Airworthiness in accordance with FAA procedures (or USCG approved alternate procedure) and a Certificate of Conformance (COC) IAW FAR 52.246-15 for all components. These forms shall be packaged with each component and copies shall be included with the invoice. FAILURE TO SUBMIT THE APPROPRIATE CERTIFICATES SHALL CONSTITUTE

AN IMPROPER INVOICE AND WILL RESULT IN NONPAYMENT. The Contractor’s FAA certification must reflect authorization to repair the exact category of component specified in this SOW. If the Contractor cannot provide an Airworthiness Certificate, the alternate ALC MRR Engineering approved document is a COC. The Contractor shall furnish a COC IAW FAR 52.246-15 for each component.

The COC shall be signed by an authorized official of the approved source and must specify the nomenclature, manufacturer's P/N, and date of manufacture. For Production Approval Holder, a COC and a copy of the FAA Parts Manufacturer Approval or other manufacturing authority shall be provided.

Contractors shall also provide documentation reflecting the complete unbroken history of ownership of the parts from purchase from the approved manufacturing source until delivery to the USCG.

3.0 Repair Services

The bond assembly shall be repaired using best commercial practices and commercial composite manufacturing and repair techniques. The contractor shall develop their own repair schemes to repair the bond assembly and submit for approval by MRR Engineering. The repair procedures shall include step-by-step instructions or procedures on how the contractor intends to accomplish the repair. Procedures should also classify major vs. minor repairs. Once repair procedures are approved, the bond assembly must undergo a Form, Fit, and Function (FFF) verification process. MRR Engineering will approve or deny within 60 days upon receipt of the bond assembly. The contractor shall be notified by MRR

Engineering if any discrepancies are found. The contractor shall have 30 days correct minor discrepancies http://www.dlis.dla.mil/jcp/Default.aspx mailto:Crystal.G.Taber@uscg.mil

70Z03818QJ0000122

as determined by MRR Engineering. Major discrepancies shall be corrected within 60 days upon notification by MRR Engineering.

The Government shall not furnish any drawings, specifications, tooling, fixtures, jigs or any other repair documents to repair the bond assembly. The Government will not authorize funding for the fabrication of any jigs, fixtures or tooling to facilitate this work nor will award be delayed pending receipt of specifications or any required tooling.

The repair of the bond assembly consists of partial tear-down to remove outer skin, fiberglass end caps, removing the latch hole area, blanking the latch hole area, as well as replacing the outer skin and fiberglass end caps. The following actions are to be performed:

All skins and structural parts shall have bond primer applied prior to installation and shall also be epoxy primed (MIL-P-23377 TYPE 1 Class C2) after completion. Non-chrome primer (MIL-P-23377 TYPE I Class N) can be applied to any fiberglass or composite parts.

When the bond assembly is re-skinned or refurbished any corners or voids will be required to be sealed up with BR 624 to reduce water intrusion.

The inserts for the forward edge of bond assembly (seal) will need to be wet installed and closed up on the back to reduce the amount of water entering the door.

Bond 2”Wx0.020”T 301 SS doubler to top of the bond assembly, underneath extrusion.

Replace 38010-70032 extrusion at the top of the door during this process. The new extrusion should be drilled up using the old extrusion as a template. Be aware of FOD falling back into the door during this process.

The following requirements apply to the latch area in order to ensure proper latch installation on site:

a. Remove section of interior doubler on original bond assembly where latch holes are drilled (approximate area to be removed is 0.5” Wide x 1.85” Length).

b. Replace section of interior doubler removed with same thickness and approximate size.

c. Add 0.020” doubler patch to inside of the bond assembly, approximate size is 7” x

7”.

d. Hot bond all three layers of T6 aluminum (new exterior skin, replaced interior doubler material, and doubler patch) with AF 163-2K adhesive.

e. Latch holes are to be left blank to allow for correct latch installation on site due to variances in OEM door dimensions.

