DRAFT_PWS_STS_Mating_Disruption_Aerial_Applications_19Nov21.pdf

US Department of Agriculture (USDA)

Performance Work Statement

19 November 2021

Contents Project Title General Information

1.0 Background and Purpose

2.0 Definitions

Contractor Requirements

3.0 Technical Requirements / Tasks

1 AIRCRAFT OPERATIONS

2 APPLICATION AIRCRAFT OPERATIONS

3 OBSERVATIONAL AIRCRAFT REQUIREMENTS

4 AVIONICS REQUIREMENTS AND SPECIFICATIONS

5 RESTRAINT SYSTEMS CONDITION INSPECTION GUIDELINES

6 FIRST AID KIT

7 AVIAITON OPERATIONS BRIEFING CERTIFICATE

8 FUEL SERVICING SPECIFICATIONS

9 AIRCRAFT GUIDANCE AND TRACKING EQUIPMENT

10 AUTOMATED FLIGHT FOLLOWING

11 DISPERSAL SYSTEMS

12 PRODUCTS AND APPLICATION PROCEDURES

13 SAFTEY MANAGEMENT SYSTEM (SMS) COMPONENTS QUESTIONNAIRE AND ACIDENT

HISTORY

4.0 Deliverable / Schedule

5.0 Government Furnished

6.0 Contractor’s Key Personnel

8.0 Security Requirements

9.0 Data Rights

10.0 Section 508 - Electronic and Information Technology Standards

11.0 Performance Requirement Measures

Project Title Slow the Spread Mating Disruption Aerial Applications

General Information

1.0 Background and Purpose

The United States Department of Agriculture, Forest Service (FS) cooperative National Gypsy Moth Slow the Spread program (STS) works collaboratively with 11 states [Illinois (IL), Indiana (IN), Iowa (IA), Kentucky (KY), North Carolina (NC), Ohio (OH), Minnesota (MN), Tennessee (TN), Virginia (VA), West Virginia (WV), and Wisconsin (WI)] to reduce the rate of spread of gypsy moth (Lymantria dispar). Aerial applications of mating disruption are annually implemented to suppress newly established gypsy moth populations in the STS program. Two formulations are currently registered for these applications. These disruptant pesticides are formulated to slowly release the active ingredient, racemic disparlure which is a synthetically produced gypsy moth pheromone, over a period of several weeks when gypsy moth adults are active and mating. The cloud of pheromone that is released disrupts the male moth’s ability to locate and mate with female moths, thereby suppressing the following year’s population.

Applicators use aircraft suitable for the mission and equipped with dispersal systems that are custom built for the product to be used. The intent of this procurement is to contract for aerial application of mating disruptants during five summer treatment application periods (2022, 2023, 2024, 2025, and 2026) as part of the FS STS program .

There are two companies that formulate disruptants, which are currently registered with the Environmental Protection Agency (EPA) and available for use. Hercon produces Disrupt II GM®. ISCA Technologies makes SPLAT- GM Organic®. For simplicity’s sake, Hercon’s products will simply be referred to as Disrupt and ISCA Technologies’ products will simply be referred to as SPLAT throughout the remainder of the solicitation and exhibits. All products require custom built dispersal systems (Exhibit 12). Aerial application of mating disruptants under this procurement will target newly established gypsy moth populations in the program area, which may establish in the states of NC, VA, TN, KY, WV, OH, IN, IL, IA, WI and MN. Treatments are applied just prior to the flight period of the adult male moth. The start of moth flight is dependent on local weather and can range from late May in eastern North Carolina and Virginia to early August in northern Wisconsin and Minnesota. The typical application doses range from 3 grams active ingredient per acre (g ai/ac) to 30.4 g ai/ac may be utilized, but the 6 and 15.2g ai/ac doses are most commonly used.

Application is sub-divided into three acreage items. In the past five years, the STS program has treated approximately 307,002 ±15% (mean ±15%) acres across the three Items (See Historical Application Data file). Item 1 includes work in the southern states of the STS program (KY, NC, TN, VA, and WV) and has a treatment window extending from late May to mid-July. Item 2 includes states in the central region of the STS program (IL, IN, and OH) and has a treatment window that extends from early June to early July. Item 3 includes states in the northern region of the STS program (IA, MN, and WI) and has a treatment window that extends from late June to early August. If exercised, the option year information (treatment block table, maps, production rates, updated wage determinations, etc.) will be provided early in the calendar year.

The contractor shall provide all application and observation aircraft, Disrupt/sticker or SPLAT, operational disruptant dispersal system specific to the product provided, aircraft guidance and tracking equipment (DGPS), automated flight following (AFF), miscellaneous service equipment, ground and flight personnel, supplies (except those provided as Government-furnished property and services), and all other incidentals to perform these services in accordance with the technical specifications contained herein. In the event of inconsistencies within the technical specifications, the following order shall be used in such resolution:

1. Typed provisions of these specifications.

2. Forest Service supplements and/or exhibits incorporated by reference.

3. Federal Aviation Regulations (14 CFR) incorporated by reference.

4. Aircraft manufacturer's specifications.

5. Other documents incorporated by reference.

The treatment blocks include a mosaic of different land use/land cover types such as forest, crop fields, pastures, residential, urban, roads, streams, rivers, lakes, and ponds. Pesticide label requirements dictate that some of these areas not be treated with disruptants; therefore, two acreage estimates are provided for each block (treatment block size known as polygon acres and the government’s best estimate of the treatable acres inside the treatment polygon. Blocks in the same geographical area with similar treatment timing requirements have been grouped into one of the three Items.

