Attachment 02 - PWS Beechcraft King Air 300_360 Maintenance Support_20240806.pdf

Flight Program Operations (AJF) Beechcraft King Air 300/360 Maintenance

Support

Performance Work Statement (PWS)

August 6, 2024

Table of Contents

1.0 Introduction

2.0 Scope of Work

3.0 Program Management Support

3.1 Program Management

3.2 Quality Control Plan

3.3 Phase In/Phase Out

4.0 General Contract Maintenance Processes

4.1 Scheduled Maintenance

4.2 Unscheduled Maintenance

4.3 Aircraft on Ground (AOG)

4.4 Over and Above (O&A)

5.0 Maintenance Induction and Completion Processes and Documentation

5.1 Aircraft Induction

5.2 Aircraft Replacement Components and Documentation

5.3 Aircraft Maintenance Completion Events

5.4 Aircraft Inspection and Maintenance Documents

6.0 Airframe Maintenance Requirements

7.0 Engine Maintenance Requirements

7.1 General Engine Maintenance

7.2 Engine Overhaul

7.3 Engine Documentation

8.0 Avionics

9.0 Engineering Support

10.0 Invoicing Instructions

11.0 Acronyms

12.0 Appendices

1.0 Introduction

The Federal Aviation Administration (FAA) Flight Program Operations (AJF) owns and operates seventeen (17) Beechcraft King Air 300 aircraft that are powered by Pratt & Whitney PT6A-60A engines. The FAA is acquiring 18 additional Beechcraft King Air 360ER aircraft beginning in 2026.

The FAA requires contract aircraft maintenance services to support the FAA Beechcraft King Air 300 fleet. There will also be a requirement for maintenance support for all Beechcraft King Air 360ER aircraft beginning in 2026. The Contractor must meet all applicable regulations to provide maintenance services in accordance with (IAW) Title 14 of the Code of Federal Regulations (14 CFR) Part 135. The Contractor must perform all covered work by following Flight Program Operations’ FAA approved General Maintenance Manual (GMM) and FAA approved Continuous Airworthiness Maintenance Program (CAMP). The goal of this effort is to provide the FAA with streamlined ordering procedures for future requirements. Thereby, improving maintenance support response times.

The FAA Beechcraft aircraft are primarily based out of the FAA Mike Monroney Aeronautical Center (MMAC) located at the Will Rogers World International Airport in Oklahoma City Airport (KOKC). However, these aircraft operate worldwide, and require domestic and international maintenance support.

2.0 Scope of Work

FAA Flight Program Operations requires a single award contract for Beechcraft King Air 300 series for aircraft maintenance services. The requirements include scheduled maintenance, unscheduled maintenance, aircraft on ground (AOG) response, technical services, engineering support, and parts/tools rental. These services are required to address airframe, engines and avionics.

Flight Program Operations requires discrepancy corrective actions and repair services to be performed, as required, on the FAA fleet of Beechcraft King Air 300 and BE 360ER aircraft over the next five (5) years. The table below reflect the anticipated number of 300 and 360ER aircraft, per option year.

Beechcraft King Air 300

Beechcraft King Air 360ER

# of Aircraft

# of Aircraft

Base Year 17

Base Year 0

OY1 17 OY1 1

OY2 14 OY2 3

OY3 8 OY3 9

OY4 1 OY4 16

Services required by the FAA include obtaining aircraft maintenance and aircraft technical services. The response time for services is critical to return FAA owned aircraft to airworthy and mission capable condition in a timely manner. Availability of aircraft is critical to meet the mission requirements.

The Contractor or any subcontractor performing work under this contract must hold a 14 CFR Part 145 Repair Station Certificate, associated Operations Specifications listing the appropriate ratings and limitations and have access to the original equipment manufacturer (OEM) engineering support.

The Contractor may be authorized to subcontract for services when an authorized service facility is not available at a site where services are required. The Contractor must ensure that subcontractors comply with applicable regulations and the terms within this document.