Changes to closed back inserts/rivnuts on leading edge of bond assembly:

a. Part Numbers (P/N) to be used NAS1833-3-625 in all areas of leading edge where core is directly behind fiberglass end cap and a NAS1330S3KB116 rivnut A/R on fiberglass areas without core on inside surface, including two each seal attach points on each side of latch area. Fiberglass is to be reinforced inside cap in those areas as required to secure the NAS1330S3KB116. One insert will be required to be repositioned to avoid interference with the door pin.

b. Locate attach points (inserts locations) on leading edge of the bond assembly using template created from USCG - supplied door seal (NSN 5330-01-419-1347).

c. Trim latch area to allow for proper latch fit. A latch will be provided, along with pictures showing the installation.

d. Anodize parts IAW MIL-A-8625 (series) Type I Class 1.

70Z03818QJ0000122

e. Where closed back rivnuts/inserts are compression installed, inject hole with PRC sealant prior to installation in order to seal edges.

f. Fiberglass cap to be installed with two-part adhesive EA9309 or EA9320 and seal edges.

g. Open area of latch bottom – adhesive bleedout will not be removed in this area to reduce potential leakage areas, area to be sealed with additional AF 163-2K strip, if needed.

h. Adhesive bleedout on part – minimize removal of adhesive bleedout in order to limit removal of bond prime.

All bond assemblies repaired by the contractor shall have an identification (ID) plate attached to the bottom of the bond assembly.

The ID plate requirements shall be as follows:

Size: 3x5 anodized aluminum data plate

The ID plate shall include; contractor’s name and cage code, date of repair, and reference the contract number of the repair bond assembly. No sharpie markers allowed.

Data plate shall be bonded to the bottom inside skin of the bond assembly.

If sections of honeycomb material require replacement, ensure that the repairs are not visible from the outside of the bond assembly.

Improvements: The Coast Guard is open to suggestions on improvements that can be made to the bond assemblies to extend the service life of the sliding doors, specifically the door track area.

Any deviations from OEM specifications or those previously approved by the Coast Guard must be presented to and approved by MRR Engineering prior to being incorporated into the repair.

Any engineering changes will require a Form, Fit, Function (FFF) approved by MRR Engineering before being incorporated into production. Any proposed changes to the bond assemblies must:

o be interchangeable with all aircraft in the fleet. Any door should fit any aircraft o be serviceable at ALC/air stations during regular maintenance cycles o use off-the-shelf parts that are easily procurable o offer a longer service interval over original OEM bond assembly

3.1 Contractor Verification of Receipt of Components

S/N tracking shall be used for validating the correct component(s) were received at the Contractor’s repair facility and returned to the USCG. Upon receipt of the component(s) from the USCG, the Contractor shall verify each component received to ensure that the S/Ns match the ones specified in the order within five

(5) calendar days. Should a discrepancy be identified, the Contractor shall notify the Contracting Officer in writing of the discrepancy. Email notification is acceptable. The USCG utilizes an S/N tracking system and places high priority on parts integrity within aircraft components. As a result, any part which is determined to be in a serviceable condition as a result of inspection and functional testing shall be reused in the component from which it was removed, if practical, with the exception of parts specifically replaced during the repair as required by the directives as specified within the order.

If a component is received with a partial or missing data plate, the Contractor shall notify the Contracting

Officer in writing requesting approval of a new S/N assignment. Upon the Contracting Officer’s acceptance of the proposed S/N, a modification may be issued stating the new S/N assignment. The

70Z03818QJ0000122

Contractor shall affix a new data plate containing the standard information, including the newly assigned

S/N, to the component.

3.2 Special Tooling

The contractor shall have an autoclave in their possession. The autoclave must be used to repair the Bond assemblies. The autoclave shall be large enough to accompany the size of the Bond assemblies as well as the ability to cure all Bond assemblies after overhaul/repair.

