ATTACHMENT_B_SOW_70Z03818RH0000002_Amend_0001.docx

70Z03818RH0000002

RFP ATTACHMENT B

Statement of Work

STATEMENT OF WORK (SOW)

BACKGROUND

The United States Coast Guard (USCG) Aviation Logistics Center (ALC), Long Range Surveillance (LRS) Product Line Division (PLD), has a need to establish continued support for Progressive Structural Inspection (PSI) and Depot Level Maintenance (DLM) of C-130H and C-130J aircraft.

The USCG ALC is responsible for providing aviation support in DLM, engineering, supply, procurement, information services, and acquisition project execution for the USCG’s aviation community. The C-130H and C-130J aircraft are the USCG's LRS aircraft providing critical Search and Rescue, Law Enforcement, Logistics, and Marine Environmental Protection response to the United States of America.

1.0 SCOPE

The PSI is the depot level inspection of the C-130 series aircraft to ensure airworthiness through detailed non-destructive inspection procedures. Additionally, these inspections ensure compliance with Aircraft Structural Integrity Program (ASIP) requirements. Due to the corrosive environment in which USCG aircraft operate, a PSI is required to be performed on each USCG C-130 every 48 months (previous PSI to new induction). The LRS PLD estimates a need to complete PSIs for one (1) C-130H and two (2) C-130J per year with the possibility of one aircraft in the Rapid Modification Production Line or Avionics Modernization Line. The maximum number of PSI aircraft expected to be at the ALC Heavy Maintenance Facility (HMF) at any one time are two (2) C-130 aircraft in PSI with four (4) C-130 aircraft for drop in maintenance, PSI Extension Inspections (PEI), the Rapid Modification Production Line or Avionics Modernization Line. The Contractor may be required to have up to four (4) aircraft in PSI work at any given time, along with UDLM or other drop in DLM work.

This effort will satisfy the structural overhaul requirements for C-130H and C-130J aircraft. The services are divided into pre-induction inspection, de-paint, disassembly/inspection, PSI repairs, test flights, and paint. This effort will be accomplished in accordance with the USCG C-130 Depot Maintenance Procedure Cards (DMPC) in Attachments 1 and 2. Some inductions initially may be limited to Center Wing Box (CWB) inspection services under the Unscheduled Depot Level Maintenance (UDLM) process (described in Sections 2.4 and 9.6 of the SOW). Such inspection is subject to the USCG’s determination of the extent of work to follow. The Contractor shall be responsible for the following functional areas:

· PSI (and all de-painting and painting) of C-130H and C-130J aircraft

· Depot Level repairs to C-130H and C-130J aircraft and system components

· PSI Extension Inspections (PEI)

· UDLM including Time Compliance Technical Order (TCTO) development and implementation

· Non-Routine Repairs

· Contract Field Team (CFT) support at various USCG Air Stations or other areas as designated

· Procurement, storage, stocking of inventory, control, accounting, issue, and shipping of supply parts and aeronautical equipment for C-130H and C-130J aircraft

· Preservation, storage, and maintenance of replacement aircraft parts

· Tracking and reporting the supply status on all parts associated with the PSI

· Providing scaffolding and work platforms for use around aircraft undergoing PSI and DLM

· An Earned Value Tracking System approved by the Contracting Officer

· Technical support in aeronautical and avionics fields

· Aircraft sheet metal shop support and Machine Shop Support

· Component Repair on T-56 engines and C-130H propellers

· Maintenance on AE 2100D engines and C-130J propellers

· Inspection of Center Wing Box

· Rapid Modification Production Line

· Avionics Modernization Line

· Ground and Flight Support of UDLM aircraft transferred to LRS, to include repair of flight and non-flight generated discrepancies, hourly and calendar Maintenance Due List (MDL) items, aircraft fueling, de-fueling, and fireguard duties to launch aircraft

This contract includes labor hour type, materials, and Firm Fixed Price (FFP) line items. The labor rates specified in the Schedule of Supplies/Services shall be fully burdened, to include all applicable costs elements (overhead, general and administration expenses, profit, Contractor furnished property or resources, etc.). The labor hour pricing includes 20 hours unplanned shutdown time for each one year period. Estimated hours for each position are based on a standard 40-hour workweek and a total of 1,920 hours per year.

If sufficient data becomes available for a repetitive task, the Contractor or the Contracting Officer may initiate negotiations to establish a FFP for this task for the remaining life of the contract. Establishing a FFP for a task is at the discretion of the Government and must be authorized by the Contracting Officer via a modification to the contract.

This is a non-personal services contract to provide PSI/DLM Support Services. The Government shall not exercise any supervision or control over the Contractor employees performing the services herein. Such Contractor employees shall be accountable solely to the Contractor who, in turn is responsible to the Government.

In order to help ensure timely delivery of Contractor Furnished Material (CFM)/parts, the ALC intends to fund a task order for each aircraft in PSI and have the on-site COR approve the Contractor acquisition of CFM/parts from Aviation Maintenance Management Information System (AMMIS) approved sources of supply and/or manufacturers list. If the Contractor desires to purchase a part from a non AMMIS approved manufacturer or if the part is not loaded in AMMIS, the Contractor must initiate a Supply Item Change Record (SICR) in accordance with ALC Instruction, 5213.1(series) SICR Preparation and Routing Procedures.