Treatments can be applied up to 14 calendar days prior to the start of male moth flight but must be completed before moth flight starts to be effective. This two-week period is called the biological window. In each Item, the project will start where moth flight is the earliest in Item 1, and then progress through the project areas in Items 1, 2, and 3 to align with the most optimal biological window. The table below (Table 1.1) presents the government’s best estimate of the dates when the work will begin in each of the project areas that are part of the 2022 Items.

The start dates are estimates only and are based on the 20-year normal weather data for each project area. The actual date when flight starts each year can vary by as much as 15 days around the normal and is dependent on local weather patterns in the current year. If moth flight is expected to begin earlier or later than normal, the start work dates will also be adjusted to ensure treatments are completed within the biological window. The contractor must be prepared to start work at least 15 days earlier or later than estimated here.

Swath spacing during application will be 100 feet unless replicated research validates a wider swath per the specifications in Exhibit 12. Treatments will commonly receive one application of a disruptant at a dose of 6 or 15.2 g ai/ac (see the accompanying excel file for a list of treatment blocks from the last five years by state, dose, Item, project area and estimated start date). However, option years may include a range of doses from a low of 3 g ai/ac to a high of 30.4 g ai/ac.

Treatment block boundaries and doses cannot be finalized until one month prior to project implementation in order to comply with the National Environmental Policy Act and the National Pollutant Discharge Elimination System.

A short description of each of the items follows.

Item 1

This item includes all of the treatment blocks in the states of KY, NC, TN, VA, and WV and is commonly subdivided into four project areas where all of the blocks in a project area have similar treatment timing.

1. VA study/check plots: This project area includes the study plots in Virginia, which is composed of 4 to 8 small blocks, each 125 acres, that are 100% forested. Although the blocks are located in the Virginia mountains, they are geographically distinct from the other project area in Virginia. The study plots can be treated on the ferry to and from the Item 1 project area.

2. Eastern Virginia & North Carolina: The project area covers a wide geographic expanse and will require long ferries or the use of multiple airports as a base of operation. Treatment blocks are commonly treated from an airport near Danville, VA, but treatment blocks can range from coastal NC and VA, the piedmont of NC and VA, and the foothills of NC and VA. The terrain is flat to gently rolling and the blocks are primarily rural and forested. Treatment times may range from late May to mid-June.

3. NC, TN, and VA Mountains: Treatment blocks in this project area are located in steep mountainous terrain in southwest VA, western NC, and northeastern TN. Blocks are rural and densely forested in these areas and treatment timing ranges from mid-June to mid-July. Due to the late moth flight in the mountainous areas, these blocks may be treated out of sync with the treatment blocks in Item 1, 2, and 3.

4. KY and WV: In WV, treatment blocks are not consistently treated every year. A low number of blocks have been treated in this area since the start of the STS program and this trend is likely to continue. The STS program has not treated blocks in KY to this date. However, as the program shifts west into the state more treatment blocks may become more common. The treatment blocks in this area range from mountainous to rolling hills and application timing ranges from mid-June to early July.

Item 2 This item includes all of the treatment blocks in IL, IN, and OH. The work is commonly divided into 6 project areas where all of the blocks in a project area have similar treatment timing. The treatment timing for this item ranges from mid-June to early July with treatment timing commonly progressing from project area 1 to 6.

1. Southern OH: The treatment blocks in this project area are located in the rolling mountains of southeast OH. The blocks are including residential areas in the suburbs of small towns and forested areas bisected by rivers and creeks.

2. Central OH: This project area includes treatment blocks in central OH where the terrain ranges from gently rolling in the east to mostly flat in the west. Treatment blocks represent a wide range of locations, including rural areas, the outskirts of smaller towns with scattered residential areas, urban and suburban areas of Columbus, or rural areas scattered with homes. The landscape in these blocks’ ranges heavily forested to agricultural areas dotted with small woodlots.

3. Northern OH: This project area includes treatment blocks scattered across the flat agricultural area in northwest OH. Treatment blocks mostly include residential areas near the towns of Marion, Findlay, and Lima and rural, agricultural areas dotted with small woodlots.

4. IN: Treatment blocks in IN are located mostly in the northern part of the state. These blocks are characterized by flat terrain and located in rural areas interspersed with agricultural fields and woodlots.

5. Central IL: This project area is located in the Chicago suburbs and agricultural area of central Illinois. The blocks include communities and residential areas as well as large areas of agriculture, which is bisected by creeks, and dotted with homes and small woodlots.