3.3 Repair Specific Requirements

The Contractor shall perform repair services IAW the SOW and Federal Aviation Regulations Parts 43 and 145. The Contractor shall perform a thorough visual and technical inspection of each component requiring repaired and correct all deficiencies found. This shall include replacement of broken parts and the removal of any foreign matter or corrosion. Parts found to be defective shall be replaced with new parts. A form DD1577-2 – Unserviceable (Reparable) Tag-Materiel or a form CG-1577-B – PQDR, Product Quality Deficiency Report Tag will be attached to each not ready-for-issue (NRFI) component describing faults. Once the component has been repair to like new condition, the Contractor shall remove the unserviceable tag from the component.

3.4 Corrosion Issues

USCG aircraft operate primarily in a saltwater environment and are subject to corrosion. Corrosion may be on the component(s) to be repaired under this order. During inspection and functional test, the presence of corrosion in a component or subcomponent thereof shall constitute reason for a more thorough disassembly and inspection. Should corrosion be found, disassembly shall be made only to the extent necessary to remove corrosion or replace the part(s) affected. Corroded parts shall be replaced unless removal of corrosion from a part will NOT impair the efficiency or safe operation of the part. Corrosion removal and treatment of affected areas shall be accomplished IAW the applicable technical manual specifications and drawings.

3.5 Environmental Requirements

All parts must be thoroughly cleaned in accordance with applicable CMM or FAA Advisory Circular 43-

205, Guidance for Selecting Chemical Agents and Processes for Depainting and General Cleaning of

Aircraft and Aviation Products, to ensure they are as free as practicable of all hazardous dust to include hexavalent chromium, cadmium, lead, etc., prior to being returned to the USCG. The USCG may take random samples of parts to ensure they are as free as practicable of all hazards. Information on these hazards can be found in Occupational Safety and Health Standards 1910-1025 (Lead), 1910.1026

(Chromium VI) and 1910-1027 (Cadmium).

3.6 Changes to Applicable/Compliance Documents and Obsolete Parts/Processes

The Contractor shall notify the KO in writing when changes are made to the applicable/compliance documents referenced in section Applicable/Compliance Documents of this SOW. Such notification shall include the nature of the changes and details sufficient for the USCG to evaluate the scope and impact of the change. In addition, when the Contractor receives a component for which certain parts or processes have become obsolete, the Contractor shall, within thirty (30) calendar days after receipt of the component, notify the KO in writing and submit rationale and verification of any specification change or obsolete part or process, and a written estimate of the effort required to accomplish the repair. Such estimates shall include nomenclature, NSN, P/N, cost, quantity of replacement parts, and the number of hours at the labor rate specified in the schedule for the applicable period. The Contractor shall substantiate the cost of parts with invoices or catalog pricing. The Contractor’s delivery obligation for the components identified shall be suspended as of the date of notice to the KO. The KO will, within thirty

(30) calendar days after receipt of the Contractor’s written estimate, make a written determination as to the disposition of the component. A new delivery date will be negotiated. Written approval to perform

70Z03818QJ0000122

IAW the revised specifications or drawings and obsolete part processes must be obtained from the KO prior to commencement of work. The USCG reserves the right to waive any specifications.

3.7 Condemned Parts and Material

All non-repairable parts, including parts replaced during the repair process, shall be scrapped (i.e., rendered unusable to the point they cannot be returned to service) IAW Aviation Logistics Center

Instruction 4100.1, Material Disposal Procedures.

3.8 Replacement Parts

Parts shall be replaced as required by the applicable technical manual A1-440QA-MDB-200, Table 2-2 on page 2.2 “Consolidated List of Mandatory Replacement Parts”. Any other parts found to be defective due to corrosion or damage shall be replaced as specified in the applicable technical manual or as otherwise authorized in writing by the KO. All parts replacing defective parts shall be new. A copy of the

Contractor's work order, listing all replaced parts, shall be provided for each component. The Contractor shall maintain documentation on all replacement parts for a minimum of twenty-four (24) months after delivery and provide this documentation to the USCG upon request.