A task order may be issued and the first PSI aircraft is planned for induction by the Contractor no later than 120 days after award.

· Aircraft may be inducted earlier if both parties agree. The final delivery requirement for this effort is a fully maintained and tested aircraft. The Contractor shall complete each PSI within 220 calendar days from date of induction.

· For aircraft undergoing PSI, the aircraft induction date is defined as the first full calendar day the aircraft is at the paint facility for de-painting. Flow days for PSI start accruing upon induction. Final delivery is defined as completion of paint and acceptance of the aircraft documented in a signed Form DD250.

For aircraft not undergoing a PSI and/or not requiring de-paint, the induction date is defined as the first full calendar day the aircraft is at the ALC HMF. Flow days start accruing upon induction. Final delivery is defined as acceptance of the aircraft documented in a signed Form DD250.

The Contractor may request additional days in accordance with FAR 52.212-4(f) if the Contracting Officer determines that delays were Government caused. This will be a mutual decision between the Contractor and the on-site COR, and implemented via issuance of a task order modification by the Contracting Officer. The issue will be handled through the disputes clause if there is a disagreement.

The Contractor may be required to have up to four (4) aircraft in PSI work at any given time, along with UDLM or other drop in DLM work.

DOD facilities are anticipated to be used for surge capacity should the USCG’s requirements exceed Contractor capability or capacity at any time during the period of performance.

The USCG is the Airworthiness Authority for all actions performed under this contract.

2.0 TASKS

Maintenance actions to be accomplished may include, but are not limited to:

· Conducting ground runs, flight tests, cabin pressure decay test and leak check, and de-fueling

· Disassembling

· Removing

· Cleaning

· Inspecting (visual, mechanical)

· Maintenance actions to address abnormal conditions or corrosion

· Preserving

· Servicing

· Lubricating

· Operational Checking

· Testing

· Installing and assembling

· Preparing and painting small areas or parts

2.1 PSI - All items on DMPCs shall be accomplished by the Contractor including access (panel removals, cleaning, etc.), repair, and reassembly. Actual NDI is not included.

2.2 Inspection Phase

2.2.1 Pre-Induction

A task order will be issued for the PSI of an aircraft commencing with performance of a pre-induction inspection of an aircraft by a Contract Field Team (CFT), accompanied by USCG active duty members, at the field unit 180 days from the aircraft’s scheduled induction date. The CFT and USCG will conduct inspections to evaluate the condition of an aircraft and to facilitate ordering long-lead time parts for the upcoming PSI. Findings during the pre-induction inspection are recorded on the Aircraft Condition Report (CG-103).

2.2.2 Inspection

After depaint and upon arrival of the aircraft at the USCG HMF, disassembly and more detailed inspections are performed. The Contractor shall capture as many discrepancies as possible in the report. If several discrepancies are all related to one particular area of the aircraft, the founding may be reported to the COR as they are found (prior to the 60 day report). The Government will then make a determination and provide disposition for each repair within seven (7) calendar days. The primary deliverable of the inspection effort is the final report of all discrepancies noted on the 60-day PSI Inspection Report.

2.3 Repair Phase

Once the inspections are completed, the Contractor shall commence with repairs in accordance with (IAW) DMPCs and T&M funded Government approved non routine repairs.

2.3.1 Depot Level Repairs

Work determined by the on-site COR to be unnecessary shall be documented on the Contractor generated Noted but Not Corrected Report (NBNC). Only work authorized by the Contracting Officer or specifically identified in the PSI DMPCs as being mandatory shall be accomplished during the repair phase effort.

Aircraft deficiencies noted on the Aircraft Condition Report (CG-103) shall be included as non routine work under the repair phase effort. Procedure for notification of non routine items is found in SOW 13.5.

The Contractor is solely responsible for the acquisition of materials required for maintenance under this contract for C-130 aircraft with the exception of the components listed on the Government Supplied Aviation Material list (see Attachment 4).

2.3.2 Airframe Structural Repair (including corrosion damage) The airframe structure (if damaged prior to arrival at the HMF) shall be repaired and/or replaced. Direct labor-hours to be included in repair or replacement are those required to disassemble, remove damaged material/structure, prepare replacement material and parts for installation, prepare damaged area for installation of new or repair material and/or parts, and reassemble. Airframe structure damaged after induction into PSI due to Contractor negligence or error shall be repaired and/or replaced at no cost to the Government. The Contractor shall notify the on-site COR within 24 hours when damage occurs.

2.3.3 Condemned Aircraft

In the event an aircraft’s condition is so severe as to warrant a beyond economical repair (BER) recommendation by the Contractor, such recommendation will be forwarded to the Contracting Officer and coordinated through the on-site COR. Formal disposition instructions will be forwarded by modification from the Contracting Officer. Task order funding for work anticipated but not accomplished shall be de-obligated from the task order after final invoice for the order is paid.