6. Northern IL: These treatment blocks are located in northern IL, generally near the towns of Freeport and Rockport or west of this area. The treatment blocks are primarily rural and partly forested or dotted with small woodlots.

Item 3 This item includes all of the treatment blocks in IA, MN, and WI. The work is commonly divided into 6 project areas. The treatment timing for this item ranges from late June to early August with treatment timing commonly progressing from project area 1 to 6.

1. Southern WI: These treatment blocks are located in the rolling hills of southwest Wisconsin. The blocks are a patchwork of forests, fields, and rural residences near the communities of Platteville, Boscobel, and La Crosse.

2. IA: These treatment blocks are located in the rolling hills of northcentral and northeastern IA. The blocks are a patchwork of forests, fields, and rural residences. Previous treatments have been located in Allamakee and Clayton Counties.

3. Southeastern and Central MN: These treatment blocks are located in the rolling hills of southeastern MN.

The blocks are a patchwork of forests, fields, and rural residences spanning from Houston, Winona, and Wabasha Counties to the Twin Cities.

4. Central WI: The blocks are predominantly rural and are either a patchwork of forests, fields, and neighborhoods or scattered residences. These blocks are generally located in the surrounding areas of Eau Claire, including Chippewa, Dunn, Buffalo, Pepin, Barron, and Rusk Counties.

5. Northern WI: The blocks represent a mix of forests, lakes, and agricultural lands in or near Douglas County.

6. Northeastern MN: The blocks represent a mix of forests, lakes, and agricultural lands. Blocks are commonly in the surrounding areas of Duluth.

Production Rates Hourly production rates are estimated by the Government to aid the Offeror(s) in planning the number of application aircraft that will be needed to complete a given project area within the timeframe allotted. Production rates are calculated using polygon acres flown rather than actual acres treated. Production rates are important to the success of any project, but are critical to this project, which encompasses multiple states with varying insect development schedules, and requires numerous moves between bases of operation that are scattered across the states. Failure to perform at these rates may jeopardize treatment effectiveness by missing the biological window and result in termination of the contract for default.

In Table 1.1, the Government provides best estimates of project start dates, days available to work, flight hours available to spray, and required hourly production rate (polygon acres flown per hour) necessary to complete the work within the biological window available for each item. These are estimates only; and, as provided elsewhere in this contract, it is the contractor’s responsibility to plan and operate in a manner to accomplish all work within the timeframes, and in consideration of the conditions that actually occur. The Government will cooperate to the maximum extent practicable to facilitate the contractor's work.

The following assumptions were used in calculating the required production rates (polygon acres flown per hour) for each item / project area.

1. Twenty-year average weather data was input into a phenological model that predicts insect development such as the date when adult male gypsy moths will emerge and start to fly. Output from the model is used to select an appropriate start date for each treatment block. These dates may vary with weather patterns in the current year.

2. Treatment blocks were then grouped by geography and insect development into project areas and an estimate of the work start date was selected for each.

3. In each Item, the project will start where moth flight is the earliest then generally move west and north through the states and project areas and end where moth flight is the latest. Each project area must be completed within the total workdays listed in below in Table 1.1 to ensure that a) the project area is completed before adult male moth flight begins and b) the next project area(s) in line for work can also be completed before the start of adult male moth flight. In some cases, the number of days available to work may be further constrained because the work is located in densely populated urban areas where treatment must be completed quickly.

4. Although the maximum allowable flight time available each day for spraying under this contract is 8 hours, historical flight hours used per day of operation averages only about 5 hours because of mandatory rest days, inclement weather, and moves between bases of operation. Therefore 5 hours of flight time is used as the average available for each day of work.

5. Acres are the estimate of total polygon acres within in each item and project area.

6. Production is defined as the polygon acres divided by the flight hours during operations (exclusive of flight time for moves between project areas). The ferry distance to the block(s), hopper size, fuel capacity, dose, speed of the aircraft, turn radius, lane separation, block size, pilot skills, and other project or aircraft related factors influence the production rates achieved. All of these factors must be considered by the Offeror(s) when calculating the number of application aircraft to be offered for each item / project area in order to meet the required production rate for each.

Table 1.1. Average for start date, days planned, hours to spray, total of polygon acres, and hourly production rates required in each of the for the base year of the contract (2022). The annual averages and minimum/maximum were determined from the previous five years of work in the STS program and five hours of work were used to calculate the average total planned days of work.

Item Project area

Annual estimated start work date

Average total planned workdays

Average estimated hours to spray

Average polygon acres

Average production rates requested (polygon acres flown per hour) and (minimum/maximum production rates requested in a project area) 1 Study plots First week of June 0.9 4.4 1,000 250 (100/400)

1 Southern First week of June 5.6 28 93,636 3,231 (871/3,930)

2 Central Third week of June 6.5 35.6 111,665 3066 (1,117/4,403)

Item Project area

Annual estimated start work date

Average total planned workdays

Average estimated hours to spray

Average polygon acres

Average production rates requested (polygon acres flown per hour) and (minimum/maximum production rates requested in a project area) 3 Northern Last week of June 9 45 158,376 3,385 (1,399/4,362)

When contractor(s) have complied with production rates, but weather delays prevent completion of an item or project area within the allotted work days, the remaining work will either be completed or eliminated prior to moving to another item or project area. The Government will determine the completion or elimination of work depending on the circumstances, including such factors as the weather forecast, the stage of gypsy moth development, and the number of acres involved.

