AG-024B-S-16-0002_Specification_Compliance_Checklist_FBO_11-18-2016.xlsx

XLSX spreadsheet 47 KB Posted Nov 18, 2016

Attached to: Airtanker Modernization - Aircraft Acquisition
Solicitation number: AG-024B-S-16-0002
Issued by: Department of Agriculture Forest Service Fire and Aviation Management National Interagency Fire Center

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Attachment 2 - Specification Compliance Checklist

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File	Type	Posted
Solicitation_AG-024B-S-16-0002_Amendment_002_06-09-2017.pdf	PDF	Jun 9, 2017
AG-024B-S-16-0002_Solicitation_Amendment_001_01-25-2017.pdf	PDF	Jan 25, 2017
AG-024B-S-16-0002_AT_Mod_RFP_QandA_R-1.pdf	PDF	Jan 25, 2017
AG-024B-S-16-0002_Amendment_001_01-25-2017.pdf	PDF	Jan 25, 2017
AG-024B-S-16-0002_Solicitation_FBO_11-18-2016.pdf	PDF	Nov 18, 2016
AG-024B-S-16-0002_Life_Cycle_Cost_Analysis_Input_Form_FBO_11-18-2016.xlsx	XLSX spreadsheet	Nov 18, 2016
AG-024B-S-16-0002_Equipment_Price_Spreadsheet_FBO_11-18-2016.xlsx	XLSX spreadsheet	Nov 18, 2016