2.4 Unscheduled Depot Level Maintenance (UDLM) including Time Compliance Technical Order (TCTO) Development and Implementation A UDLM is any maintenance action required that was not anticipated, but that requires input to a depot level facility due to the nature or extent of the effort. Therefore, no accurate estimate can be provided for the number of UDLMs that will be required. The depot level repairs section identifies standard UDLM tasks. Aircraft may be subject to UDLM on short notice and can include TCTOs, installation of aircraft modifications/new equipment, drop-in heavy maintenance, PSI Extension Inspection (PEI), and aircraft de-militarization. Kits for TCTOs will be provided by the USCG as GFM.

2.5 Technical Support in Aeronautical and Avionics Fields

The C-130 aircraft inducted into the PSI inspection cycle often require major structural repairs or modifications that are not specifically addressed in the structural repair manuals. In order to ensure aircraft structural integrity is consistently maintained, the Request for Engineering (RFE) process will be used to document and design structural repairs. The Contractor will be provided with the LRS PLD RFE Instruction, for compliance. In no event shall the Contractor implement RFEs, processes or procedures that affect C-130H or C-130J aircraft configuration (form, fit, or function) without Government approval. Any waivers/deviations from the specifics of the PSI basic specification and/or the technical orders shall be referred to the on-site COR for Contracting Officer approval prior to beginning any work or repair.

The Contractor shall provide technical support that is inclusive of the following: determination of serviceability, installed structure compliance to drawings, and determination of flight critical/continued service for previously installed repairs.

The Contractor may also be called upon to assist with Engineering Investigations (EIs), support accident investigations, conduct discrepancy evaluations, incorporate changes (e.g., TCTOs, SCTOs, Service Bulletins (SB)s), and other services as deemed necessary.

2.6 Aircraft Sheet Metal Repair/Overhaul Support

The Contractor shall have the capability to make repairs and complete overhauls to flight controls and aircraft skin utilizing Government furnished equipment (GFE) at the HMF. The Contractor shall perform C-130H cargo handling system inspections and repairs, C-130J enhanced cargo handling system inspections and repairs, C-130 flight control repairs and overhauls to include elevators, elevator trim tab, aileron, aileron trim tab, rudder, rudder trim tab and C-130H flap assemblies, wing leading edges, and landing gear door modifications and repairs. The Contractor may be tasked with performing repairs to components from operational aircraft as the need arises and as initiated by USCG inventory managers. The price of repairs to components for operational USCG aircraft will be negotiated on a case by case basis utilizing the fully burdened labor rates in the Schedule.

2.7 Aircraft Component Repairs and Fabrication Support

The Contractor shall have the capability to make repairs and fabricate components returned from the operational fleet and aircraft undergoing PSI within the USCG’s HMF as needed utilizing GFE. These repairs will be handled on a T&M basis.

2.8 Depot Maintenance for T-56 Engines and Propellers

The Contractor shall remove the T-56 engines and propellers from the C-130H aircraft utilizing GFE at the HMF and safely preserve and store the engines and propellers in a place provided by the USCG. The Contractor shall re-install and perform operational checks, perform T-56 Quick Engine Change (QEC) assembly inspections, turbine tear down inspections, T-56 turbine rotor replacements, modular compressor tear downs and build ups, and QEC build ups (including major component replacements for both PSI aircraft and T-56 engines returned from the operational fleet). Additionally, the Contractor shall perform 54H60 propeller build up including major component replacements and propeller blade repairs for both PSI aircraft and operational fleet aircraft. The Contractor shall notify the COR if GFM is required from the list of components included in SOW Attachment 9. These repairs and build-ups will be managed on a T&M basis.

2.9 Depot maintenance for AE 2100D3 Engines and Propellers

The Contractor shall remove the AE 2100D3 engines and propellers from the C-130J aircraft utilizing GFE at the HMF and safely preserve and store the engines and propellers in a place provided by the USCG. The Contractor shall perform AE2100D3 engine QEC inspections, routine maintenance, and perform 2100D3 QEC build ups including component replacements. The AE 2100D3 engines are operated under a Power by the Hour (PBH) contract and all parts for the engines come directly from Rolls Royce. The Contractor shall notify the COR if GFM is required from the list of components covered by the Engine PBH contract included in SOW Attachment 9. The Contractor shall re-install and perform required operational checks. Additionally, the Contractor shall perform propeller build up including major component replacements and propeller blade repairs for both PSI aircraft and operational fleet aircraft. These repairs and build-ups will be handled on a T&M basis as required.

2.10 Center Wing Box Inspection

In the event that CWB inspection services are required, the ALC will ascertain the Contractor’s capability to accept and perform additional work. The ALC will determine, based on an assessment of present and future capability, if the additional work represents a performance risk for work currently being performed. LRS Engineering will place the requirement for inspection on the CG-103, Aircraft Condition Report. Upon completion of the inspection during the PSI, required repairs will be funded on a T&M basis as a non-routine repair item as described in Section 2.3.2. Note: Based on the discrepancies resulting from the center wing box inspection, the ALC will make the determination as to the extent of further work required. The KO may issue a modification to authorize up to 60 extra days to the PSI completion schedule for correction of discrepancies found during the center wing box inspection. CWB replacement will not be performed under this SOW.

