RFI_10012025-001 Questions and Responses SAM VERSION.pdf

Maritime Patrol Aircraft Maintenance, Logistical and Engineering Services 2.0 CBP-RFI-10012025-001 Questions and Responses

Question # Question or Request for Clarification Final CBP Responses 1 Is it anticipated depot level maintenance will be required on the P-3 or DHC-8 aircraft during the period of performance of this effort?

Maintenance strategy is still TBD. CBP seeks industry recommendations and feedback regarding inclusion of Depot-Level Maintenance as part of a consolidated Maintenance / Logistics services contract.

2 Is the intent for the C-130s to be based out of Jacksonville FL AOS? Yes 3 How many C-130 aircraft is CBP planning to procure and what model? Assume up to 12 C-130J aircraft with delivery of 1 per year starting in FY30.

4 What is the intended mission system configuration of the C-130s that will be supported? CBP anticipates C-130J to be missionized for wide area maritime patrol to include but not limited to radar, optical sensors, etc. Assume the Minotaur Mission System installed on the aircraft.

5 What is the classification of the intended mission systems and what level of security clearance will be required for the contractor providing support?

A CBP Background Investigation (BI) Tier Level 2 (Public Trust) will be required for all maintenance and program management contractors. DOD clearances are not expected to be required.

6 Should industry assume that initial sparing and materials for the C-130 platform will be CBP provided and are not within the scope of this effort?

C130 initial sparing procurement method is TBD. CBP desires recommendations for initial sparing that best supports the overall recommended maintenance and logistics approach.

7 Will CBP require personnel to obtain a DHS Background Investigation and a security clearance for individuals handling COMSEC?

A CBP BI (Tier Level 2) will be required. DOD clearances are not expected to be a requirement.

8 Does CBP intend for the contractor to manaage full scope CLS activities such as configuration management, network configuration and maintaining cybersecurity requirements, etc.?

TBD. CBP is seeking recommendations/feedback regarding contract strategy and scope.

9 The response date is listed as Nov 01, 2025, and is later mentioned to be Nov 03, 2025, please clarifythe date of submission.

Correct response due date is Nov 03, 2025.

10 Will a Cover Letter and Table of Contents count towards the 15-page limit? Yes. Entire RFI responses are limited to a max of 15 pages.

11 What contract structure is envisioned (single-award IDIQ vs. multiple-award IDIQ; inclusion of performance-based logistics or availability incentives), and what is the anticipated period of performance (base + option years)? If a single IDIQ is anticipated, please indicate whether CBP envisions issuing task orders by aircraft platform, maintenance level (organizational/intermediate/depot), or geographic region. Please confirm whether CBP intends to release one consolidated solicitation covering all aircraft platforms, or separate solicitations by aircraft type or functional area.

All TBD. CBP is seeking service acquisition and contract strategy ideas and recommendations from industry at this time.

12 Is the scope limited to Organizational-, Intermediate-, and Depot-level sustainment and logistics, or should we also plan for aircraft modifications, avionics upgrades, and integration engineering? Clarify whether engineering scope includes design/integration of new mission systems or is limited to sustainment engineering.

TBD. CBP is seeking recommendations/feedback regarding contract strategy and scope. Based upon current scope, anticipate aircraft modifications, avionics upgrades and systems integration to likely be in scope. Include engineering services deemed relevant and how those services should be delivered to CBP.

13 How will Organizational-, Intermediate-, and Depot-level maintenance responsibilities be allocated between CBP and the contractor, and will work occur primarily at contractor facilities, CBP sites, or through a hybrid model (for example, a centralized depot hub with forward maintenance cells)? Please confirm primary aircraft home bases and whether any work must occur on-site at CBP hangars versus contractor facilities.

CBP is seeking recommendations/feedback regarding contract strategy and scope to include Depot-Level Maintenance. Organizational and Intermediate maintenance facilities are anticipated to be at Jacksonville, FL and Conroe, TX operational sites.

14 Will the prime contractor be expected to perform depot-level work organically or manage Original Equipment Manufacturer (OEM) and depot subcontractors, and what access or licensing to OEM technical data will be provided versus obtained independently by the contractor?

Depot-Level Maintenance contract strategy is TBD. CBP is seeking recommendations/feedback regarding strategy.