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Compliance Checklist

Item	Reference in Solicitation Section	Description	Agency Comments	Meets Specification			Describe How it Exceeds Specification, Include	Contractor Comments	Location Found in Contractor
No.	(Locations TBD)			Yes	No	N/A	Value/Benefit to Government		Proposal
1	B-5	Include an OEM Structural Integrity Program
2	B-5(a)	Certified for Instrument Flight Rules (IFR) in accordance with 14 CFR
3	B-5(b)	FAA Type Certificated Transport Category airplane in accordance with 14 CFR Part 21
4	B-5(c)	Hold a FAA Standard Airworthiness Certificate issued under 14 CFR Part 21.183
5	B-5(d)	Hold a Type Certification based on FAA 14 CFR 25.571 Damage Tolerance and Fatigue Evaluation at Amendment 54 or higher (cert. Airtanker mission and all other missions)
6	B-5(e)	Certification Basis must include 14 CFR Part 26 at Amendment 6
7	B-6	Transport category airplane (certificated standard)
8	B-6	OEM Structural Integrity Program meeting the requirements of the Airtanker Mission
9	B-6(a)(1)	All weather operation, including day and night operations, and icing conditions IAW FAR 14 CFR 25.1419
10	B-6(a)(2)	Service Ceiling - 28,000 ft. minimum based on optimum aircraft performance
11	B-6(a)(3)	Maximum Gross Take-Off Weight - Not to exceed 170,000 lbs
12	B-6(a)(4)	Capable of operating from 5,000 foot unimproved landing strips
13	B-6(a)(5)	Airtanker Mission: Payload of at least 34,000 pounds plus 3 hours and 30 minutes (3.5 hours) of useable fuel per manufacturer's direction while considering fuel management
14	B-6(a)(6)	Multi-Mission Payload of at least 15,000lbs, with a non-stop range of 2100 nm at 28000 feet ISA
15	B-6(a)(7)	Minimum Cruise airspeed of 300 knots true airspeed at 20,000 MSL
16	B-6(a)(8)	Capable of being modified to accommodate an internal 3,000 U.S. gallons or greater gravity retardant tank system with retardant weighing 9.0 lbs. per gallon. (The aircraft shall have this dimensional and performance capability)
17	B-6(a)(9)	Minimum dimensional capacity to fit a minimum of 40 passenger seats. (The aircraft shall have this dimensional capability)
18	B-6(b)(1)	New manufactured airplane
19	B-6(b)(2)	Turbine multi-engine powered airplane
20	B-6(b)(3)	Meet 14 CFR Part 36 Stage IV noise standards
21	B-6(b)(4)	Class B cargo compartment as defined by 14 CFR Part 25.857
22	B-6(b)(5)	Minimum Crew - Two (2) (pilot and copilot)
23	B-6(b)(6)	Maximum Crew – Five (5), (including pilot/copilot)
24	B-6(b)(7)	Minimum, unobstructed cargo payload area of 480 inches long, 103 inches tall and 108 inches wide
25	B-6(b)(8)	Be capable of on-load and off-load of cargo payload at ground level through a hydraulically actuated cargo ramp and door with a cargo handling system that accommodates a standard HCU-6/E pallet.
26	B-6(b)(9)	Equipped with a door incorporating stairs allowing loading and unloading of passengers without GSE external stairs
27	B-6(b)(10)	Equipped for single point refueling capability
28	B-6(b)(11)	Equipped such that external GPU assistance is not required to start the engines, electrically power the aircraft , (and heat and cool the cabin optional)
29	B-6(b)(12)	An externally serviceable chemical toilet is preferred, but not required.
30	B-6(b)(13)	Equipped with all weights, measures, markings, and instruments in Imperial units and in the English language
31	B-6(b)(14)	Environmental Control System (ECS) for all areas that could be occupied by aircrew and passengers and all avionics areas
32	B-6(c)(1)(i)	The aircraft shall be certified as tolerant to Transmitting Portable Electronic Devices (T-PEDs) for all phases of flight in accordance with RTCA/DO-307 with documentation in the aircraft flight manual to show compliance
33	B-6(c)(1)(ii)	RADAR Altimeter
34	B-6(c)(1)(iii)	Cockpit Voice Recorder (CVR)
35	B-6(c)(1)(iv)	Flight Data Recorder (FDR)
36	B-6(c)(1)(v)	Multi-Function Display (MFD) with moving map
37	B-6(c)(1)(vi)	Autopilot system
38	B-6(c)(1)(vii)	Hobbs meter or similar recording devise, to record flight time, controlled by the weight-on-wheels switch
39	B-6(c)(2)(i)	VHF-AM Radios (COM 1 & COM 2)
40	B-6(c)(2)(ii)	Technisonic TDFM-9000 VHF-FM Radio
41	B-6(c)(3)(i)	Audio control and intercom Systems (ICS) for the pilot, copilot, two aft flight deck positions and two cabin positions
42	B-6(c)(3)(ii)	Drop cord for each aft flight deck position
43	B-6(c)(3)(iii)	Cabin PA system
44	B-6(c)(3)(iv)	Flight deck speaker
45	B-6(c)(4)(i)	VOR/Localizer/Glideslope systems
46	B-6(c)(4)(ii)	Three Light Marker Beacon system
47	B-6(c)(4)(iii)	TACAN or DME system
48	B-6(c)(4)(iv)	Pilot and Copilot Primary Flight Displays (PFD)
49	B-6(c)(4)(v)	Attitude Heading and Reference Systems capable of operating in Alaska
50	B-6(c)(4)(vi)	WAAS GPS/FMS certified for LPV approaches
51	B-6(c)(4)(vii)	Navigation systems capable of operation in Europe
52	B-6(c)(4)(viii)	Each Magnetic compass shall be calibrated and placarded in no more than 30 degree increments
53	B-6(c)(4)(ix)	TAWS A (with inhibit capability)
54	B-6(c)(4)(x)	Color Weather Radar
55	B-6(c)(5)(i)	Emergency Locator Transmitter (ELT)
56	B-6(c)(5)(ii)	Automated Flight Following system (AFF)
57	B-6(c)(5)(iii)	Mode S Diversity Transponder
58	B-6(c)(5)(iv)	1090ES ADS-B Out
59	B-6(c)(5)(v)	Altimeter/Air Data systems with Automatic Pressure Altitude Reporting
60	B-6(c)(5)(vi)	Traffic Collision Avoidance System (TCAS II v7.1)
61	B-6(d)(1)(i)	RADAR altimeter shall be approved, operate from zero to a minimum of 2000 feet AGL and provide the operator an adjustable cursor which enables an altitude low (decision height) annunciation. The altitude low annunciation shall be clearly identified, and in the PIC’s primary field of view.
62	B-6(d)(1)(ii)	Cockpit Voice Recorder (CVR) installed shall meet the requirements of 14 CFR 121.359 (a) through (h) and 14 CFR 25.1457 with the Pilot Inspector position recorded on channel four (if unused).
63	B-6(d)(1)(iii)	Flight Data Recorder (FDR) shall meet all applicable regulations for transport category aircraft. FDR installed shall meet the requirements of 14 CFR 121.343.
64	B-6(d)(1)(iv)	Multi-Function Displays (MFD) shall be installed within view of the PIC and SIC and display GPS navigation information on a color moving map. TCAS, TAWS and Weather Radar information shall be displayed on the MFD.