2.11 Rapid Modification Production Line

There is a compelling need to ensure configuration management of the C-130H and C-130J fleet in order to provide the operators aircraft that have the same capabilities, performance and cockpit architecture. The rapid modification production line enables the product line to rapidly upgrade the fleet with depot level TCTOs versus taking four to five years to wait for all aircraft to cycle through the PSI line. The Contractor shall provide system integration support for related aircraft, electronic components, subsystems and systems. The Contractor shall make recommendations for developing integration plans and strategies, develop/define interfaces, for implementing integration plans and strategies, and test the results of integration of new and/or existing systems for use by platforms and facilities. Support shall include actual integration of systems, subsystems and components and all supporting requirements associated with the new capability. In addition, the Contractor shall provide user documentation, maintenance documentation and logistics documentation reflective of this support. The rapid modification production line shall also support flight operations, ground operations, and mandated routine servicing of C-130H and C-130J prototype aircraft involved with prototype evolutions at the USCG’s HMF Hangar. Initial modifications (initial two (2) aircraft) will be managed on a T&M basis with the potential of subsequent modifications converted to a FFP. Modifications may be performed concurrently with a PSI and scope of the modification will be taken into consideration when determining whether or not the modification will impact the PSI schedule.

The Contractor shall provide modification support and capabilities for C-130H and C-130J aircraft, associated systems, and support equipment including search, detection, navigation and other related electronic components, subsystems and systems. Additionally, the Contractor shall provide requisite engineering, fabrication and installation of modification kits and generation of the applicable technical documentation in support of the modification process. Kit design, fabrication and integration shall be accomplished in accordance with the standards specified and with accepted commercial practices. The Contractor shall make every effort to use military standard common hardware. Kit peculiar items shall meet USCG screening requirements and contain complete documentation for future procurement. Kits approved for fabrication shall be delivered with complete installation drawings, schematics and procedures for their incorporation into equipment or systems. Any and all data generated under the resulting contract will become the property of the USCG at no additional cost.

2.12 Avionics Modernization

The USCG will require the installation of several avionics components over the next five (5) years onboard both the C-130H and C-130J aircraft. Some of these upgrades are directly related to the 2020 Communications, Navigation and Surveillance/Air Traffic Management (CNS/ATM) system requirements. The Contractor shall provide avionics modification support for C-130H and C-130J upon request for the USCG IAW a CG TCTO or OEM guidance. Initial modifications (initial two aircraft) will be managed on a T&M basis with the potential of subsequent modifications converted to a FFP.

3.0 PARTS SUPPORT

The Contractor is solely responsible for the acquisition of the components required for maintenance under this contract for C-130 aircraft with the exception of the components listed on the Government Furnished Material list (see SOW Attachment 4). They shall be ordered and purchased by the Contractor with concurrence from LRS Engineering. The Contractor will be provided access to AMMIS in order to view approved sources of supply and/or manufacturers for various components. The Contracting Officer will assist the Contractor with obtaining access to Defense Logistics Agency (DLA) ordering applications as a resource for procuring materials for use in performance of this contract.

When late delivery of a CFM component may adversely affect the aircraft production or delivery schedule, and where the capability exists, the Contractor shall request authority to repair/overhaul the component, or request assistance in obtaining the component from the Government. The Contractor shall notify the on-site COR for assistance in the event the Contractor is unable to secure materials or replacement parts. Notification may be accomplished electronically and must include an identification of the item(s) needed, applicable part numbers, required date of delivery, a description of efforts made to secure the item(s), and proposed lead-times from other sources. Any extension of the delivery date requires endorsement from the on-site COR and authorization from the Contracting Officer.

Upon completion of the contractual period, any remaining GFM and GFP assets (supplied but not used) shall be returned to the USCG in the same condition in which they were received. The Contractor shall return all GFM and GFP components back to USCG within 30 days of the end of the contractual period as instructed.

3.1 Parts Procurement

CFM costs shall be supported by documentation of a competitive pricing process. Any agreements with material suppliers must have documentation supporting price reasonableness for all direct materials purchased. The Contractor shall be reimbursed for actual cost of Contractor-furnished direct parts and materials, along with related shipping charges (excluding handling fees or royalties and less any rebates, refunds, or discounts received by the contractor that are identifiable to the contract). The USCG reserves the right to review any costs associated with this effort and may require documentation of a competitive pricing process to support any invoices submitted for direct material cost and may reject invoices deemed unreasonable. These procedures for reimbursement of direct material costs shall govern the process for the entire contractual period.

The LRS PL at the ALC will work with the Contractor’s supply department to ensure all ALC SICR processes are followed for acquiring CFM components. All support material (including personal protection equipment (PPE) and administrative supplies) shall be the responsibility of the Contractor at no additional cost to the Government.

All replacement part(s) used in the PSI must either be from an approved manufacturer, source of supply in AMMIS, or be approved by LRS Engineering in accordance with ALC policies. Only parts that have traceability to the approved manufacturer of those specific part(s) or alternate part(s) shall be used. Airworthiness Certificates (8130-3 or alternate) must be provided for all flight critical parts. Alternate parts must satisfy all form, fit, and function requirements of the original parts and conform to the approved configuration of the assembly. USCG HC-130 Engineering approval must be received prior to utilization of an alternate manufacturer or supplier not recognized as authorized in AMMIS. USCG Engineering shall respond within five days.