Reporting Date for Aerial Application Activities Unless otherwise agreed to by both parties, two days prior to the estimated start work date will be the initial project reporting date for aircraft(s), pilots, and equipment in order to confirm that aircraft have been inspected, spray systems are calibrated, spray deposits characterized and to conduct a pre-spray safety and coordination meeting. The Contractor shall have all equipment in compliance with the specifications and in readiness to move in when notified. The reporting date(s) are subject to change depending on the developmental stage of the insect to be sprayed thus the contractor must be prepared to start a minimum of 15 days earlier or later than estimated.

The Contractor will be given a minimum of three days’ notice for the initial reporting date. The reporting date may be adjusted by mutual agreement due to inclement weather or other reasons beyond the control of either party.

Maps and Other Files See Attachment 2 and 3 [Historical Application Data (2017 to 2021) and Mating disruption treatment blocks from 2017 to 2021], for maps and an Excel file for 2017 to 2021 treatment history. The Excel file cross-references each block by item, project area, dose, size (both polygon acres and an estimate of treatable acres within the block) and treatment timing will be provided in the spring of each year.

See the STS Map Library at http://www.gmsts.org/library.html for names and location of proposed treatment blocks for the base contract year and option years. Select the Treatment Vicinity drop down menu to download the maps of interest for each Item.

An STS KML Service for viewing treatment blocks for the base contract year and option years in Google Earth can be accessed at http://www.gmsts.org/treatments.html, then select the highlighted “STS Treatment KML Service” near the top of the page. Updates to the treatment block boundaries may continue to occur until May of each year. This will open Google Earth with the STS treatment blocks added to your temporary places folder. Be sure to save the link to the STS treatments file in ‘My Places’, not ‘Temporary Places’ if you wish to access it again without going back to the STS website. The STS treatments file should update with any changes each time it is opened in Google Earth.

In May of each year, prior to the start of work, shapefiles formatted for use in the Contractor’s DGPS will be posted at http://www.gmsts.org/treatments.html. Once posted the files can be accessed by selecting the state(s) of interest and downloading the mating disruption treatment file (MD in the file name) for that state. Each state file contains all of the mating disruption blocks located in that state.

2.0 Definitions

DEFINITIONS

http://www.gmsts.org/library.html http://www.gmsts.org/treatments.html http://www.gmsts.org/treatments.html

Aircraft Accident. An occurrence associated with the operation of an aircraft, which takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked, and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage.

Aircraft Incident. An occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations.

Airspace Conflict. A near mid-air collision, intrusion, or violation of airspace rules.

Alternate Base. A base, other than the designated base, established to permit operation from vicinity of a project area.

Aviation Hazard. Any condition, act, or set of circumstances that exposes an individual to unnecessary risk or harm during aviation operations.

Backcountry Airstrips. Runways that typically do not have a hard surface runway, whether charted or uncharted.

Backcountry Airstrips are designated as such by RAO letter and require agency authorization for agency and vendor pilots to use when conducting Forest Service aviation missions.

Cargo. Any material thing carried in the aircraft.

Civil Twilight. Begins in the morning and ends in the evening when the center of the sun is geometrically 6 degrees below the horizon.

Contractor. An operator being paid by the Government for services.

Crewmember. A person assigned to perform duty in an aircraft during flight time.

Fatal Injury. Any injury, which results in death within 30-days of the accident.

Federal Aviation Regulations. Rules and regulations contained in Title 14 or the Code of Federal Regulations.

First Aid. Any medical attention that involves no medical bill. If a physician prescribes medical treatment for less than serious injury and makes a charge for this service, that injury becomes "medical attention."

Flight Time. Pilot flight hour computations shall begin at liftoff and end at touchdown.

Forced Landing. A landing necessitated by failure of engines, systems, components, or incapacitation of a crewmember, which makes continued flight impossible, and which may or may not result in damage.

Flight Risk Assessment Tool (FRAT): A daily or flight-dictated component of the continuous systematic process of identifying and controlling risk in flying activities.

Fully Operated. The Contractor shall furnish the aircraft, pilots, and other personnel, repairs, operating supplies, service capability, and other incidentals necessary to the operation of the aircraft.

General Aviation. That portion of civil aviation that encompasses all facets of aviation except air carriers.

Ground Mishap, Aircraft. An aircraft mishap in which there is no intent to fly; however, the power plants and/or rotors are in operation and damage incurred requiring replacement or repair of rotors, propellers, wheels, tires, wing tips, flaps, etc., or an injury is incurred requiring first aid or medical attention.

Incident-With-Potential. An incident that narrowly misses being an accident by NTSB definition in which circumstances involve some aircraft damage, property damage, or minor injury to crew or passengers.