3.9 Separately Priced Replacement

Pricing for other repair components and supply material, yet unspecified by part number at contract award, will be incorporated as firm fixed prices after negotiating of the first-time replacement. The

Government reserves the right to provide separately priced replacement parts as Government furnished property on an as-needed basis as determined by the Contracting Officer. The Contracting Officer will either issue a modification to the delivery order authorizing use of the separately priced replacement part(s) or provide disposition instructions. The delivery schedule will be adjusted accordingly for any delay associated with requesting and obtaining the approval to utilize the specified separately priced replacement part(s).

3.10 Beyond Economical Repair (BER)

In the event a component cannot be repaired to like new condition and is found to be BER, the Contractor shall immediately stop working on the component and notify the KO in writing. While there is no authoritative standard, the USCG typically considers a component BER when the cost to repair exceeds sixty-five (65) percent of the price of a new unit; however, the USCG is not bound by that number and the

Contracting Officer will make all final BER determinations. The Contractor’s written notification shall include, at a minimum, the following information: Order Number, Contract Line Item Number (CLIN), Nomenclature, NSN, P/N, S/N, and a brief description supporting the determination. The USCG will provide disposition instructions for all components that are considered BER. The Contractor shall not dispose of a component until they have been notified by a written modification to the order. When returning the component to ALC, the components shall be clearly marked as “BER” with the supporting evidence. The contract will be authorized the firm-fixed Test and Evaluation fee establish in the respective option year CLINs for items returned “As-Is”.

3.11 Exclusion – Unusual Damage

Prices do not include components that have been cannibalized or severely damaged due to mishandling.

Additionally, USCG aircraft is used primarily around salt water at low altitude for search and rescue missions. Therefore, corrosion is to be anticipated and is considered "normal" for the aircraft.

Corrosion does not constitute unusual damage.

3.11.1 Components received which indicate obvious misuse, cannibalization or severe damage due to mishandling or crash damage may dictate an exclusion from the prices specified in the contract schedule.

Such components shall be inspected, repair costs determined, and authorization to proceed obtained from the Contracting Officer prior to commencement of work. If the contractor considers a component to be a

70Z03818QJ0000122

candidate for exclusion, the Contracting Officer shall be notified. Notification to the Contracting Officer shall be confirmed in writing. The Contracting Officer will make a written determination within thirty

(30) calendar days as to exclusion validity.

3.11.2 The Government shall not be liable for any amount expended by the Contractor in excess of the applicable firm fixed price reflected in the schedule unless prior written authorization has been given by the Contracting Officer.

4.0 Other Applicable Conditions

4.1 Failure Data Report

The Contractor shall submit a failure data report for each repaired component. This report shall include nomenclature, National Stock Number (NSN), Part Number (P/N), Serial Number (S/N), date of repair, contract delivery order number, line item number, description of repaired failure, the USCG’s reported failure, a listing of parts repaired and a listing of parts replaced. The Contractor’s in-house work order may be used to satisfy this requirement if it includes the information requested above. This report shall be attached to the packing slip and shipped with the repaired component.

4.2 Service Bulletins, Modifications, Engineering Change Proposals (ECP), Local Engineering

Change Proposals (LECP), and Time Compliance Technical Orders (TCTO) The KO shall notify the Contractor in writing of component requiring incorporation of a service bulletin, modification, ECP, LECP, or TCTO. Upon receiving such notice, the Contractor shall submit, within thirty (30) calendar days, a firm fixed price (FFP) proposal for an incremental charge to be assessed each time the service bulletin or change is incorporated. The proposal shall contain a breakdown of material and labor costs based upon the FFP labor rates and material factors. The incremental charge agreed upon for incorporation of a service bulletin shall apply only to those components for which the Contractor has incorporated a required service bulletin, not those for which the service bulletin has been previously incorporated. Upon agreement of an incremental charge and issuance of an order modification to reflect this change, the service bulletin shall be incorporated into each subsequent component received at the repair facility if the service bulletin has not already been incorporated. When incorporation of a service bulletin changes the P/N of the component contained in the schedule, the new P/N and NSN (if applicable) will be added to the order via modification.

