CJA_V22 BOA Bell-Boeing_Redacted.pdf

DEPARTMENT OF THE NAVY

NAVAL AIR SYSTEMS COMMAND

RADM WILLIAM A. MOFFET BUILDING

47123 BUSE ROAD, BLDG 2272

PATUXENT RIVER, MARYLAND 20670-1547

IN REPLY REFER TO:

CJ&A 21-0188

CLASS JUSTIFICATION AND APPROVAL

FOR USE OF OTHER THAN FULL AND OPEN COMPETITION

1. Contracting Activity.

Naval Air Systems Command (NAVAIR) Headquarters

2. Description of the Action Being Approved.

This Class Justification and Approval (CJ&A) authorizes and approves the issuance of orders on a sole source basis to the Bell-Boeing Joint Project Office (Bell-Boeing) under the V-22 Program

Basic Ordering Agreement (BOA), N00019-22-G-0002. Authority to award orders pursuant to this CJ&A commences upon approval of this CJ&A and expires for initial orders on 12 January

2027.

3. Description of Supplies/Services.

Actions authorized under this CJ&A will support ongoing production and retrofit integration, Engineering Change Proposals (ECPs), reliability/sustainability improvements and continued expansion of the V-22 flight envelop on production and fielded V-22 aircraft, simulators and trainers. Orders under the V-22 Bell-Boeing BOA and authorized under this CJ&A will include:

a. ECP development, manufacture, and installation; forward fit and/or retrofit kits including, but not limited to, associated production assessments/life cycle analysis; non-recurring engineering; mission kit procurement; integrated logistics support; production support; prototyping; validation and verification of changes; development, validation and verification of technical publications/manuals/ changes/directives and associated logistics impacts; testing of retrofit safety and test equipment changes; spare and repair parts for aircraft, subsystems, training simulators/devices, tooling and tooling support; support equipment; and cost reduction initiatives;

b. Software development and infrastructure support related to systems and subsystems originally developed and integrated by Bell-Boeing, including, but not limited to, avionics and air vehicle management systems upgrades; training simulator/device

CJ&A 21-0188

concurrency and modernization upgrades; avionics support and any hardware upgrades required to implement software updates;

c. Testing, including but not limited to, bench testing; avionics system testing; training system testing; qualification testing; characterization testing; airworthiness, ground and fatigue engineering; modeling and simulation; wind tunnel; ground and flight testing;

data reduction and analysis of flight test data; technical publication source data development; flight clearance recommendation and tactics development; and related test support for aircraft and subsystems;

d. Logistics support including, but not limited to, developing product support packages in support of Test & Evaluation; Interactive Electronic Technical Manual (IETM) updates;

Publication Data Authoring Tool (PDAT) updates; Illustrated Parts Breakdown (IPB) updates; Electronic Wiring Suite (EWS) updates; Electronic Troubleshooting Suite (ETS) updates; provide new and revised Product Drawings/Models and Associated Lists as defined by MIL-STD-31000A; Logistics Supportability Analysis (LSA) updates; repair and test of Peculiar Support Equipment (PSE); new PSE; prediction of Intermediate and

Depot-Level Maintenance, Reliability Centered Maintenance analysis; Condition Based

Maintenance Plus initiatives; engineering support for damage limits assessment and repair procedures; diagnostics engineering support; concurrency provisions for Product

Lifecycle Management (PLM) information systems; and the development and delivery of

Operational Test Program Sets;

e. Obsolescence management efforts for aircraft and training systems, including, but not limited to, obsolescence trade studies, obsolescence component testing, and bridge or life-of-type buys;

f. Support to aircraft including, but not limited to, engineering investigations, service life assessment support, service life extension support, analyses and studies;

g. Requalification efforts for subsystems or parts including, but not limited to, procurement of kits/spares to support retrofit integration, as well as test support; parts obsolescence analysis; ECP implementation; special tooling and/or tooling modifications; repair analysis; and repair of repairables;

h. Production Line Transition (PLT) analysis and support to V-22 Production Line shutdown and transition to sustainment activities.

Quantity and delivery requirements will be established in each order. The estimated total value of orders placed against the V-22 Bell-Boeing BOA under this CJ&A is $1.273B from FY22-

FY27, and is anticipated to be funded by the fiscal years and appropriations as set forth in the table below.