3.0 Program Management Support

3.1 Program Management

The Contractor must provide program management direction to ensure task(s) are performed efficiently, accurately, on time, and in compliance with the requirements. The Contractor must assign a Program Manager (PM) to serve as the main point of contact with the Contracting Officer (CO) and Contracting Officer’s Representative (COR) and must participate as a member of a government-led team in scheduling and planning efforts for the FAA King Air 300 Series fleet.

The PM must conduct a post award conference with the FAA, to review the Performance Work Statement (PWS) requirements to ensure a successful transition for full performance, IAW CDRL A001.

The FAA will conduct meetings with representatives of the Contractor to coordinate maintenance and overhaul efforts. Support meeting minutes and reviews may be held on an “as-needed” basis to resolve issues or at regular for planning and scheduling efforts intervals. When required, support meeting minutes must be submitted IAW CDRL A002.

The Contractor will hold an annual program management review meeting with representatives of the Contractor to review the previous year’s efforts and coordinate upcoming maintenance, planning and program management efforts. The PMR location will be at MMAC or by video conference as determined by the FAA. The Contractor must provide information in accordance with CDRL A003.

Contractor program management travel to support program meetings and routine site visits shall be included in the program management contract line-item number (CLIN).

Additional travel costs may be requested for program management support whereby the CO determines that the travel was not anticipated at award. Where unanticipated travel is granted, program management travel costs will be IAW FAA Acquisition Management System (AMS) policies.

3.2 Quality Control Plan

The Contractor must provide Quality Control Plan (QCP) for program management and the performance of all maintenance on the FAA Flight Program aircraft, and other requirements detailed in this PWS at proposal. The QCP must identify and describe how the contractor intends to maintain full compliance with all requirements of this contract. The negotiated QCP will become an attachment to the PWS and will be used to measure performance.The government will evaluate contractor performance in accordance with the approved QCP

(CDRL A004).

The QCP must address how quality control will be strictly exercised while the Beechcraft King Air 300 and BE360ER aircraft is being maintained and repaired which includes:

• Personnel must possess the required qualifications under 14 CFR, as well as the necessary skills and training to effectively accomplish the requirements. The skills must include technical support for all applicable aircraft maintenance tasks, engine and airframe troubleshooting, parts support required for airframe and engine maintenance/inspection, field support for airframe and engine repairs, engine change, and accounting support for invoicing. Personnel must maintain a current FAA Airframe and Powerplant Certificate 14 CFR part 145 and proof of the OEM aircraft familiarization (FAM) certified training throughout the life of the contract.

• Continuous monitoring of technicians and work in progress to ensure technical data is being followed, and ensuring all work is completed in accordance with the Flight Program Operations’ 14 CFR Part 135 FAA approved CAMP, applicable 14 CFR parts, and in a safe and thorough manner.

• Competently performing complete records research of Airworthiness Directives and Service Bulletins (SB), as well as preparing proper documentation of compliance in permanent aircraft logbook.

• Ensuring each contractor employee working on this contract is drug and alcohol free as set forth in Title 14 CFR Part 120. The FAA Guidance for random drug and alcohol testing that implements this CFR is IAW the Department of Transportation (DOT) Office of Drug & Alcohol Policy & Compliance that requires mandatory drug testing of each employee who performs a safety-sensitive function.

• Continuously maintaining a 14 CFR Part 145 Repair Station Certificate and associated Operations Specifications listing the appropriate ratings and limitations with access to original equipment manufacturer (OEM) engineering support. This is applies to all subcontractors utilized in maintenance activities.

• Establishing and maintaining agreements, throughout the life of the contract, with the OEMs and subcontractors that allow the Contractor to obtain the approved data and technical support necessary to maintain the Beechcraft 300 series aircraft airframes, engines, accessories, and systems to ensure the FAA airworthiness certification is not compromised. The Contractor must ensure mission capability and departure reliability requirements are not impacted as a result of the inability to obtain data or support from the OEMs. The Contractor must ensure subcontractors comply with all FAA, quality assurance, safety and contractual requirements.