The Contractor shall cooperate in the event that an investigation is initiated as the result of product substitution, counterfeit parts, or remedial actions.

In the event a part for the aircraft cannot be obtained commercially through an approved USCG manufacturer or source of supply or provided by the USCG as GFM, the Contractor may be authorized to make the part locally. However; the Contractor shall utilize ALC Instructions, 13020.10A(series) Local Manufacture of Parts by ALC and 4200.3B(series) ALC Spare Parts Breakout/New Product Development. Additionally, the USCG reserves the right to manufacture parts via ALC’s Industrial Operations Division (IOD). All parts manufactured by the Contractor must be approved by LRS Engineering and subsequently enrolled into AMMIS, via the ALC SICR process and have applicable drawings created and part numbers assigned. Any and all data generated under the resulting contract will be the property of the USCG at no additional cost.

3.2 Storage, Stocking of inventory, Inventory Control, Issue, and Shipping of Supply Parts and Aeronautical Equipment The Contractor personnel provided shall support storage, stocking of inventory, inventory control, issuance, and shipping of supply parts and aeronautical equipment. Capabilities that shall be required include the following:

a. Planning and Scheduling

b. Parts Storage

c. Supply and Receiving

d. Tool Room

e. Ready Issue

f. 2 Bin (Consumables and Expendables)

g. Ground support services including, but not limited to, refueling and servicing of aircraft

The Contractor shall preserve, store, and maintain USCG Ready for Issue (RFI) and non RFI C-130 aircraft components IAW appropriate PSI specification documentation. All components removed from Government aircraft shall be stored at the HMF or stored with the aircraft if work is being performed at another location (depaint, paint, rework).

ALC does not currently have storage space available for all Contractor procured material. If additional storage is required, the Contractor shall be responsible for obtaining a secure storage facility large enough to properly and safely store all types of aircraft components for the duration of the contract. The Contractor shall ensure there is adequate climate controlled storage for avionics and other weather sensitive parts while also ensuring avionics are protected from electrostatic discharge hazards. Climate control is defined as completely enclosed from weather elements and capable of controlling temperature and humidity.

3.3 Disposition of Parts Determined “Beyond Economical Repair” (BER) The Contractor shall segregate parts considered BER from RFI items for each inducted aircraft. The Contractor shall also provide a physical or electronic list of BER parts on Form CG5598 (Flight Critical parts labeled) to the Contract Specialist no later than 30 days after DD250 signature date. The Contracting Officer will provide disposition instructions for BER parts to the Contractor via task order modification.

3.4 Obsolete Parts Processes

In the event certain parts or processes become obsolete, the Contractor shall notify the on-site COR in writing and submit (1) rationale and verification of any obsolete part or process and (2) a written estimate of the effort required to complete the work. Such estimates shall include nomenclature, part number, cost and quantity of replacement parts, and total labor hours. The Contracting Officer will make a written determination as to the disposition of the component.

3.5 Cannibalization of Parts

Cannibalization of parts from one aircraft to another is prohibited unless approved by the on-site COR prior to execution.

4.0 PUBLICATIONS ACCESS REQUIREMENTS

The Contractor must possess and maintain a registered Defense Logistics Service Center (DLSC) certification number, which is provided on the DD Form 2345. The applicable technical documents are listed in Attachment 5. It is the Contractor’s responsibility to ensure work shall be performed using the most current revisions to applicable manuals, instructions, and other references. The Contractor must have access to applicable U.S. Air Force maintenance, repair and overhaul manuals and performance/test/acceptance criteria and data to ensure the aircraft is maintained for eventual operation in accordance with the OEM specifications or applicable U.S. Government regulations. The USCG does not maintain nor can it provide technical documents or directives of another Government agency.

The Contractor shall apply for and maintain access to the Technical Manual Application System (TMAPS) managed by the Naval Air Technical Data & Engineering Service Command (NATEC) to ensure applicable updates and revisions are obtained and complied with. Additionally the Contractor shall have access to the USCG portal to obtain up-to-date ALC instructions and comply with all information contained in these documents. These manuals are to be utilized for the sole purpose of performing PSI functions.

The Government will provide instructions and access to systems required for performance of the contract on the condition that the Contractor meets all requirements specified in this SOW and the terms and conditions of the contract. If a Contractor is unfamiliar with the process for gaining access to the NATEC/TMAPS portal, they shall contact the on-site COR for procedures. Additionally, the Contractor shall apply for and maintain access to AMMIS, ALMIS and the USCG portal to appropriately track and record maintenance, obtain up to date ALC Instructions and comply with all information contained in these documents.

ALC instructions, Maintenance Procedure Cards (MPC), DMPCs, drawings, tech orders, etc. shall be checked for the most up to date version by the Contractor prior to use.

Access to the publication sources as required above must be maintained for the life of the contract.

5.0 CONTRACTOR PERSONNEL

The Contractor shall exercise management and operational control over, and retain full responsibility for performance requirements set forth in this SOW. The Government will not supervise or otherwise direct contract employees. The Government will inspect Contractor performance IAW the SOW and any other clauses included in the contract.