Classification of Incidents with Potential is determined by the US Forest Service, Risk Management Branch.

Instrument Flight Rules. As defined in Chapter 91 of the Federal Air Regulations of the FAA.

Life-Threatening. A situation or occurrence of a serious nature, developing suddenly and unexpectedly and demanding immediate action to prevent loss of life.

Maintenance Deficiency. An equipment defect or failure which affects or could affect the safety of operations, or that causes an interruption to the services being performed.

Mishap (Aviation). Mishaps include aircraft accidents, incidents-with-potential, aircraft incidents, aviation hazards and aircraft maintenance deficiencies.

Night. The time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the American Air Almanac, converted to local time.

Official Sunset and Sunrise. The times when the upper edge of the disk of the Sun is on the horizon, considered unobstructed relative to the location of interest. Atmospheric conditions are assumed to be average, and the location is in a level region on the Earth's surface.

Operational Control. The condition existing when an entity exercises authority over initiating, conducting, or terminating a flight.

Operating Agency. An executive agency or any entity thereof using agency aircraft, which it does not own.

Operator. Any person who causes or authorizes the operation of an aircraft, such as the owner, lessee, or bailee of an aircraft.

Passenger. Any person aboard an aircraft who does not perform the function of a flight crewmember or crewmember.

Pilot-In-Command. The pilot responsible for the operation and safety of the aircraft during the time defined as flight time.

Point-to-Point. A flight that originates at one FAA-designated airport, seaplane base, or permanent helibase (identified in the FAA Airport/Facilities Directory or FAA Sectional Aeronautical Charts) with flight route to another FAA-designated airport, seaplane base, or permanent helibase. The flight is conducted for the transportation of persons or cargo for administrative purposes only. A Point-to-point Flight is conducted higher than 500 feet above ground level (AGL), except for takeoff and landing. Any flight deviations for the purpose of conducting mission-related tasks must require the flight be reclassified as a Special Use Mission Flight. These types of flights are typically referred to as Administrative Use of Aircraft Flights, which require the aircraft and pilot be approved for Point-to-point Flight. Point-to-point Flights do not include any Special Use Mission Flight as identified below

Precautionary Landing. A landing necessitated by apparent impending failure of engines, systems, or components, which makes continued flight inadvisable.

Product: For the purpose of this solicitation product means either Disrupt/sticker, SPLAT.

SafeCom. Aviation safety communiqué. The agency form FS 5700-14, SAFECOM: Aviation Safety Communiqué, used to report aviation mishaps or hazards; this form is also approved for interagency use as Form OAS-34 (report any condition, observation, act, maintenance problem, or circumstance with personnel or the aircraft that has the potential to cause an aviation-related mishap).

Serious Injury. Any injury which: (1) requires hospitalization for more than 48-hours, commencing within 7-days from the date the injury was received; (2) results in a fracture of any bone (except simple fractures of fingers, toes, or nose); (3) causes severe hemorrhages, nerve, muscle, or tendon damage; (4) involves any internal organ; or (5) involves second or third-degree burns, or any burns affecting more than 5% of the body surface.

Special Use Mission Aircraft. Aircraft approved for other than point-to-point only missions. Transportation is limited to personnel required to carry out the special use mission of the aircraft.

Substantial Damage. Any damage or failure which adversely affects the structural strength, performance, or flight characteristics of the aircraft, and which would normally require major repair or replacement of the affected component. Engine failure or damage limited to an engine if only one engine fails or rotor or propeller blades, and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wing tips are not considered “substantial damage" for the purpose of this part.

Trip. The elapsed time between the time that an aircraft leaves its designated base point and time of return to that point.

Visual Flight Rules. As defined in Chapter 91 of the Federal Air Regulations of the FAA.

ACRONYMS

AFF Automated Flight Following AC Advisory Circular AGL Above Ground Level A&P Airframe & Powerplant (Mechanic) AD Airworthiness Directive ASM Aviation Safety Manager ASTM American Society for Testing Material ATC Air Traffic Control CAB Civil Aeronautics Board CG Center of Gravity CFR Code of Federal Regulations CO Contracting Officer COR Contracting Officer’s Representative DGPS Differentially Corrected Global Positioning System – Based Aircraft Guidance & Tracking System DOL Department of Labor DOT Department of Transportation ELT Emergency Locator Transmitter EPA Environmental Protection Agency FAA Federal Aviation Administration FAR Federal Aviation Regulations or Federal Acquisition Regulation (as applicable) FRAT Flight Risk Assessment Tool FS Forest Service FSS Flight Service Station GFP Government Furnished Property GPS Global Positioning System ICAO International Civil Aviation Organization IFR Instrument Flight Rules IP Institute of Petroleum MEL Minimum Equipment List NFPA National Fire Protection Association NTSB National Transportation Safety Board OEM Original Equipment Manufacturer PIC Pilot-in-Command PPE Personal Protection Equipment PPH Pounds per Horsepower SB Safety Bulletin SDS Safety Data Sheets SPCC Spill Prevention, Control & Countermeasures SPLAT GMO SPLAT Gypsy Moth Organic disruptant product STC Supplemental Type Certificate STS Slow the Spread TBO Time between Overhauls TSO Technical Standard Order USDA United States Department of Agriculture VFR Visual Flight Rules VPI Virginia Polytechnic Institute and State University