3.3 Phase In/Phase Out

3.3.1 Phase-In Transition Plan and Execution.

The Contractor must provide a Phase-In Transition Plan to coordinate with the government.

The contractor must provide a draft Phase-In Transition Plan with the proposal and a final Phase-In Transition Plan no later than five (5) business days after contract award. The final Phase-In Transition Plan must be approved by the CO and incorporated into the contract. All transition activities must be completed no later than 30 calendar days after contract award. A successful and orderly phase-in will be documented in Contractor Performance Assessment Reporting System (CPARS).

3.3.2 Phase-Out Transition Plan.

The Contractor must provide a Phase-Out Transition Plan within 90 calendar days after contract award. The Contractor must not disrupt or adversely impact the provision of services and must achieve a smooth and orderly transfer of responsibility to the successor. The Contractor must execute the phase-out activities in accordance with the Phase-Out Transition Plan.

4.0 General Contract Maintenance Processes

4.1 Scheduled Maintenance

Scheduled maintenance is repetitively performed in intervals in accordance with the maintenance program as described in the remainder of this section of this document.

The Contractor must have approved tooling, equipment, parts, and material to perform scheduled maintenance inspections in accordance with FAA approved CAMP.

The Contractor must provide available dates and manpower, to include technicians, for requested scheduled maintenance inspections within seven (7) calendar days of the request. The FAA will submit a request for scheduled maintenance within at least sixty

(60) calendar days prior to the required induction date.

All maintenance inspections, repairs or alterations must be documented IAW Flight Program Operations’ General Maintenance Manual.

All scheduled maintenance inspection down times will be agreed upon by the Contractor and FAA, based on the work scope requirements prior to the induction date of the scheduled inspection. Inspections will be performed as required by scheduled periodicity of Time Limited Work for the Beechcraft King Air 300 and BE 360ER aircraft. Up to fifteen

(15) calendar days is the standard performance period unless a discrepancy is found that drives a longer return to service date. Additional unscheduled maintenance or Over and Above (O&A) may cause this schedule to be extended. The Contractor must provide this information to the COR and CO to negotiate a longer period of performance (PoP) on these scheduled inspections.

At the completion of each maintenance event, the Contractor must clean the inside and outside of the aircraft. This includes washing the aircraft to maintain appearance and condition equal to the condition of the aircraft when first delivered to the contractor for services.

4.2 Unscheduled Maintenance

Unscheduled Maintenance is non-routine maintenance requirements that are not in OEM directed intervals, as described in section 4.1. Unscheduled maintenance, for the purposes of this contract, is any maintenance that is not described in section 4.1 Scheduled Maintenance, 4.3 Aircraft on the Ground (AOG) or 4.4 Over and Above Support (O&A) of this document. Unscheduled maintenance must be fixed priced prior to induction, unless approved by the Contracting Officer. When possible, the FAA will combine as many scheduled and unscheduled maintenance efforts to reduce aircraft downtime.

Unscheduled maintenance includes, but is not limited to, service bulletins, Air Worthiness Directives, and modifications to the aircraft. When practical, the FAA will submit requests for unscheduled maintenance within 60 days of the required induction date. If unscheduled maintenance is not combined with a scheduled maintenance event, then the Contractor must provide available options for induction dates and locations, for requested unscheduled maintenance inspections within seven (7) calendar days of the request.

Additional unscheduled maintenance events may be added at any time before induction with CO approval or while the aircraft is in maintenance if practical and may decrease aircraft downtime.

As required, the Contractor must support service bulletins issued by the aircraft manufacturer while the FAA operates the aircraft.