The USCG will only furnish desk space at the HMF for Contractor personnel specified under SOW 5.2 Key Personnel and SOW 5.3 Non Key Personnel.

The prime Contractor is responsible for all contract requirements subcontracted or delegated to other sources. The prime Contractor has the responsibility for ensuring that the subcontractor has procedures in place to implement the applicable requirements of the SOW. A prime Contractor is not relieved from liability for damage, loss, or destruction of aircraft while contract aircraft is in the possession or control of its subcontractors, except to the extent that the subcontract provides for relief from each liability.

All Contractor personnel must be a citizen or permanent resident of the United States and able to read, write, speak, and understand English.

With the exception of USCG provided training specifically referenced throughout the SOW, training of personnel and associated costs necessary for compliance with contract requirements are the Contractor’s responsibility and will not be reimbursed by the Government. Training for APU runs and testing, pressurization testing, and Maintenance Resource Management (MRM) will be provided by USCG.

The Contractor shall request approval from the Contracting Officer, in writing, prior to proposing an employee for performance under this contract who has previously been removed from any Government contract at the direction or request of the contracting agency. The request shall include an explanation for the previous removal(s), Contractor's plan to mitigate risk of future removal if approved, unique experience/qualifications of proposed employee, and demonstration of benefit to the Government of granting approval.

5.1 Basic Personnel Requirements

As a minimum, the Contractor must possess and maintain qualified personnel to perform the services specified by this SOW for the life of this contract. With the exception of the offsite personnel, the following basic personnel requirements apply to all labor categories in performance of this contract:

· Possess High School diploma or equivalent.

· Must be citizens or permanent residents of the United States.

· Capable of performing tasks that frequently require: lifting, reaching, bending, walking, pulling, sitting, standing, crouching, stooping, kneeling, and stretching for prolonged periods of time. Must be capable of performing tasks in cramped, awkward, and strained positions and/or climbing up and down ladders, work platforms, scaffolding, and aircraft structures. Must be capable of carrying items up to 40 pounds or, for heavier objects, must seek assistance of other workers or weight lifting devices. Must be capable of wearing cumbersome personal protective equipment for HAZMAT operations.

· Possess knowledge of basic computer skills sufficient to use Government computer system to access various technical references for airframe repairs and Government training requirements.

· Document maintenance as per Quality Assurance (QA) and established regulatory requirements.

· Comply with work order timekeeping system procedures.

· Maintain high state of cleanliness and utilize a clean-as-you-go process when executing maintenance duties. Perform weekly Foreign Object Damage (FOD) walk-downs.

· Maintain situational awareness, stay cognitive-focused, and mitigate risks.

· Comply with processes and procedures as per DHS/DOD documents and publications.

· Immediately report missing, lost, found, or unattended tools to the supervisor. Maintain and control tools IAW USCG tool control policy and instructions. Inventory and inspect tools on a regular basis to identify when to replace worn or broken tools and report the need for replacement tools to the supervisor.

· Clean work area as necessary, assuring all hazardous materials are properly stored; Handle hazardous materials, expired materials and wastes in accordance with applicable laws and regulatory requirements.

· Comply with safety rules and procedures and perform work in a manner that enhances the safety of the work area. Promptly report accidents, injuries, safety, violations, and/or unsafe practices or procedures to supervisor.

· Complete required training as stated by Federal regulations, State regulations, and requirements in accordance with the GFR DCMA INST 8210.1(series)/ COMDTINST M13020.3(series) for the job/processes performed; and have documentation on file for courses completed.

· Perform weekly break room and smoking area cleaning duties.

USCG shall provide training with respect to ALC environmental compliance requirements referenced below:

· USCG Base Elizabeth City owns and is responsible for the environmental permits required to operate onboard the facility. The USCG ALC is a tenant of Base Elizabeth City, therefore, all ALC operations are covered by the Base’s environmental compliance permits. Prior to performing industrial work, personnel must be trained in USCG ALC environmental policies and procedures. As a minimum, personnel shall be trained in the requirements of ALC Instructions 5224.20 (series) Waste and Recycling Management, 5224.21 (series) Hazardous Materials Management and 5224.22 (series) Spill Prevention and Emergency Response. Personnel shall follow all ALC Standard Operating Procedures that include environmental compliance requirements. Guidance posters and charts are located throughout the facility and should be followed, as applicable.

· 40 CFR 273.36 requires that ALL (industrial, office, etc.) employees be familiar with the facility’s Universal Waste (UW) (batteries and lamps) procedures and emergency response. For convenience, a training presentation for UW Management at USCG ALC is available on the ALC portal or from the ALC Environmental Management Representative.

· 40 CFR 112.7 requires that all employees that handle fuels be trained in the site-specific Spill Prevention, Control and Countermeasures (SPCCP) plan. Required training and site-specific training materials are provided by Base Elizabeth City. Facilities Response Plan (FRP) Training is also provided . In addition, CGTO PG-85-00-170 USCG Fuel Handling Procedures (Aircraft) section 11. B. addresses the training requirements for aviation fuel handlers.