Contractor Requirements

3.0 Technical Requirements / Tasks

OVERVIEW

The contractor must provide a sufficient number of aircraft and pilots to meet production rates, to facilitate communication between application aircraft and the base (Exhibit 3.4) (in all states except WI who provide their own observation aircraft from the Department of Natural Resources), and other duties as specified herein to support the work in all states. Application aircraft must be outfitted with proven, custom built dispersal systems for the product to be applied (Exhibit 3.11). Application and observational aircraft and pilots must meet the annual maintenance standards set by the FS (Exhibit 3.2 and 3.3).

The contractor is responsible for purchase, transportation, storage, loading and security of the disruptant and sticker (if applicable). The government will supply the active ingredient (racemic disparlure) needed to formulate the product of choice to the appropriate company. The contractor must provide a sufficient quantity of disruptant (either Disrupt/sticker or SPLAT) to treat the acreage at the specified doses (Exhibit 12). Labels and Safety Data Sheets (SDS) for disruptant and sticker must also be provided.

Once the spray operation begins, all aircraft assigned to this project (as specified by the Contractor) are to remain until the project is completed, unless released by the Contracting Officer (CO) or designated Contracting Officer’s Representative (COR).

The Contractor is responsible for the repair or replacement of any faulty or substandard equipment, including aircraft, DGPS, AFF, or dispersal system within 24 hours.

The Contractor must provide DGPS that meets the specifications of this solicitation in all application aircraft (Exhibit 9). DGPS is NOT required in Observation aircraft.

The Contractor must provide Automated Flight Following (AFF) that meets the specifications of this solicitation for all aircraft (Exhibit 10).

All operations will conform to Federal Aviation Administration (FAA) requirements, manufacturer's pesticide label instructions, Department of Transportation (DOT) policies, and the appropriate state requirements for storage, transportation, loading and application of insecticides. The Contractor is responsible for obtaining pesticide licenses, aerial application licenses, insurance and other applicable licenses, clearances, and documentation for full compliance with all applicable laws and regulations regarding aerial pesticide application in all of the states included in this project prior to treatment activities.

The Contractor is responsible for determining congested area status of the treatment blocks and for obtaining approval from FAA to treat these areas.

The Contractor is responsible for obtaining all materials (Disrupt/sticker or SPLAT) that are needed to test and document the operational status of their dispersal equipment as specified in Exhibit 3.11. The Contractor is responsible for providing the area(s) to be used for calibration and characterization trials of the application aircraft(s). The area selected for the trials must have the approval of the landowner. Calibration will be conducted prior to project implementation. If an aircraft has characterization trial data on file with the Government, the aircraft may be re-characterized at the discretion of the COR.

It is the responsibility of the Contractor to keep the dispersal system clean and functioning at all times. The contractor is responsible for providing all materials and equipment needed to clean and maintain the dispersal system. It will be the responsibility of the Contractor to load the application aircraft with SPLAT or with Disrupt/sticker.

Any spills will be the responsibility of the Contractor to clean up and dispose of according to Federal and State laws and regulations. It shall be the responsibility of the Contractor to properly dispose of all empty Disrupt and SPLAT containers and all empty sticker containers according to label requirements and State laws and regulations.

Airport Facilities

The Government does not maintain a list of approved airports. It is the responsibility of the Offeror to select airport(s) to be used as a base of operations for this project and to make any necessary arrangements for use with the airport manager, including areas for calibration and characterization. The Offeror shall coordinate access for federal and state cooperators to the airport and product loading area.

The Contractor shall abide by all Exhibits, which are included below. The number and title of each Exhibit is:

1 Aircraft Operations 2 Application Aircraft Requirements 3 Observation Aircraft Requirements 4 Avionics Requirements & Specifications 5 Restraint Systems Condition Inspection Guidelines 6 First Aid Kit (Aeronautical) 7 Aviation Operations Briefing Certificate 8 Fuel Servicing Specifications 9 Aircraft Guidance and Tracking Equipment 10 Automated Flight Following 11 Dispersal Systems 12 Products and Application Procedures 13 Safety Management System Components Questionnaire

1 AIRCRAFT OPERATIONS

1.1 General

Regardless of any status as a public aircraft operation, the Contractor shall operate in accordance with their approved Federal Aviation Administration (FAA) Operations Specifications and all portions of 14 CFR 91 (including those portions applicable to civil aircraft) and each certification required under this contract.

A Government representative may inspect the pilot’s Interagency Airplane Pilot Qualification Card for currency before any flight. The Government has mission control and can delay, terminate, or cancel a flight at any time.

Except for take-off, landing, and aerial application, flight below 500-feet AGL is prohibited. During application the aircraft shall maintain a height of 100 to 200 feet above treetops.

Smoking is prohibited within 50-feet of fuel servicing vehicle, fueling equipment, or aircraft.