15 Under the Public Use Aircraft construct, what airworthiness, configuration control, and return-to-service (RTS) documentation standards will apply (e.g., OEM/FAA-aligned forms, Part-145-like practices, or CBP-specific requirements)?

AMO’s aircraft will be operated as public aircraft in accordance with the applicable FAA Advisory Circular FARs and, as appropriate, with provisions established by the DoD. Any processes to configuration, RTS, Airworthiness, or documentation will be established by CBP.

16 What Government-furnished property or equipment (such as aircraft, spare parts, ground support equipment, tooling, test equipment, or technical data) will CBP provide versus what the contractor must furnish? Please confirm whether any aircraft subsystems require personnel with specific security clearances or restricted-access facilities.

CBP will provide all GFE excluding personal tools and vehicles (for transportation).

Procurement method for C130 initial spares is TBD.

All contractor personnel will require a CBP BI, minimum Level 2. There is no other clearance requirements anticipated or use of restricted-access facilities.

17 Should offerors propose a turnkey parts and logistics solution—including planning, sourcing, obsolescence management, Aircraft-on-Ground (AOG) and unscheduled depot-level maintenance (UDLM) response timelines, and inventory visibility through systems such as Item Unique Identification (IUID) or computerized maintenance management systems (CMMS)? If any current OEM or depot supply agreements exist, please specify.

CBP is seeking recommendations/feedback regarding contract strategy and contract scope. Assume no OEM or Depot supply agreements exist.

18 What cybersecurity standards (e.g., NIST SP 800-171 or CMMC levels) and Controlled Unclassified Information (CUI), International Traffic in Arms Regulations (ITAR), or Export Administration Regulations (EAR) controls will apply to technical data and information systems?

CUI must be protected according to NIST SP 800-171 standards. CBP contractors must ensure proper access controls, encryption, incident reporting, and other security measures to safeguard CUI. ITAR and EAR controls are not expected to apply.

However, contractors should carefully review future contract requirements, applicable regulations, and agency-specific policies to ensure compliance.

19 Which key performance indicators (KPIs) will CBP use to evaluate contractor performance (e.g., aircraft availability, turnaround time, parts fill rate, quality escapes), and will CBP require automated dashboards, Earned Value Management (EVM), or other reporting mechanisms? Please specify target aircraft downtime limits and required logistics turnaround times (AOG response, parts fill rate).

Clarify if CBP expects contractor assistance with mission scheduling or aircraft utilization planning.

TBD. CBP is seeking recommendations/feedback regarding contract strategy and scope to include performance metrics.

20 Can CBP share the notional P-3 Orion fleet drawdown timeline or milestones, and is a phased transition approach (beginning with the P-3 and then incorporating the DHC-8 and C-130) preferred?

CBP P-3 sundown plan is still TBD. C-130s are the planned replacement for the P-3 fleet. CBP seeks feedback/recommendations for contract strategy and scope. RFI specifically requests feedback on a single contract option encompassing all 3 aircraft platforms and eventually reduced to C-130 and DHC-8 as P-3 fleet retires. However, alternate options may be considered such as mutliple contracts. CBP is interested in suggestions for appropriate contracte structures and types.

21 Will CBP include small-business participation or subcontracting plan targets, and is the Government open to a prime contractor supported by platform-specific OEM or specialty subcontractors under a teaming arrangement? Given that the current notice does not include a small-business set-aside designation, would CBP consider applying a total or partial small-business set-aside—or structured small-business participation goals—based on the capabilities demonstrated through this market research? Additionally, would CBP consider a hybrid model (e.g., small-business prime with OEM subcontractors or task-order-level set-asides) if adequate qualified responses are received?

TBD. CBP is seeking recommendations/feedback regarding contract strategy and scope. CBP also welcomes suggestions regarding small business goals and subcontract plans/teaming arrangements. CBP will also seeks approaches to enable small businesses as prime contractor on all or any part of the scope of work.

22 Will CBP host an Industry Day or one-on-one capability briefings after RFI responses, and can CBP share a redacted summary of the current sustainment footprint (sites and contractor roles) to help industry shape teaming and facility strategies?

CBP currently does not have plans to host an industry day or capability briefings, but may be open to the possibility in the future.

23 Beyond general FAA and OEM alignment, what specific regulatory or inspection framework will govern contractor maintenance activities under the Public Use Aircraft environment (for example, CBP airworthiness authority, inspection intervals, or acceptance authority)?