5.2 Key Personnel

The Government has identified some positions for purposes of ensuring the Contractor can satisfy minimum experience, education, and/or credential requirements.

The Contractor shall provide personnel with the experience and capabilities to perform the requirements of this SOW and ALC required on-site support efforts. Key personnel shall meet the basic requirements of SOW 5.1 and the minimum requirements for each position specified below. The Government shall review resumes and approve personnel assigned to the key positions; and may choose to waive requirements if deemed in the best interest of the Government. Before replacing any individual designated as Key by the Government, the Contractor shall notify the Contracting Officer no less than fourteen (14) calendar days in advance, submit written justification for replacement, and provide the name and qualifications of any proposed substitute(s). All proposed substitutes shall possess qualifications equal to, or superior to, those of the Key person being replaced, unless otherwise approved by the Contracting Officer. The Contractor shall not replace Key Personnel without approval from the Contracting Officer.

Dependent on future Government funding restrictions, the Government reserves the right to not utilize these key personnel positions if deemed in the best interest of the Government.

The following Contractor personnel are designated as Key for this requirement:

C-130 PSI Quality Assurance Manager C-130 PSI Production Manager C-130 PSI Cell Supervisor C-130 PSI Structural Specialist C-130 PSI Aircraft Lead Mechanic C-130 Engine Shop Lead Sheet Metal Shop Lead Machine Shop Lead C-130 Electrical/Avionics Leader

5.2.1 C-130 PSI Quality Assurance Manager

The Contractor shall provide and maintain as required by the contract one qualified C-130 Quality Assurance Manager. The C-130 Quality Assurance Manager must meet all qualifications and demonstrate experience performing the following work:

· The Quality Assurance Manager must be a Federal Aviation Administration (FAA) Certified Inspector Authorization Mechanic, or a previously qualified Primary Quality Assurance Technician on C-130 aircraft or aircraft of similar type.

· Within the last ten years, the Quality Assurance Manager must have seven years of experience with fixed wing aircraft heavy maintenance and possess repair experience on aircraft of similar category and class of aircraft as the C-130.

· This individual will be responsible for conducting inspections of both completed and on-going depot-level aircraft maintenance and modifications to aircraft. They must ensure compliance with all applicable standards, specifications and quality requirements/standards. They must have expertise in inspection procedures and have experience working in MIL-Q-9858 and ISO-9110 environments.

· This individual shall have expertise in the inspection procedures and have experience working in environments where quality systems were implemented per International Standards Organization (ISO), American National Standards Institute (ANSI)/American Society for Quality (ASQ), or a comparable higher-level non-Governmental quality system.

· This individual shall be able to interpret technical drawings and schematics, be skilled in the use of precision measuring equipment, and knowledgeable in aviation and avionics terminology. Additionally, this person shall understand operation of fuel Lower Explosive Limit (LEL) monitors, borescopes, Zyglo NDI kits, weight/balance scales, micrometers and manometer, various gages and other related equipment.

· Knowledge of Lean and Six Sigma is preferred.

5.2.2 C-130 PSI Production Manager

The Contractor shall provide and maintain as required by the contract at least one qualified Production Manager. The C-130 Production Manager must meet all qualifications and demonstrate experience performing the following work:

· The Production Manager shall have five years of documented management experience for depot level maintenance for C-130 or similar aircraft type within the past ten years at a facility conducting depot maintenance on multiple aircraft at the same time.

· The Production Manager shall be responsible for the daily oversight and long range planning for all aspects of the requirements of this contract. Must demonstrate experience planning, coordinating, scheduling, directing, and controlling all technical support activities applicable to task execution.

· This individual will be responsible for ensuring adherence to the aircraft PSI schedule.

· Able to review and evaluate all work performed and ensure compliance with all management plans, policies and procedures.

· Provides recommendations for resolution of technical problems.

· Must foster teamwork, first time quality, and safety as the focused objectives to ensure project success.

· Extensive knowledge of USCG aeronautical engineering policy as outlined in Commandant Instruction Manual CIM 13020.1 (series) and Process Guide PG-85-00-110A is highly desirable.

5.2.3 C-130 PSI Cell Supervisors

The Contractor shall provide and maintain as required by the contract at least three qualified PSI Cell Supervisors. The C-130 PSI Cell Supervisors must meet all qualifications and demonstrate experience performing the following work:

· The Cell Supervisors shall have three years of documented management experience for depot level maintenance for C-130 or similar aircraft type within the past ten years at a facility conducting depot maintenance on multiple aircraft at the same time.

· One supervisor will be required per bay during standard work hours and the third cell supervisor will be used for UDLM or extended work hours.

· It is highly desired that these individuals have an extensive knowledge of USCG aeronautical engineering policy as outlined in Commandant Instruction Manual CIM 13020.1 (series) and Process Guide PG-85-00-110A.

5.2.4 C-130 PSI Structural Specialists

The Contractor shall provide and maintain as required by the contract at least two qualified Structural Specialists. The C-130 PSI Structural Specialists must meet all qualifications and demonstrate experience performing the following work:

· Each specialist shall have at least 5 years of designing repair schemes for structural issues outside of the C-130 structural repair manuals or similar and have documented experience with aircraft major overhaul maintenance and repair experience on C-130 series aircraft or similar aircraft.