A pre-work meeting between the Government, participating state agencies, and the Contractor along with their primary crew members shall be held prior to the start of work and each time a state is entered for the first time.

The Contractor’s primary crew members must attend any prework meeting that is scheduled. The meeting may include but is not limited to: (1) review of the contract in detail, (2) operational procedures (dispatch, flight following, hazard/risk assessment and reduction, airspace coordination, incident/accident reporting, etc.) and (3) specific assignments and plan for the project area to be treated. An initial treatment plan will be provided to the COR seven days prior to beginning work in that area.

1.1.1 Pilot Authority and Responsibilities

The Pilot-In-Command (PIC) is responsible for the safety of the aircraft, loading and unloading of occupants, cargo, and product and for dispersal system checks prior to take-off. The pilot shall comply with the directions of the Government, except when in the pilot's judgment compliance will be a violation of applicable federal or state regulations or contract provisions. The pilot has final authority to determine whether the flight can be accomplished safely and shall refuse any flight or landing which is considered hazardous or unsafe.

The pilot is responsible for computing the weight and balance for all flights and for assuring that the gross weight and center of gravity do not exceed the aircraft's limitations. Pilots shall be responsible for the proper loading and securing of all cargo including pesticides. The pilot must be responsible for ensuring that there are no maintenance discrepancies prior to flight. Any discrepancy must be addressed in accordance with the operator's procedures and this contract.

Pilot will use an approved 14 CFR 135 or 137 cockpit checklist for all flight operations (as applicable).

All engines shall be shut down while loading or unloading passengers, cargo, or products (Exhibit 8 and 12). For propeller-driven aircraft, the propellers shall have ceased rotation. The pilot shall remain at the aircraft controls until the engine is shut down and propellers have ceased rotation.

Equipment shall be located in or on the aircraft in such a manner as to not cause damage or obstruct the operation of equipment or personnel. All cargo shall be properly secured. The pilot shall not permit any passenger in the aircraft or any cargo to be loaded therein unless authorized by the CO or COR.

1.1.2 Passenger Briefing for Observational Aircraft

Before each takeoff, the PIC shall ensure that all passengers have been briefed in accordance with the briefing items contained in 14 CFR 135 including (as applicable):

1. Use of seat belts and/or shoulder harness

2. Ingress/Egress procedures

3. Emergency Locator Transmitter (ELT)

4. Oxygen system

5. First Aid & Survival Kit

6. Personal Protective Equipment

7. Location of Fire Extinguisher

In those instances where short flights are made, the briefing does not need to be repeated unless new passengers come aboard.

1.1.3 Flight Plans

Pilots shall file and operate on a FAA, International Civil Aviation Organization (ICAO), or agency flight plan.

Contractor flight plans are not acceptable. Flight plans shall be filed prior to takeoff when possible. Pilots must plan flights, so landing is achieved with VFR fuel minimums.

1.1.4 Flight Following

Pilots are responsible for flight following with the FAA, ICAO, or in accordance with FS approved flight following procedures. When departure or arrival times will not be met within 30-minutes, the pilots shall notify the appropriate COR/Forest Service dispatch office/coordination center/unit of the delay.

When performing aerial application, pilots are required to flight follow in accordance with the Unit Aviation Management Plan, normally every 15-minutes. When performing point-to-point flights, check-in shall not exceed 1-hour intervals under normal circumstances. Either radio/voice or AFF are acceptable methods of flight following.

1.1.5 Manifesting

Prior to any takeoff, the PIC shall provide the COR or designated on site inspector center with current passenger information (observation aircraft) or load information (product and fuel on board).

1.1.6 Fuel Reserve

To provide adequate fuel reserve all operations shall comply with 14 CFR 91.

1.1.7 IFR/Night

Single-engine aircraft operations shall not be conducted in instrument meteorological conditions or night conditions as defined in 14 CFR with Government personnel on board.

Notwithstanding the FAA definition of night in 14 CFR Part 1; for operational purposes night shall mean: 30-minutes after official sunset to 30-minutes before official sunrise, based on local time of appropriate sunrise/sunset tables nearest to the planned destination.

Pilots flying night missions shall not land at an airport unless it meets FAA lighting standards. Single-engine aircraft flights at night may be authorized by the Forest Service dispatch office/coordination center only for ferry when:

1. Requested by the pilot

2. No occupants other than pilot(s) are aboard

3. The flight is conducted in accordance with 14 CFR Part 91

4. Agency flight and duty limitations are observed

1.1.8 Fuel Servicing

(See Exhibit 3.8)

1.1.9 Security of Aircraft, Equipment, and Product

Any aircraft used under this contract will be physically secured and disabled via a duallock method during off-duty hours. Any combination of two different anti-theft devices designed to lock aircraft flight control surfaces when not in use or designed to secure an aircraft to the ground are acceptable, provided they are appropriate for the aircraft. Operational environments and personnel safety must be considered when selecting the locking devices and methods to be used.