AMO aircraft sections of 14 C.F.R. Part 91, written for civil aircraft, apply to AMO’s public aircraft operations, and will be provided by CBP.

24 Will the future solicitation require access to controlled technical data governed by DFARS clauses (e.g., 252.204-7012)? If so, is it sufficient for only the prime contractor to hold an approved DD Form 2345, or must each subcontractor handling export-controlled data also maintain its own DD 2345 certification?

CBP is a civilian agency and follows FAR requirements.

25 Who are the current or previous providers supporting the P-3, DHC-8, and C-130 sustainment programs, and does this RFI represent a recompete of existing efforts or a new consolidated contract vehicle?

P-3: Northrup Grumman, Lockheed Martin, L-3 Depending on selected strategy, any future RFP could represent a new consolidated effort and/or recompete of some existing effort. DHC-8 is currently maintained under a separate contract within CBP. C-130 sustainment will be a new effort under the CBP Maritime Patrol Aircraft Program.

26 The RFI indicates that the potential acquisition will consolidate sustainment, logistics, and support services for the P-3 Orion, DHC-8, and C-130 aircraft under a single contract vehicle. Could CBP clarify whether the contractor will be expected to perform maintenance and logistics support for all three aircraft types simultaneously under concurrent tasking, or if work will be scheduled and performed sequentially (i.e., one platform at a time based on CBP priorities or fleet availability)?

Clarify whether subsystem or component repairs may occur at remote vendor/OEM sites.

The intent of the RFI is to determine an approach to sustainment, that is, to what degree does it serve the interests of the government to either multi-contract or consolidate maintenance and logistics support for these three types of aircraft given projected P-3 sundown and C-130J future deliveries.

27 The RFI states that CBP requires professional certification and maintainers to comply with Original Equipment Manufacturer (OEM) recommended maintenance processes and procedures. Could CBP clarify whether the contractor’s maintenance personnel must hold FAA Airframe and Powerplant (A&P) certifications, OEM-specific training certifications, or both? Additionally, will CBP require the contractor to maintain a formal training and certification tracking program for all assigned personnel?

Will NDT functions be permitted via certified subcontractors or must they be performed organically?

Yes - contractor maintenance personnel must hold FAA A&P and/or IA certifications.

Additionally, NDT certifications are required as well.

28 To help industry align proposals, could CBP identify its top risk drivers for a consolidated multi-platform sustainment program (e.g., OEM data rights/obsolescence, supply chain fragility, workforce qualifications/clearances, facility/site access, IT/cyber posture) and any preferred mitigation strategies or risk-sharing mechanisms (e.g., incentive structure, reserve spares, minimum on-hand inventory, concurrency gates)?

Risks are (1) affordability, (2) personnel and materiel management during the transition from the P-3 to the C-130J to maintain aircraft availability and mission completion rates, (3) disruption due to unexpected changes in P-3 sundown and/or C- 130J delivery schedules.

29 Are there any mandatory certifications, registrations, or licenses (e.g., ISO, NRC, FAA, DD2345) requirement?

AS9100 or AS9110 required. All employees filling a labor category entitled "Aircraft Mechanic" must possess an FAA-A, FAA-P or FAA A&P certification. At least one fully qualified Level 2 or higher non-destructive inspection technician will be assigned to each AOS. All Quality Control Inspectors must possess an FAA Inspection Authorization (IA) certification.

30 Will the applicable Service Contract Act wage determination be based on the contractor’s facility location, or the government’s place of performance (aircraft originating states AR/MS/LA)?

CBP anticipates wage determination to be based upon government places of performance (Jacksonville, FL and Conroe, TX)

31 Will avionics system maintenance (e.g., TCAS, NAV/COMM, weather radar) be performed under this contract or by a separate avionics group?

Yes avionics maintenance will be performed under this contract.

32 Under Public Use Aircraft framework, confirm whether CBP maintains FAA-equivalent certification or operates solely under CBP operational authority.

CBP operates solely under CBP operational authority

33 Will CBP require contractor support for remote mission operations or field detachments? Yes - contractor support would be required for mission operations and or field detachements to include remote as applicable.

34 Will contractor be responsible for providing ground support (fuel, towing, maintenance) during off-base or deployed operations?

Yes contractor would be responsible for providing and servicing ground support at home and off base or at deployed locations.

RFI Q&A