4.3 Aircraft on Ground (AOG)

AOG items cover pilot in-flight, pre- and post-flight discrepancies. These activities are not a part of the scheduled maintenance. The Contractor must provide AOG maintenance, logistical, troubleshooting and parts sourcing support 24 hours/day, 7 days/week, 365 days/year, including holidays. The Contractor will be responsible for performing aircraft repairs remotely or at their facility as required. Contractor must have the ability to provide AOG support throughout the United States and worldwide. Due to the AOG nature, the

Contractor must complete all repairs within 48 hours of notice to proceed, or within 24 hours of a negotiated return to service (RTS).

The Contractor must provide Mobile Repair Team (MRT) services when aircraft cannot be relocated and if local support services are not available. When required, the aircraft may be flown to the Contractor’s facility under Minimum Equipment List (MEL) or a Special Flight Permit for repair. Repair service shall commence within 24 hours of aircraft arrival/delivery.

The CO will request a proposal, based on AOG work, to include a firm fixed price and induction schedule. When possible, the FAA will combine as many scheduled and unscheduled maintenance efforts to reduce aircraft downtime. AOG work will not commence until the work package has been approved in writing by the CO or the COR, as the designated representative of the CO.

The Contractor will be required to perform a return to service release in accordance with FAA flight Program Operations approved FAA approved CAMP.

4.4 Over and Above (O&A)

O&A support is any non-routine discrepancy that is found during a maintenance event on the aircraft other than AOG. The Contractor is required to provide maintenance services, parts, and support tasks associated with O&A. Either the FAA or the Contractor may initiate an O&A action depending on the circumstances. All non-routine discrepancies that need to be corrected must be submitted promptly to the COR for approval prior to commencement of work. Any pilot reported discrepancy upon induction of a scheduled maintenance event would be considered non-routine and should be treated as O&A.

When it is determined that O&A work is required, the Contractor must provide a proposal with a detailed estimated cost immediately, but no later than 24 hours after identified.

The estimated cost must include labor hours, labor hour rate, materials, fees and any other identified costs. All O&A work requests must identify all pertinent information (e.g., aircraft system, engine serial number, part numbers, tool, rental fee). Supporting documentation must include how the contractor has found materials or other rates, not documented in the contract, were found to be reasonable. Documented catalog pricing or competitive pricing are generally considered acceptable means to find a pricing reasonable. The Contractor must coordinate the materials, labor hours, and scope of work with the FAA Quality Assurance Representative (QAR). Once the QAR agrees with the proposed O&A requirement, the CO and/or COR will ensure sufficient funding is available on the O&A CLIN and the proposed pricing is fair and reasonable. When this process has been followed the CO may provide approval to the contractor by issuing a Notice to Proceed (NTP). Billing for O&A must match actual work performed which must be in compliance with the NTP.

5.0 Maintenance Induction and Completion Processes and

Documentation

5.1 Aircraft Induction

The FAA will provide a work order for each requirement prior to scheduled and unscheduled inductions. Upon the arrival of the aircraft, before any work commences, the Contractor and the FAA QAR must inspect the aircraft exterior and interior to confirm the configuration and condition of the aircraft. A FAA QAR may not be available for the initial inspection if AOG. All irregularities should be documented, and a copy must be provided to the COR. An inventory of loose equipment must be performed when any aircraft maintenance is to be performed, and the property must be stored in a secure location as Government Property (GP). All GP must be returned with the aircraft upon completion of the repair work.

Any repair or non-routine discrepancy tasks shall be completed prior to release of the aircraft for flight. A post-maintenance inspection will be performed by the QAR for all scheduled and unscheduled maintenance to ensure airworthiness, inspect for damage, and verify completeness.

All maintenance inspections, repairs or alterations must be documented in accordance with FAA approved CAMP.

5.2 Aircraft Replacement Components and Documentation

The Contractor must provide a written statement of warranty for the work performed for the FAA. The warranty statement must identify what components are covered under warranty and the warranty duration.

Time controlled parts are parts where time has expired and must be replaced with new or overhauled parts. When time-controlled parts have failed, but time has not expired, they may be repaired and used on FAA aircraft provided the part(s) have sufficient life to achieve its next major scheduled event where access to such part(s) is permitted.