65	B-6(d)(1)(v)	Autopilot shall be a three axis autopilot with PIC and SIC Flight Directors. The autopilot shall include at least heading, navigation, approach, altitude hold, vertical speed hold and altitude select/capture modes. The system shall be approved for precision approaches while coupled to the navigation systems.
66	B-6(d)(2)(i)	Communication transmitters shall have a minimum of 5 Watts carrier output power and shall not open squelch on, or interfere with, other AM or FM transceivers on the aircraft monitoring different frequencies.
67	B-6(d)(2)(ii)	Transmit interlock functions shall not be used with communication transceivers.
68	B-6(d)(2)(iii)	VHF-AM Radios: VHF-AM radios shall be TSO approved aeronautical transceivers, permanently installed, and operates in the frequency band of 118.000 to 136.975 MHz in no greater than 8.33 KHz increments.
69	B-6(d)(2)(iv)	VHF-FM Radio: The FM Radio shall be a Technisonic TDFM-9000 configured to Technisonic Project Number P 90149 with four VHF-FM modules capable of simultaneous operation. Each module (FM 1 through FM 4) must have dedicated transmitter and receiver switching on the audio controllers.
70	B-6(d)(3)(i)	Intercom systems (ICS): ICS shall integrate with the aircraft audio control systems and mix with selected receiver audio. An independent ICS volume control, keyed operation, and a “hot mic” capability shall be provided for each required position. Hot mic may be voice activated (VOX) or controlled via an activation switch. Secondary ICS channel for cabin is not a requirement, but desired.
71	B-6(d)(3)(ii)(A)	Each flight deck system shall have the capability to simultaneously select and utilize a different transmitter. Sidetone shall be provided for the user as well as for cross monitoring by all installed systems. Receiver audio shall be automatically selected when the corresponding transmitter is selected. Receiver audio shall be provided to each position which requires ICS. Aft audio control systems are not required to provide NAV audio.
72	B-6(d)(3)(ii)(B)	Audio controls shall be labeled as COM-1, FM-1, FM-2, etc as appropriate. Audio shall be free of distortion, noise, or crosstalk. Flight deck speakers shall be sufficiently amplified for use in flight.
73	B-6(d)(3)(ii)(C)	Crew positions shall have radio and ICS Push-To-Talk (PTT) switches on their respective flight controls.
74	B-6(d)(3)(ii)(D)	Drop cords must use MS3112E10-6S type 6-pin connectors installed adjacent to the required passenger headset jacks and wired for compatibility with an appropriate drop cord (Alpine Aerotech AAL280 series or equivalent).
75	B-6(d)(3)(iii)(A)	Coil cord with sufficient length to provide unrestricted movement according to mission requirements (Minimum 3 feet retracted)
76	B-6(d)(3)(iii)(B)	6-Pin MS3476L10-6P type connector on the coil cord
77	B-6(d)(3)(iii)(C)	Headset jacks at the housing matching the aircraft headset jacks
78	B-6(d)(3)(iii)(D)	Large clip
79	B-6(d)(3)(iii)(E)	Volume control
80	B-6(d)(3)(iii)(F)	ICS switch with momentary and lock positions
81	B-6(d)(3)(iv)(A)	Aft Flight deck Audio Control systems: The audio controller shall be installed in a location that provides the operator unobstructed access to the controls while seated.
82	B-6(d)(4)(i)	Navigation systems: All navigation systems and flight instruments must be FAA approved and meet the requirements for IFR operation in North America, Europe and Australia.
83	B-6(d)(4)(ii)(A)	Each GPS shall be WAAS certified, permanently installed where the PIC the SIC, and any flight deck observer can clearly view the display, use an approved external aircraft antenna, and be powered by the aircraft electrical system.
84	B-6(d)(4)(ii)(B)	The GPS must utilize the WGS-84 datum, reference coordinates in the DM (degrees/minutes/decimal minutes) format and have the ability to manually enter waypoints in flight.
85	B-6(d)(4)(ii)(C)	The GPS must meet the performance requirements of TSO C145a/C146a.
86	B-6(d)(5)(i)(A)	The Emergency Locator Transmitter shall be automatic-fixed, installed in a conspicuous or marked location, and meet the requirements detailed in 14 CFR 91.207 (excluding section f).
87	B-6(d)(5)(i)(B)	A TSO C126 or newer ELT is required.
88	B-6(d)(5)(ii)(A)	Automated Flight Following (AFF) systems shall be compatible with the Government’s tracking program (AFF.gov), utilize satellite communications, and use aircraft power via a dedicated circuit breaker.
89	B-6(d)(5)(ii)(B)	AFF shall be functional in all phases of flight and throughout North America.
90	B-6(d)(5)(ii)(C)	The system must be compatible with the Latitude IONode ATU system such as the Latitude Skynode S100.
91	B-6(d)(5)(ii)(D)	The reporting interval shall be every two minutes while in flight.
92	B-6(d)(5)(ii)(E)	Incorporates the Specific Section Supplement available at https://www.aff.gov/contractspecs.asp as if it was presented as full text herein.
93	B-6(d)(5)(iii)(A)	Transponders shall be certified to TSO C-112 and must be Mode S Diversity systems with antennas on top and bottom of the aircraft.
94	B-6(d)(5)(iii)(B)	Transponder systems shall be tested and inspected as specified by 14 CFR 91.413
95	B-6(d)(5)(iv)(A)	Altimeter, static pressure, and automatic pressure altitude reporting systems shall be installed in accordance with the IFR requirements of 14 CFR Part 91.
96	B-6(d)(5)(iv)(B)	These systems shall be tested and inspected as specified by 14 CFR 91.411.
97	B-6(d)(5)(v)(A)	TCAS systems shall be TSO approved to TCAS II Version 7.1 or newer.
98	B-6(d)(5)(v)(B)	The display shall allow range selection of 2 miles or less.
99	B-6(d)(5)(v)(C)	The system must be selectable for display on the MFD.
100	B-6(e)	Contractor shall apply “Forest Service,” the Forest Service Shield, the assigned FAA registration number (N number) and the assigned Tanker number per the approved paint scheme.
101	B-6(e)(1)(i)(A)	Aircraft shall be primed with appropriate primer to accommodate polyurethane paint as recommended by the paint manufacturer and shall be painted in accordance with the applicable portions of the aircraft’s Structural Repair Manual or other technical documentation addressing refinishing.
102	B-6(e)(1)(ii)(A)	Paint shall be high quality polyurethane such as those listed below. Paint is identified by Name Brand and color. However, offeror’s are authorized to propose alternate equivalent paint provided the color and quality is very similar to the colors and brands below:

(1) Sherwin-Williams, Jet-Glo Polyurethane.

(2) Base: White 7067 - Jet-Glo CM0570726

(3) Light Gray: Gray 707 - Jet-Glo 01529

(4) Orange: Bright Poppy - Jet-Glo 00304

(5) Black: Black: Semi- Gloss Black - Jet-Glo 07491

103	B-6(e)(1)(iii)(A)	The airtanker identification number shall be painted on a vertical surface. The number shall be a minimum of two feet high, seventeen inches wide and with a 5 inch brush stroke. The number shall not interfere with the aircraft's registration "N" number.
104	B-6(e)(1)(iii)(B)	The aircraft shall be painted with high visibility paint, which contrasts with the primary paint color scheme. High visibility paint shall be applied to the minimum areas as outlined below:

(1) Nine square feet from the outboard tips inboard on the upper and lower surface of the wings.

(2) Six square feet from the outboard tips inboard on the upper and lower horizontal stabilizer surface.

(3) Six square feet from upper portion downward on both sides of the vertical surface of the rudder assembly or aircraft structure immediately adjacent to the tail assembly.

(4) Contrasting paint(s) shall be applied to the camber side of the propeller blade tips. At a minimum, the area from the tip to approximately six inches inboard on each blade shall be contrasting.

105	B-6(e)(1)(iii)(C)	All liquid filler openings shall be marked near each opening with the identity of the fluid, the octane rating or grade, if applicable, and the amount in U.S. quarts or gallons.
106	B-6(e)(1)(iii)(D)	The following list of weights shall be painted on the outside of the aircraft in a location readily visible to the loading crews:

(1) Maximum Gross Weight

(2) Contracted Retardant Weight

(3) Maximum Landing Weight Empty Weight

(4) Normal Operating Weight

107	B-6(e)(1)(iii)(E)	Each loading level of the retardant tank shall be marked with the number of gallons capacity and the weight of retardant at that level based on 9.0 pounds per gallon.
108	B-6(e)(1)(iii)(F)	Level marks shall be painted on the retardant tank or aircraft indicating the level of the aircraft at the time of Weights and Measures Certification for quantity levels.
109	B-6(e)(1)(iv)(A)	All painting shall be accomplished in accordance with the paint manufacturer's recommendations or instructions and the approved paint scheme.
110	B-6(e)(1)(iv)(B)	Where colors intersect or join, each color shall be cut carefully to form a neat straight line without ridges or tape lines.
111	B-6(f)(1)	Option - Heads Up Display (pilot and copilot)
112	B-7(b)(1)	The installation of additional equipment and/or modification of the aircraft to meet the specifications of this contract shall be completed in accordance with 14 CFR requirements and manufacturer's recommendations or engineering data and be FAA approved by the TCDS or STC.
113	B-7(c)(1)	Each airplane will be delivered with a complete set of all required operations, maintenance and service instructions, along with a complete set of service bulletins.
114	B-7(d)(1)	The delivered aircraft shall comply with all current Airworthiness Directives.
115	B-7(d)(2)	At the start of Government acceptance inspections and at delivery of each aircraft procured under this effort, the Government shall be provided a list or lists identifying the airplane’s compliance with applicable Airworthiness Directives and the airplane’s compliance with all Service Bulletins (SB).
116	B-7(d)(3)	Draft SBs shall be provided to the Government for approval 60 days prior to scheduled acceptance to address those SBs that are applicable to the aircraft but will not be accomplished at the time of delivery.
117	B-7(e)(1)	The aircraft shall have a FAA approved Master Minimum Equipment List (MMEL).
118	B-7(f)(1)	The aircraft shall be weighed in accordance with OEM standard practices.
119	B-7(f)(2)	Records that reflect the modified configuration shall be delivered with the aircraft.
120	B-7(g)(1)	An established AVSIP shall predict and prevent catastrophic failure of primary structure due to fatigue and shall be delivered with the aircraft.
121	B-7(g)(1)(i)	A comprehensive OEM developed AVSIP will be delivered with the aircraft. As a minimum, the aircraft shall have been FAA Type Certificated in the Standard Category under 14 CFR Part 25 at Amendment level 25-54 or later or has met the requirements of Amendment 25-54 for the basic aircraft.
122	B-7(g)(1)(ii)	The aircraft shall have incorporated and complied with all requirements of the currently approved MSG-3 formulated maintenance and inspection program as a baseline for the aircraft.
123	B-7(g)(1)(iii)	The aircraft’s program must include or have incorporated all recommended and/or required manufacturer programs such as Structural Inspection Documents (SID), Supplemental Structural Inspection Documents (SSID), Corrosion Prevention and Control Programs (CPCP), Electrical Wiring Interconnection Systems (EWIS) and Fuel Tank System Inspection Program, as applicable.
124	B-7(g)(1)(iv)	The CPCP will incorporate specific inspections and maintenance required by the use of long term fire retardant based on http://www.fs.fed.us/rm/fire/wfcs/lt-ret.htm
125	B-7(g)(1)(v)	A Low Utilization Maintenance Program (LUMP) shall be delivered with the aircraft if the basic AVSIP program requirements are different than the program developed for the airtanker mission. The planned peak aircraft utilization will be 250 flight hours/cycles (add this) – to be flown in the airtanker mission profile during the fire season from May through September.
126	B-7(g)(1)(vi)	The aircraft shall have an FAA approved OEM maintenance and inspection program developed for use as an Airtanker using a 34,000 lbs. payload over 20 year service life flying 250 hours/cycles (add this) of airtanker operations annually, using FAA report DOT/FAA/AR-11/7, Usage and Maneuver Loads Monitoring of Heavy Air Tankers, March 2011 as the operational loads spectra.
127	B-7(g)(1)(vii)	Documentation of a FAA approved `complete Airtanker usage evaluation of the aircraft for Damage Tolerance and Fatigue to 14 CFR Part 26 at Amendment 26-6, or higher and 25.571 at Amendment 25-54 or later. The evaluation shall identify the loads, internal and external, to which the fatigue critical structure or principal structural elements (PSE’s) will be subjected to in the firefighting role and determine the impact of those loads.
128	B-7(g)(1)(viii)	The aircraft shall have FAA approved Instructions for Continued Airworthiness (ICAs) that meet 14 CFR 25.1529 at Amendment 25-54 or later for the airtanker mission formulated from the 14 CFR Part 26 and 25.571 evaluations and the aircraft shall be in full compliance with all inspections, inspection compliance intervals and structural component life limits derived from those evaluations.
129	B-7(g)(1)(ix)	Airworthiness Limitations based on the evaluations resulting from the above will be formally incorporated into the aircraft’s Airworthiness Limitations Section (ALS) of the ICA.
130	B-7(g)(1)(x)	The aircraft shall be in compliance with the Airtanker Validation Structural Integrity Program when delivered. Each mandatory component retirement, replacement or overhaul time shall be incorporated into the airtanker usage evaluation and the OEM Airworthiness Limitations Section. A comprehensive listing of Airtanker Mission inspection interval and mandatory component retirement revisions shall be provided with the proposal.
131	B-7(g)(1)(xi)	The evaluations above must include substantiation to 14 CFR Part 26 at Amendment 26-6, or higher and 25.571 at Amendment 25-54 or later for all structural repairs made to the aircraft since manufacture if any have been dispositioned prior to delivery.
132	B-7(g)(1)(xii)	The aircraft shall have documented support by the manufacturer for maintenance and engineering of the aircraft while performing the airtanker mission.
133	B-7(h)(1)	Aircraft shall be instrumented with a government reviewed and approved, functioning OLM system capable of characterizing the airtanker missions performed by these aircraft. The OLM system must provide required and specified parameters and sample rates for Initial Usage Evaluation (Table 1) or Continuous Monitoring (Table 2). The first aircraft shall have a system that meets Table 1, Initial Airtanker Evaluation; the remaining aircraft shall have a system that meets Table 2, Continuous Use requirements. Nz accelerations shall be recorded as close to the aircraft Center of Gravity as practicable or correction algorithms shall be validated and applied. Systems shall have functional and calibration flights recorded prior to delivery.
134	B-7(h)(2)	Table 1 (Section B-7 of solicitation) shows Initial Usage Evaluation OLM System. These are minimum system requirements for the first aircraft. The instrumentation and equipment utilized must include all mechanical components required to measure the flight parameters as well as strain gauges at selected locations on the airframe. The system shall have detailed installation instructions, drawings and ICAs. The ICAs will also include an installation validation plan for system and scheduled calibration check due annually.
135	B-7(h)(3)	The Table 1 requirement of strain gauge/accelerometer channels may be waived if aircraft OEM can provide health usage monitoring meeting Government requirements listed below.
136	B-7(h)(4)	Table 2 (Section B-7 of solicitation) Continuous Monitoring OLM. The OLM system and instrumentation requirements for the remaining aircraft shall be less comprehensive. These are minimum system requirements for all other aircraft for continuous monitoring while in airtanker service. The instrumentation and equipment utilized must include all mechanical components required to measure the flight parameters listed. The system shall have detailed installation instructions, drawings and ICAs. The ICAs will also include an installation validation plan for system and scheduled calibration check due annually.
137	B-7(h)(5)(i)	Data Acquisition Requirements: The OLM system utilized for the data acquisition must be capable of recording all of the flight parameters as well as the strain gauges, when applicable. Recorders shall be capable of recording flight data for a minimum of 25 flight hours on the removable data capture media without being overwritten. Recorded data shall be compatible with Forest Service Operational Loads Data Library software solution as defined below.
138	B-7(h)(5)(ii)(A)	Identify the OLM system installation, calibration process, and frequency of recalibration.
139	B-7(h)(5)(ii)(B)	OLM system shall be properly installed using OEM recommended installation procedures.
140	B-7(h)(5)(ii)(C)	Identify the location of the recording device of the OLM system. The system does not need to be crash survivable; but consideration should be made for the most crash survivable location within the aircraft with regard to fire and damage from a crash for the recording unit.
141	B-7(h)(5)(ii)(D)	Contain procedures to assure the OLM system is fully functional for each flight, including all measured parameters.
142	B-7(h)(5)(ii)(E)	Identify the input sensor locations of the parameters listed. Parameters identified as being required for developing revised ICA’s shall be so identified and be given greater description as to their use.
143	B-7(h)(5)(ii)(F)	Provide an explanation of the analysis of the data obtained from the aircraft OLM system.
144	B-7(h)(5)(ii)(G)	Contain procedures for the integration of the analyzed aircraft operational load data into the AVSIP.
145	B-7(h)(5)(ii)(H)	Define and provide a detailed explanation of the exceedance for each of the recorded parameters.
146	B-7(h)(5)(ii)(I)	Thoroughly explain the definition of a structural exceedance. Structural exceedances may be single or multiple parameter exceedances.
147	B-7(h)(5)(ii)(J)	Contain procedures to follow (i.e. inspect, repair, or other maintenance action) when a structural exceedance occurs.
148	B-7(h)(5)(ii)(K)	Contain procedures for retrieval of the aircraft OLM data, analysis of the data, process for defining/deciding on a maintenance action, and implementation of the maintenance action.
149	B-7(h)(5)(ii)(L)	The recorded OLM data shall be in a “.cdf” file format. All values in data files shall be in engineering units. The data files shall include column header descriptions (including engineering units for the values in each column). Acceleration data shall be described as either incremental or total. There shall be only one flight per recorded file. The file shall be formatted as the example provided in D-3 Exhibit-3.
150	B-8(a)(1)(i)	Provide miscellaneous engineering activities in support of the Government’s Multi-Mission Aircraft (as modified) including the airtanker, passenger transport, and cargo transport missions.
151	B-8(a)(1)(ii)	Provide responses and reviews to Government inquiries for technical information.
152	B-8(a)(1)(iii)(A)	The Contractor shall provide engineering support to address USFS required repairs, modifications or nonconforming items associated with all aircraft operations. The USFS requires the OEM’s support from original design data to support structural and/or system modifications to the aircraft, to ensure continued airworthiness requirements relative to the USFS missions that are established and periodically reviewed.
153	B-8(a)(1)(iii)(B)	The Contractor shall provide analysis to the Government provided operational loads monitoring data to update the aircraft’s continued airworthiness programs.
154	B-8(a)(1)(iii)(C)	The Contractor shall provide engineering and manufacturing data to address modifications or nonconforming items associated with the as modified aircraft. The USFS requires the Manufacturer’s support from original design data to support structural and/or system modifications to the aircraft, to ensure continued airworthiness requirements relative to the operations performed by the aircraft.
155	B-8(a)(1)(iii)(D)	The Contractor shall provide safety inquires support when requested for safety investigation board findings and recommendations; support to accident/incident investigations, mishap assessments input; accident avoidance recommendations; aircraft work around options/recommendations.
156	B-8(a)(1)(iii)(E)	The Contractor shall provide support for operators’ conferences and systems engineering process improvements, and warranty action investigations prior to acceptance of responsibility under warranty.
157	B-8(a)(2)(i)	The Contractor shall provide OEM maintenance programs. Maintenance programs shall include updates and technical support for the maintenance program when ordered. The Government may order tailored maintenance programs to address low utilization and mission specific operations.
158	B-8(a)(2)(ii)	The Contractor shall provide field support to support maintenance, modifications, or other instances as ordered by the Government. This support may be on site or via electronic means.
159	B-8(a)(3)	Five-year subscription to all technical publications required to inspect, repair, maintain and operate the aircraft shall be provided with the delivery of each airplane. A second subscription shall be provided with the first, fourth and seventh aircraft delivery. This includes, but not limited to, Maintenance Manuals, Illustrated Parts Breakdowns, Structural Repair Manuals Service Bulletins, Service Information Letters, Aircraft Specific Wiring Manual (to include updated wiring diagrams for modification and optional equipment), ICAs and Pilot Operating Handbooks.
160	B-8(a)(3)(i)	Maintenance manuals shall include updates and technical support for the maintenance manuals.
161	B-8(a)(3)(ii)	Illustrated Parts Breakdown manuals shall include updates and technical support for the parts manuals.
162	B-8(a)(3)(iii)	Service Information and Updates shall be provided and include support and updates of aircraft service information. Examples:

(A) Maintenance Documents

(B) Parts support

(D) Online and e-mail notices of new service bulletins

(E) Airplane Tooling Services (Maintenance Tooling)

(F) Data and Services Catalog

(G) Fleet Reliability Statistics (Fleet In-service Reports)

163	B-8(b)	To assure the success of the procurement, an established third party certified AS 9100 quality management system shall be maintained. The Government shall have access to the records and data collected to demonstrate the suitability and effectiveness of the quality management system. The Government reserves the right to request corrective action if the quality system fails to meet objectives. The Government or its designated representative shall be allowed to periodically review the quality program
164	B-8(c)	At the request of the CO, Logistics Support Services (LSS) shall be provided for investigation(s), minor aircraft repairs and response in writing provided to Government inquiries that include but are not limited to the following: (1) Shortages, (2) Cumulative Demands, (3) Cannot Duplicate Actions, (4) Repair Actions, (5) Part Number Changes, (6) Chief Financial Officer Reports, (7) Disposals, (8) Inventory Adjustment Records, (9) Technical Publication changes, and (10) Other Logistical Actions as requested.
165	B-8(d)	The contractor shall provide a quantity of initial peculiar and mission specific aircraft spares (reparable, consumable and bench stock items) for one (1) year to support each new delivered aircraft’s operational needs.
166	B-8(e)	The contractor shall assist the Government by providing and updating initial peculiar and mission specific spare parts/items and support equipment to be used in Spares Packages (SP). Determine the initial and replenishment range and depth requirements for the aircraft peculiar and mission specific spares that are outside the one year’s operation identified above. Provide recommended peculiar and mission specific spare parts/items and support equipment list for the required for support of the aircraft.
167	B-9(a)	The Contractor shall develop and conduct initial training for maintenance and aircrew personnel in support of user operations as required. The Contractor shall perform training as ordered IAW the schedule of items. Training schedules shall be mutually agreed to by the Government and Contractor. Each class offering shall be for up to five (5) students unless otherwise requested. The Contractor shall provide a Trainee and Training Completion Report upon the completion of each training course taught by the Contractor.
168	B-9(b)	The Contractor shall provide each student with one copy of the applicable training materials. All materials shall be tailored to the Government aircraft configuration. Materials shall include training syllabi, curriculum outlines, instructor guides, training manual/student study guide, and media packages.
169	B-9(b)(1)(i)	Initial Pilot and Loadmaster Training shall consist of a ground school class at the Contractor’s facility and five (5) four-hour flights per crew taught at a mutually agreed upon location and mutually agreed upon aircraft.
170	B-9(b)(2)(i)	The Contractor shall develop, as necessary, and conduct, as required, initial cadre organizational-level maintenance courses for mechanics and technicians. Each of the courses shall include integrated classroom and Hands-On Training at a mutually agreed on location. The following courses are a general outline of what shall be available:

(A) Airframes Maintenance

(B) Avionics Maintenance

(D) Aircraft Communication and Navigation Systems

(E) Aerospace Aircraft Maintenance

(F) Aerospace Propulsion Systems

(G) Fuel Systems

(H) Aircraft Hydraulic Systems

(I) Airlift Electrical and Environmental

171	B-9(b)(3)(i)	The Contractor shall develop as necessary and conduct, as required, EMDTS training for Government maintenance personnel if such a system is offered. Training will include the procedures for all aspects of the day-to-day utilization of the System.
D-2 Exhibit 1 - Option Retardant Delivery System (RDS)
172	D-2 EX-1	Contractor shall provide a Retardant Delivery System (RDS) certificated on each aircraft FAA Type Certificate Data Sheet (TCDS) or certificated by Supplemental Type Certificate (STC).
173	D-2 EX-1(b)(1)	RDS shall be designed and integrated into the aircraft in order to receive an FAA Type Certificate Data Sheet (TCDS) or(updated) Supplemental Type Certificate, be a new manufactured, modular design with a minimum dispensable payload capacity of 3,000 U.S. gallons, and shall not limit aircraft operations or performance (does not include cabin pressurization when tank is loaded). The design shall minimize retardant discharge re-entering the aircraft environment and not require the use of existing aircraft external doors and windows, which shall remain closed during retardant discharge.
174	D-2 EX-1(b)(2)	Hardware shall conform to an accepted Government or industry standard such as Army/Navy (AN), NAS and “Military Spec (MS) parts to the maximum extent possible. When non-standard parts and/or materials not conforming to the AN, NAS, or MILSPEC standards are required, parts and/or materials shall be selected which will not compromise design integrity and that are acceptable for aircraft use. When non-standard parts and/or materials not conforming to the AN, NAS, or MILSPEC standards are required for use, those parts shall be identified on the applicable assembly drawing parts and/or materials lists and shall not be proprietary.
175	D-2 EX-1(b)(3)	The RDS materials and design shall maximize corrosion resistance to water and chemicals commonly found in aerial firefighting liquids. Information regarding chemicals commonly found in aerial firefighting liquids at http://www.fs.fed.us/rm/fire/wfcs/lt-ret.htm.
176	D-2 EX-1(b)(4)	All RDS wiring shall be designed in accordance with Society of Automotive Engineers (SAE) AS50881 standards. All electrical power requirements will be from existing aircraft busses with all circuit breakers collocated.
177	D-2 EX-1(b)(5)	All RDS flight deck indicators and controls shall be Night Vision Goggles (NVG) class B type 1 and 2 systems compatible
178	D-2 EX-1(c)(1)	(1) The RDS shall comply with the aircraft Original Equipment Manufacturer (OEM) approved normal weight limitations and center of gravity (CG) configuration. RDS installation shall not interfere with aircraft environmental systems. Any modifications should cause negligible change in flight characteristics, published aircraft limitations, or airspeed envelopes (i.e. stall speed, gear speed, etc.).
179	D-2 EX-1(c)(2)	The RDS tank shall be designed as a single volume tank baffled to control surge/sloshing sufficient to ensure retardant movement does not change flight characteristics or CG. The tank’s center of mass shall be positioned over the release doors in static condition. Internal tank volume shall include ullage over the maximum retardant capacity to ensure at least six inches of air gap between full retardant level and top of tank structure. The RDS must incorporate a tank overflow/overpressurization prevention and monitoring system with a display visible to the pilot and copilot on the flight deck.
180	D-2 EX-1(c)(3)	No portion of the tank, except for the bottom and top, will have horizontal surfaces. The retardant tank interior shall not include structures such as shelves or lateral segments that impede the free flow of any amount of retardant out of the doors at any time during a release.
181	D-2 EX-1(d)(1)	Group A design components shall consist of permanently installed components.
182	D-2 EX-1(d)(2)	Group B design components shall consist of all components that must be removed to return the aircraft to full cargo multi-mission capability.
183	D-2 EX-1(d)(3)	The RDS design shall allow removal and reinstallation of Group B components through an existing aircraft cargo ramp to the ground and may use a cargo winch system. Other than a winch, removal and reinstallation of Group B components shall not require any mechanized heavy lifting device. (if required to be removed for multi-mission use).
184	D-2 EX-1(d)(4)	The removal/or installation of Group B components shall not take more than 24 total man-hours and no more than 6 hours of elapsed time from start to fully mission capable
185	D-2 EX-1(d)(5)	When Group B components are removed from the aircraft, the reinstalled floor shall have the original strength, functionality, and cargo area dimensions
186	D-2 EX-1(d)(6)	The tank mass shall be minimized to achieve a safety factor in the range of 1.5-1.6 for following cases: 9.0 G’s forward, 1.5 G’s aft, 1.5 G’s lateral, 4.5 G’s down, and 2.0 G’s up.
187	D-2 EX-1(d)(7)	The RDS, modified aircraft structure, and unmodified aircraft structure with altered loading due to RDS modification and installation shall have a damage tolerant life of at least 20,000 flight hours and a durability life of 40,000 flight hours.
188	D-2 EX-1(d)(8)	The RDS requirements do not apply to areas of the aircraft that are unmodified/unaffected by the RDS modification but are affected when the aircraft is utilized to perform the RDS missions. It is understood that existing areas of the aircraft such as the wing cannot meet these life requirements when performing RDS missions
189	D-2 EX-1(e)(2)	The RDS door shall incorporate requirements defined in Section VII A.5.d and e of the Interagency Airtanker Board (IAB) Procedures 2013
190	D-2 EX-1(e)(3)	The RDS door shall modulate flow rate
191	D-2 EX-1(e)(4)	The RDS doors, in the open and closed positions, shall not induce sonic fatigue and/or flutter of any of the RDS structure, modified aircraft structure, or unmodified aircraft structure within the normal operating envelope of the aircraft.
192	D-2 EX-1(e)(5)	RDS door geometry shall minimize the aspect ratio (opening max width compared to opening length), such that the retardant presents a narrow cross-section to the air stream.
193	D-2 EX-1(e)(6)	Group A components and closed doors shall not strike the ground during landing with full landing gear strut compression and flat tire(s).
194	D-2 EX-1(f)(1)	The RDS drop controller shall meet the requirements defined in Section VII A.5 of the IAB Procedures 2013. As an interface device, the RDS is expected to adhere to industry design and performance standards in addition to the specific performance factors listed below.
195	D-2 EX-1(f)(2)	The drop controller shall provide integration and functionality with RDS and interfaces at a performance and compatibility standard commensurate with commercially available Programmable Logic Controller solutions that have proven success in the retardant delivery mission, such as the Moog M3000 family of industrial motion controllers and provide commonality with existing aircraft retardant delivery systems.
196	D-2 EX-1(f)(3)	The RDS drop controller actuation shall be by means of momentary drop switches located on both pilot’s and copilot’s control yokes. The drop switches shall be guarded against inadvertent activation.
197	D-2 EX-1(f)(4)	The RDS controller shall utilize a color Multifunctional Touch Screen Display (MTSD) positioned within clear view and easy reach of pilot and copilot.
198	D-2 EX-1(f)(5)	The RDS controller shall perform a programmed release configuration as long as primary drop switch is actuated.
199	D-2 EX-1(f)(6)	The RDS shall operate as designed with tank either full or empty when in ground test mode
200	D-2 EX-1(f)(7)	The RDS drop controller shall incorporate means to store and transmit in real time, process information related to RDS state and performance, including but not limited to liquid volume in the tank, state and activity status of the system’s controls and indicators, any fault conditions, and any aircraft-specific information monitored by the RDS drop controller. The transmission may be achieved through wired or wireless communication, provided that the selected communication method is compatible with the aircraft’s electromagnetic interference requirements.
201	D-2 EX-1(f)(8)	The RDS drop controller shall include a diagnostic interface that enables detailed, real-time process monitoring; control routine reprogramming; data download; and any other functions required to maintain or improve system performance. The interface preferably operates on a commercial, off-the shelf laptop or tablet.
202	D-2 EX-1(f)(9)	Drop controller indicator shall include the additional parameters of any fault conditions; controller GPS input status; emergency dump system status; and spill management leak detection events
203	D-2 EX-1(f)(10)	The RDS drop controller shall provide means to reconfigure the control panel’s pilot interface, including drop type selections and tank status information displayed, without requiring re-certification of the control panel installation.
204	D-2 EX-1(g)(1)	The RDS leakage limits shall meet the requirements defined in Section VII A.1 of IAB Procedures 2013.
205	D-2 EX-1(h)(1)	The RDS emergency dump operations shall meet the requirements defined in Section VII A.2 of the IAB Procedures 2013. After emergency dump activation, if the aircraft state permits return of normal tank system status, the system shall permit full functionality, including closing of the release doors
206	D-2 EX-1(i)(1)	The RDS fill rate and distribution design shall meet the requirements defined in Section VII A.3 of the IAB Procedures 2013 and the requirements listed below:

(i) The fill port Kamloc fittings shall be accessible to retardant loading personnel without a ground handling stand or ladder.

(ii) The fill port Kamloc fittings shall be mounted horizontally, or no greater than 30 degrees from horizontal.

(iii) A placard installed on aircraft near tank fill gauge and visible to loading crew during loading operation shall show maximum allowed load in gallons and pounds.