TOTAL $1272.7

4. Statutory Authority Permitting Other Than Full and Open Competition.

10 U.S.C. 2304(c)(1), Only one responsible source and no other supplies or services will satisfy agency requirements.

5. Rationale Justifying Use of Cited Statutory Authority.

The Bell-Boeing Joint Project Office (JPO) is the sole designer, developer, integrator, and producer of the V-22 tilt-rotor aircraft. Bell-Boeing was awarded a preliminary design contract in April 1983 and the Full-Scale Development (FSD) contract in May 1986 following Milestone

II approval in April 1986. Since FSD, Bell-Boeing has been the sole designer and producer of the V-22 aircraft through ten (10) Low Rate Initial Production (LRIP) procurements, Full Rate

Production/Multi-year Procurement (MYP) contracts issued in FY08, FY13, and FY17. In addition, Bell-Boeing has been the sole designer, developer, and integrator of production, retrofit, and reliability/sustainability ECPs/improvements on production and fielded V-22 aircraft, simulators and trainers under consecutive BOAs since 2004. Bell-Boeing possesses the unique engineering data, technical skills, established tooling, support equipment, facilities, and requisite knowledge of the design, fabrication and production of the V-22 aircraft required to perform the efforts contemplated under this follow-on Bell-Boeing BOA. Also, Bell-Boeing is currently the only source with the requisite knowledge of the design, structural loads, safety factors, aerodynamic and structural appraisal of fatigue effect databases, unique operational performance, maintenance and support characteristics of the V-22 aircraft to perform the nonrecurring engineering required for production cut-in of ECPs under the MYP contracts, as well as to meet the Government’s retrofit requirements.

Award of any of the efforts listed above to any source other than Bell-Boeing would result in an unacceptable delay to fielding the requirement. Approximately 18-24 months would be required to conduct a competition to select a new source, and a new source would require up to 24 months to complete design efforts. Additional time, estimated at 9-12 months, would be required for qualification and testing of new hardware/software based upon review and analysis of information obtained by the Program Office through market research. Therefore, a new source would require a total of 51-60 months to complete and incorporate ECPs covered under this

BOA. Furthermore, the V-22 aircraft are either currently deployed or will be deployed in support of critical national tasking. In order to minimize impacts to the fleet, aircraft retrofit schedules are planned and synchronized around operational deployments with aircraft available for only a limited period of time to accomplish the necessary and mission critical V-22 aircraft modifications. Modernization efforts for United States Air Force flight training devices must be acquired concurrently with incorporation of aircraft ECPs to ensure critical combat training and mission rehearsal capability is provided to meet fleet readiness requirements. Delays associated with pursuit of other sources and expected learning curves for adequate familiarity of the aircraft would result in V-22 aircraft squadrons deploying without incorporation of mission critical modifications and training, ultimately leading to unacceptable delays in fulfilling the agency’s requirements. These delays would also result in missing retrofit installs on the aircraft going through depot-level planned maintenance intervals.

With due considerations given to the aforementioned areas, Bell-Boeing is the only responsible source capable of meeting the Government’s requirements and it would be ineffective from a cost, schedule, and performance perspective to have any other source perform the type of efforts contemplated under this BOA.

6. Description of Efforts Made to Solicit Offers from as Many Offerors as Practicable.

Market research was conducted through a sources sought notice posted to the System for Award

Management (SAM) website on 25 May 2021 seeking sources from industry for support of production and retrofit integration, ECPs, production transition, and reliability/sustainability improvements on production and fielded V-22 aircraft, simulators and trainers. There was one

(1) capable response received from the Bell-Boeing JPO. Bell-Boeing has been the sole designer, developer, integrator, and producer of the V-22 tilt-rotor aircraft since 1983. The Bell-

Boeing team has the technical expertise, knowledge, and experience to address the sustainment needs of both the fielded and production V-22 aircraft today and in the future.

submitted a capability statement which demonstrated limited knowledge and related experience with some of the tasks required under this BOA and were unable to adequately demonstrate the capability to provide the requisite level of V-22 systems integration expertise or technical data that is essential to providing the entirety of the required tasking. As such, it has been determined that the aforementioned sources sought fulfills the

DFARS PGI 206.302-1 Request for Information/Sources Sought requirement for support of tasking contemplated under the Bell-Boeing BOA for the V-22 aircraft. In accordance with FAR

5.201, orders will be individually synopsized on the SAM website. The Contracting Officer will evaluate any responses received prior to award of each order. Additionally, parties interested in subcontracting opportunities will be referred to Bell-Boeing to maximize competition in subcontracted efforts.

7. Determination of Fair and Reasonable Cost.

The Contracting Officer has determined the anticipated cost to the Government of the supplies/services covered by this CJ&A will be fair and reasonable.

8. Actions to Remove Barriers to Future Competition.

For the reasons set forth in paragraph 5, NAVAIR has no plans at this time to compete future contracts for the types of supplies/support covered under this CJ&A. To remove future barriers to competition, the V-22 Program entered into a Common Configuration-Readiness and

Modernization contract with Bell-Boeing in 2017, which was designed to reduce the complexity of future integration efforts and may enable the potential for future competitive efforts for some of the tasking currently covered under this BOA. Technical data will be sought to improve

NAVAIR data repositories and enable future design and potential integration competition.

NAVAIR will continue to conduct market research and if other potential sources emerge, NAVAIR will assess whether competition or breakout opportunities are available.

Because this effort is a follow-on for supplies and services previously awarded on a non-competitive basis, in accordance with DFARS PGI 206.304(a)(S-70)(i), the prior CJ&A was provided to the approval authority to review. Approval of this CJ&A signifies that the approval authority made the determination required by DFARS PGI 206.304(a)(S-70)(ii).