· Specialists shall be able to read and interpret engineering and technical data. The Contractor shall initiate design for non-standard repairs with final approval resting with the Government.

5.2.5 C-130 PSI Aircraft Lead Mechanics (Aircraft Mechanic III) The Contractor shall provide and maintain as required by the contract at least one lead aircraft mechanic per C-130 aircraft in PSI or UDLM. In addition to general qualifications and tasks specified for Aircraft Mechanic I (SOW 5.3.8) and Aircraft Mechanic II (SOW 5.3.10), the Aircraft Lead Mechanic must meet all qualifications and demonstrate experience performing the following work:

· These individuals shall have a documented minimum of eight (8) years working as an aircraft mechanic with three years as an aircraft lead mechanic of a depot repair/overhaul team. Work typically requires a thoroughly comprehensive knowledge of aircraft mechanical component troubleshooting/repair procedures and replacement of components, a thorough knowledge of aircraft sheet metal/structural modification and repair and the ability to determine functionality of non-complex electrical systems.

· A detailed knowledge of aircraft unique tools such as test equipment, torque wrenches, dial indicators, micrometers, cable tensiometers, sheet metal brakes and sheers, etc. is required.

· These individuals shall have demonstrated expertise with corrosion control, aircraft systems and management of an aircraft in PSI or equivalent procedures.

· These individuals must possess the experience and ability to provide technical support to structural/mechanical engineers and customers alike.

· Must possess excellent organizational skills in prioritizing workload to meet aircraft delivery schedule.

· These individuals will be required to make entries in aircraft logs and records, and are responsible for providing guidance and technical expertise to lower level technicians throughout all aircraft modifications and/or maintenance efforts.

· It is highly desirable that these individuals have an extensive knowledge of USCG aeronautical engineering policy as outlined in Commandant Instruction Manual CIM 13020.1 (series) and Process Guide PG-85-00-110A.

5.2.6 C-130 Engine Shop Lead

The Contractor shall provide and maintain as required by the contract one Engine Shop Lead for execution of work described in Sections 2.8 and 2.9 of the SOW. The Engine Shop Lead must meet all qualifications and demonstrate experience performing the following work:

· This individual shall have a minimum of eight years total documented working as an engine mechanic on C-130 engines; at least three years on T-56 engines and at least three years of experience on the AE2100D3 engines.

· Must possess an in-depth knowledge of complex multi engine turbojets and be familiar with military technical manuals, technical orders, modification work orders, and engineering and technical data.

· Order and maintain items required to accomplish tasking.

· An FAA Power plant certification is desired.

· This individual shall have demonstrated expertise with all aspects of engine maintenance and overhaul.

· This individual shall have demonstrated leadership skills and it is highly desirable that this individual have extensive knowledge of USCG aeronautical engineering policy as outlined in Commandant Instruction Manual CIM 13020.1 (series) ) and Process Guide PG-85-00-110A.

5.2.7 Sheet Metal Shop Lead

The Contractor shall provide and maintain as required by the contract one metal shop lead for execution of work described in Section 2.6 of the SOW. The Sheet Metal Shop Lead must meet all qualifications and demonstrate experience performing the following work:

· Eight (8) years total documented experience in airframe repair.

· Fabricates, assembles, and installs prototype equipment used in research and development.

· Install prototype equipment on aircraft and make modifications to the existing airframe to accommodate installations.

· Coordinates with C-130 engineering personnel throughout the project, provides technical assistance to project engineers, Contractors and factory representatives and perform sheet metal repairs to a variety of aircraft.

· Must possess an in-depth knowledge of sheet metal materials and repair techniques and be familiar with tools and equipment associated with a sheet metal shop, such as protractors, calipers, pitch gauges, crimping tools/machines, forming machines, lathes, milling machines, saws and drilling presses.

· Read and interpret engineering and technical data and use a variety of precision measuring instruments, making necessary adjustments during machining operation to achieve requisite dimensions to very close tolerances.

· Demonstrated leadership skills.

· Order and maintain items required to accomplish tasking.

· It is highly desirable that this individual have extensive knowledge of USCG aeronautical engineering policy as outlined in Commandant Instruction Manual CIM 13020.1 (series) and Process Guide PG-85-00-110A.

5.2.8 Machine Shop Lead

The Contractor shall provide and maintain as required by the contract one machine shop lead for execution of work described in Section 2.7 of the SOW. The Machine Shop Lead must meet all qualifications and demonstrate experience performing the following work:

· Eight (8) years of documented experience in industrial machine tool operations to include three (3) years documented experience in aviation machine tool operations.

· Operate one or more types of machine tools (e.g., jig borer, grinding machine, engine lathe, milling machine) to machine metal for use in making or maintaining jigs, fixtures, cutting tools, gauges, or metal dies or molds used in shaping or forming metal or nonmetallic material (e.g., plastic, plaster, rubber, glass).

· Plan and perform difficult machining operations which require complicated setups or a high degree of accuracy, setting up machine tool or tools (e.g., installing cutting tools and adjusting guides, stops, working tables, and other controls) to handle the size of stock to be machined.

· Determine proper feeds, speeds,…