Replacement component(s) must meet the following requirements unless approved by the Maintenance Director:

Components offered as “New” must:

• Have zero (0) hours and zero (0) cycles in service since time of manufacture, and the internal components must have (0) hours and zero (0) cycles in service since time of manufacture.

• Have documentation that provides full traceability of parts and assemblies, along with documentation to establish proper certification for type design in accordance with the Beechcraft 300 series illustrated parts catalog or FAA approved CAMP.

• Have documentation that identifies major sub-components that are required to be tracked in accordance with the OEM manuals. Documentation must identify part number and serial number.

Components offered as “Repaired/Overhauled/Serviceable” must:

• Be restored by an FAA-approved 14 CFR Part 145 repair station in accordance with the OEM manual requirements.

• Be restored in the last five years and have zero (0) time and zero (0) cycles in service since time of restoration.

• Have FAA form 8130-3, Airworthiness Approval Form.

• Documentation for all life-limited subassemblies must include part number and serial number.

Consumable components must:

• Have proper acceptable documentation in accordance with the FAA approved CAMP.

5.3 Aircraft Maintenance Completion Events

At the completion of each work order, the Contractor must ensure the aircraft maintenance logs (AML) are properly completed in accordance with FAA approved CAMP. The QAR will coordinate with the Contractor to close out work orders to complete maintenance events and will confirm AMLs are properly completed.

At the completion of each scheduled or other FAA requested maintenance event, the Contractor must clean the inside and outside of the aircraft. This includes washing the aircraft to maintain appearance and condition equal to the condition of the aircraft when first delivered to the contractor for services.

The Contractor must provide a Final Work Order Completion Report in accordance with CDRL A005. Return to service must be in accordance with FAA approved CAMP.

5.4 Aircraft Inspection and Maintenance Documents

The FAA will conduct a receiving inspection on all aircraft after maintenance, IAW FAA approved CAMP. Any parts received in a damaged condition or without proper certification documentation will be recorded and identified to the Contractor for resolution and mitigation from future occurrences.

6.0 Airframe Maintenance Requirements

The Contractor will be responsible for performing aircraft scheduled maintenance inspections at contractor facilities, as required. Scheduled maintenance will consist of Beechcraft King Air 300 Phase 1, Phase 2, Phase 3, and Phase 4 Inspection Program and Time Limited Work (TLW) items. The interval for Phase 1 Inspections are every 200 hours. The interval for Phase 2 Inspections are every 400 hours. The interval for Phase 3 Inspections are every 600 hours. The interval for Phase 4 Inspections are every 800 hours. Historically, the aircraft has flown an average of 580 hours/yr.

The table below provides a breakdown of the anticipated frequency of scheduled phase maintenance during the period of performance of the contract.

Beechcraft King Air 300 Beechcraft King Air 360ER Phase 1 49 Phase 1 30 Phase 2 46 Phase 2 21 Phase 3 46 Phase 3 13 Phase 4 35 Phase 4 13

7.0 Engine Maintenance Requirements

7.1 General Engine Maintenance

The Contractor will be required to perform inspections, maintenance, hot section inspections, engine trend monitoring (CDRL A007) and overhauls on approximately 38 PT6A-60A engines and must use OEM authorized facilities. The Contractor may be required to provide spare engines for rent to minimize aircraft downtime. The Contractor may be required to provide spare engines as an option for purchase. The Contractor will be required to perform TLW Scheduled Engine Maintenance Checks as applicable. The FAA will provide engine configuration and maintenance data upon the Contractor’s request. The data provided will be from the FAA tracking system and/or from the PT6A- 60A engine logbooks.

Maintenance and inspections on the Beechcraft King Air 300 series engine will include but are not limited to the following:

• Preventive maintenance

• Phase inspections

• Special inspections required by the manufacturer.

• Corrosion control

• Overhaul and/or replacement of components

• Modifications to aircraft system(s).