207	D-2 EX-1(j)(1)	The RDS fill rate and distribution design shall meet the requirements defined in Section VII A.6 of the IAB Procedures 2013
208	D-2 EX-1(k)(1)	The RDS fill rate and distribution design shall meet the requirements defined in Section VII A.7 of the IAB Procedures 2013 and the requirements
209	D-2 EX-1(l)(1)	The RDS shall modulate the door opening and/or release rate to achieve the maximum drop pattern efficiency achievable at any desired coverage level. The RDS performance shall meet the requirements defined in Section VII B of the IAB Procedures 2013 and the requirements listed below.
210	D-2 EX-1(l)(1)(i)	The aircraft’s RDS shall be capable of delivering fractions of the total retardant load carried. At a minimum, the RDS shall be capable of delivering loads in portions of halves and either thirds or quarters.
211	D-2 EX-1(l)(1)(ii)	The RDS shall be capable of accurately starting and stopping delivery at any point when commanded by the flight crew.
212	D-2 EX-1(l)(1)(iii)	Fractional volumes measured during qualification testing shall be within 25 percent of the expected volumes.
213	D-2 EX-1(l)(1)(iv)	For all fractional loads required, the average flow rates measured during the release shall match those measured during the corresponding full volume release for the same coverage level (or flow rate) setting.
214	D-2 EX-1(l)(1)(v)	All coverage level or flow rate settings available for full-volume releases shall be available for all fractional loads.
215	D-2 EX-1(l)(1)(vi)	The aircraft’s RDS shall be capable of regulating and restricting retardant flow out of the reservoir, while maintaining level flight, so that the incremental flow rate during the middle 80% of the release does not vary by more than 10% from the average flow rate measured for the entire drop volume.
216	D-2 EX-1(l)(1)(vii)	For releases lasting less than three seconds, the average and incremental flow rates shall not include flow rate for the first 20% of the total volume.
217	D-2 EX-1(m)(1)	The RDS shall include a plan for the installation of the RDS. The plan shall include all aspects of development of the system including drawings, engineering support, manufacturing, and CAD drawing of the tanking system installation with arm, movement, and center of gravity of the aircraft.
218	D-2 EX-1(m)(2)	All technical publications required to inspect, repair, maintain and operate the RDS shall be provided with the delivery of each installed RDS system, with an second subscription provided with the first, fourth and seventh aircraft delivery. This includes Maintenance manuals, Illustrated Parts Breakdowns, Repair Manuals Service Bulletins, Wiring Manual (to include wiring diagrams) Instructions for continued airworthiness (ICAs) and the RDS shall include an FAA approved flight manual supplement that describes the operation of the retardant/suppressant system.
219	D-2 EX-1(m)(3)	The RDS shall include a weight and center of gravity report on the all RDS components, including removable equipment of the retardant/suppressant system. The report shall examine the retardant/suppressant system alone in the empty and uncharged condition (ready for storage/transport). All components that are disassembled and intended to be stored separately shall be analyzed separately.
220	D-2 EX-1(m)(4)	The RDS shall include a Corrosion Prevention and Control Program designed to minimize aircraft and RDS component corrosion. The CPCP will incorporate specific inspections and maintenance required by the use of long term fire retardant based on http://www.fs.fed.us/rm/fire/wfcs/lt-ret.htm.
221	D-2 EX-1(m)(5)	The Government shall have Unlimited rights data for the engineering technical data package in order to manufacture RDS parts should the RDS manufacturer be unable to.
222	D-2 EX-1(n)(1)	Additional Telemetry Units shall be powered by the aircraft’s electrical system and operational in all phases of flight
223	D-2 EX-1(n)(2)	The ATU must report tank door open, gallons dropped, and tank door close events with GPS data (Date, Time, Latitude, Longitude, Altitude, Speed and Heading) following the same data format as the AFF requirement. Depending on the tank system, additional data may be requested such as pump on/off and coverage level after ground speed adjustment.
224	D-2 EX-1(n)(3)	The ATU data must be available to the government in near real time. A subscription service shall be maintained through the AFF equipment provider allowing AFF position reporting and ATU event data via the Government AFF program.
225	D-2 EX-1(o)(1)	The contractor shall provide an established third party certified AS 9100 quality management system for the RDS option and it shall be maintained for the system manufacture and installation.
226	D-2 EX-1(o)(2)	The Government shall have access to the records and data collected to demonstrate the suitability and effectiveness of the quality management system.
227	D-2 EX-1(o)(3)	The Government reserves the right to request corrective action if the quality system fails to meet objectives.
228	D-2 EX-1(o)(4)	The Government or its designated representative shall be allowed to periodically review the quality program.
D-2 Exhibit 2 - Option Passenger Seating System
229	D-2 EX-2	The aircraft shall be delivered with a minimum of 40 airline style seats incorporated in a system certificated on the aircraft FAA Type Certificate Data Sheet (TCDS) or certificated by Supplemental Type Certificate (STC) for the offered airplane that can be quickly loaded and unloaded in less than 2 hours.
230	D-2 EX-2(a)(1)	Each seat shall include an emergency passenger oxygen system (EPOS) and Life Vest for each passenger seat position. Emergency egress instructions for the particular aircraft shall be provided for each seat position.
231	D-2 EX-2(a)(2)	Seat system assembly is designed to restrain seats occupied by a 250 lb passenger per the load factors of FAR Part 25.561. All materials used in the construction of the seat pallet assembly for the aircraft shall meet the flammability requirements of FAR Part 25.853. The top surface of the seat pallet assembly is to be finished with a gray anti-slip coating.
232	D-2 EX-2(a)(3)	All seats are installed on the pallets with fittings that allow for quick removal and installation and are arranged to provide the required minimum aisle width. Emergency procedure cards are provided for each seat, with instructions in English and International Symbols. Additionally, the seats shall be certificated under TSO-C39c. All seats are to be new (not “zero time” remanufactured seats).
233	D-2 EX-2(a)(4)	The seating system shall have a water proof cover with storage provisions on the seating system when installed on the aircraft. Technical documentation supporting continued airworthiness of the seat system; repair manuals, illustrated parts breakdown, scheduled maintenance, weight and balance, and operator manual shall be provided.

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File details come from the government source that posted it. Updated Nov 14, 2017.