4.3 Place of Performance

The place of performance will be the Contractor’s facilities.

4.4 Urgent Requirements/Aircraft on Ground (AOG)

In the event an AOG status occurs as a result of a lack of component(s), the Contractor will be notified and requested to provide a response within twenty-four (24) hours of the notification. The Contractor’s response shall provide status of the component needed to satisfy the AOG situation and the requirements to expedite shipment.

An AOG situation may require that the Contractor ship directly to a specified Coast Guard field unit. The component shall be shipped by the fastest traceable means (i.e., air freight, next day delivery). The KO may issue an order modification authorizing additional funding as agreed upon by the Government and the Contractor to accomplish the expedited repair. The Contractor shall mark the outside of the shipping container “AOG” in letters not less than 2” high.

4.5 Material Inspection and Receiving Report

At the time of each delivery of services under this order, the Contractor shall prepare and furnish to the

Government a properly completed DD Form 250 – Material Inspection Receiving Report which will be

70Z03818QJ0000122

used as a packing slip. The packing slip shall include the following information: (1) NSN; (2) P/N; (3)

Nomenclature; (4) S/N; (5) Contract Number; (6) Order Number; (7) CLIN; and (8) Quantity. Two copies of the packing slip shall be submitted with the shipment. One copy shall be inside the shipping container and one copy shall be attached to the outside of the shipping container.

4.6 Contract Administration Data

Only warranted KOs are authorized to issue and modify any order, approve changes in any of the requirements, or obligate funds. Notwithstanding any term or condition contained elsewhere in the order, the authority to modify the order remains solely with the KO. If the Contractor makes any order changes at the direction of any person other than the KO, the change will be considered to have been made without authority and no adjustment will be made in the order to cover any increase in costs that may result. The

KO has the authority to perform any and all post-award functions in administering and enforcing an order

IAW its terms and conditions.

4.7 Laws and Regulations

The Contractor shall be knowledgeable of and comply with all applicable federal and state laws and regulations and any local laws and ordinances regarding environmental protection. In the event environmental laws and/or regulations change during the term of this order, the Contractor is required to comply as such laws come into effect.

4.8 Warranty

The contractor’s standard warranty for repaired items will be incorporated into the contract.

4.9 Government Furnished Property (GFP)

The Government will not furnish any resources to the Contractor in support of this order. In the event that the contractor cannot obtain the replacement parts for any reason, the Contracting Officer shall be notified immediately and provided with a list of the parts and quantities necessary to complete the repair. A decision will be made to either supply the necessary parts at that time or have the item returned NFRI. If the USCG has to supply all of the parts, the lower repair price listed in the schedule, for the USCG to supply the parts shall be charged for the repair. If the USCG only needs to provide some parts, the prices for the parts will be calculated using the separately priced replacement parts listed in the schedule. This amount will be subtracted from the total repair price charged for the contractor to provide all parts. In either instance, a bilateral modification to the delivery order will be completed prior to the USCG shipping the parts to the contractor.

4.10 Contractor Furnished Property

The Contractor shall furnish all necessary parts, material, labor, tooling, overhaul/repair manuals, test equipment, engineering services, management, and facilities to test, evaluate, and repair the component(s)

IAW this SOW to fulfill the requirements of this order.

5.0 Delivery Requirements

5.1 Delivery

Induction shall take place no later than fifteen (15) calendar days after receipt of the component(s) at the

Contractor’s facility or the prescribed number of calendar days to meet the order delivery date.

5.2 F.O.B Point

The FOB Point for shipments under this order is F.O.B. origin. Pricing shall include all applicable customs, duties, and taxes. Therefore, no additional charges for shipping will be allowed unless indicated by a bilateral modification to the individual delivery order.

70Z03818QJ0000122