Each engine part removed by the contractor not reinstalled, replaced or exchanged by the contractor is property of the FAA. These parts must be labeled “FAA Property,” with the part number, component serial number, cause for removal, and serviceability. These parts must be returned to the FAA with a shipping document that lists each part and quantity.

7.2 Engine Overhaul

The Contractor must provide PT6A-60A engine overhaul maintenances services consisting of teardowns, evaluations, and inspections. Engine overhaul services must provide coverage for the cost of all maintenance including parts, labor, engine removal and install and other tasks as described in this PWS. The Contractor must also provide for the removal, packing, transportation (e.g., shipping), and re-installation of the engine(s). The Contractor must provide OEM PT6A-60A engines approved shipping containerswhen required.

The Contractor must provide an engine teardown and evaluation report (CDRL A006, CLIN 0004) prior to an engine overhaul. After receipt of the teardown and evaluation report, the price of the overhaul will be negotiated and finalized with the CO. Engine overhaul must not begin until authorized by the CO.

A copy of the maintenance service report must be a part of the recertification documents (8130-3) packet and provided to the FAA QAR when the overhaul is complete.

7.3 Engine Documentation

Upon completion of engine inspection, maintenance, and repair the Contractor must provide all certification documentation and a final work order completion report (A00

5) which must include details of inspections performed, maintenance performed, components repaired or replaced, and problem areas corrected. The Contractor must enter in the engine logbooks all FAA airworthiness directives, manufacturer service bulletins or other modifications, and all other significant maintenance actions accomplished. The Contractor must indicate in the engine logbooks the nomenclature, part number, location, total time, and total cycles, accumulated for all replacement life limited parts (LLP) installed. Any LLP parts that are repaired, reworked, or modified that extend or reduce life will be identified with new limits in the historical records.

8.0 Avionics

The Contractor must provide OEM Authorized Service Facility support for aircraft avionics preventative maintenance, modifications, repairs and troubleshooting support during maintenance events.

This includes access to approved tooling, equipment, parts, material, and experienced technicians required for the repair of avionics systems on the Beechcraft King Air 300 series aircraft.

9.0 Engineering Support

The Contractor is responsible to provide engineering support for maintenance discrepancies to include aircraft, engine, and avionics support. Engineering support responsibilities includes technical support for modifications, structural and electrical repairs.

10.0 Invoicing Instructions

The Contractor must submit an invoice for the services and approved O&A actions within 30 calendars days of any maintenance activities being completed. Each invoice must be numbered in contractor format and include the contract number and task order number. The invoice must detail the work being billed for each CLIN. The invoice must be accompanied by the Monthly Status Report (MSR), CDRL A0008. The financial information should match the information detailed on the invoice. Each invoice must have appropriate supporting documentation. The CO or COR may request additional supporting information when required.

11.0 Acronyms

AJF Flight Program Operations AML Aircraft Maintenance Logs AMS Acquisition Management System AOG Aircraft on Ground CAMP Continuous Airworthiness Maintenance Program CFR Code of Federal Regulations CLIN Contract Line-Item Number CO Contracting Officer COR Contracting Officer’s Representative CPARS Contractor Performance Assessment Reporting System DOT Department of Transportation FAA Federal Aviation Administration FAM Familiarization GP Government Property IAW In accordance with KOKC Will Roger World International Airport in Oklahoma City Airport LLP Life Limited Part MEL Minimum Equipment MRL Material Requirement Listing MRT Mobile Repair Time MSP Maintenance Service Plan MSR Monthly Status Report NTE Not to Exceed NTP Notice to Proceed O&A Over and Above OEM Original Equipment Manufacturer

PM Program Manager PMR Program Management Review PWS Performance Work Statement QAR FAA Quality Assurance Representative QCP Quality Control Plan RTS Return to Service SB Service Bulletins TLW Time Limited Work

12.0 Appendices

Appendix A – Contractor Negotiated QCP (to be added at award)