Removal and/or disabling of locking devices and methods must be incorporated into preflight checklists to prevent accidental damage to the aircraft and must be installed in a manner which precludes their inadvertent interference with in-flight operations. Key control procedures must be used for any lock. The security of aircraft, equipment, and product used under this contract is the responsibility of the Contractor, and must meet the the following minimum security requirements:

Application aircraft must have lock/key access to the aircraft cockpit and product dispersal system and at least two of the following:

1. Ignition disabling device - key operated

2. Propeller lock/key

3. Keyed magneto, starter switch, or master power switch

4. Hidden battery cutoff switches or start relay switches

5. Throttle/power or mixture/fuel lever lock

6. Locking fuel cutoff

7. Locking tie down cable

8. Propeller lock, chain lock, or cable lock

9. Locking wheel lock or chock

10. Locking “club” type devices for control yoke

11. Using only locking aircraft doors and fenced or gated parking areas are unacceptable methods

Fuel Servicing Equipment

1. Lock/key access to fuel storage tanks and/or fuel servicing vehicle

Product

1. Lock/key access to mixing and/or storage tanks

2. Lock/key access to storage facilities

3. Key control/inventory/security/chain-of-custody procedures

Security

1. The Contractor shall be responsible for the security of the product(s) and sticker from the time it is released from the manufacturer through the time of application. The Contractor must be able to provide documentation disclosing the chain-of-custody for the products upon request of the CO at any time during the project. If the integrity of the products has been compromised in any way resulting in a failure to maintain product security, all spray operations will cease until the Contractor can resolve these issues to the satisfaction of the COR and CO, and approval is granted to resume operations.

1.1.10 Aviation Operations Briefing Certificate

The Contractor shall ensure that each pilot reviews the contract and signs the Forest Service Aviation Operations Briefing Certificate found in Exhibit 8. A current signed certificate shall be submitted to the CO and COR prior to operating under the contract and annually thereafter. Certificates will be maintained with the pilot approval records.

1.2 Accident Prevention and Safety

The Contractor shall furnish a copy of all reports required to be submitted to the FAA by the Federal Aviation Regulations (FAR) that relate to pilot and maintenance personnel performance, aircraft airworthiness or operations. The Contractor will submit an FAA Form 8010-4, Malfunction or Defect Report, or file electronically in the FAA’s Service Difficulty Reporting system any maintenance deficiency identified in 14 CFR Part 21.3(c), 135.415 or as requested by the government for what it considers a significant discrepancy.

Following the occurrence of a mishap, the CO will evaluate whether noncompliance or violation of provisions of the contract, the FAR applicable to the Contractor's operations, company policy, procedures, practices, programs, and/or negligence on the part of the company officers or employees may have caused or contributed to the mishap. The occurrence of the mishap may constitute default in the performance of the contract. A finding of default under the above cited conditions shall entitle the Government to exercise the right to terminate the contract for cause as provided in the “Contract Terms and Conditions” as stated herein.

The Contractor shall keep and maintain programs necessary to assure safety of ground and flight operations. The development and maintenance of these programs are a material part of the performance of the contract.

Examples of such programs are (1) personnel activities, (2) maintenance, (3) safety, (4) risk management, and (5) compliance with regulations.

When, in the sole judgment of the CO, the safety programs will not adequately promote the safety of operations, the Government may either issue a Stop Work or terminate the contract for cause as provided in the “Contract Terms and Conditions” as stated herein. The Contractor shall fully cooperate with the CO in the fulfillment of these applicable clauses. The CO may suspend performance of this contract work, during the evaluation period used to determine cause as stated above.

1.2 Mishaps

1.2.1 Mishap Definitions

As used throughout this contract, the following terms will have the meanings set forth in Exhibit 1

1. Airspace Conflict

2. Aviation Hazard

3. Incident with Potential

4. Maintenance Deficiency

5. SAFECOM

The following terms are as defined in 49 CFR Part 830:

1. Aircraft Accident

2. Fatal Injury

3. Incident

4. Operator

5. Serious Injury

6. Substantial Damage

1.2.2 Reporting

The Contractor shall immediately and by the most expeditious means available, notify the National Transportation Safety Board (NTSB) and the FS (agency ASM) when an "Aircraft Accident" or NTSB reportable "Incident" occurs within any company operations, whether under the Contract or not. Also, the FS shall immediately be notified when an "Incident-with-Potential" occurs.

The toll free 24-hour Interagency Aircraft Accident Reporting Hot Line number is:

1-888-4MISHAP (1-888-464-7427)

The ASM may be contacted during normal work hours by calling (208) 387-5607

Following a mishap, the CO will evaluate whether the Contractor was in compliance with contract provisions or with the FAR applicable to the Contractor's operations, company policy, procedures, practices, or programs, or whether there was negligence on the part of the company officers or employees that may have caused or contributed to the mishap. The Contractor must fully cooperate with the CO during this evaluation.

1.2.3 Forms Submission

Following an "Aircraft Accident" or when requested by the NTSB following the notification of a reportable "incident," the Contractor shall provide the FS with the information necessary to complete a NTSB Form 6120.1 “Pilot/Operator Aircraft Accident Report”.

The Contractor must submit a "SAFECOM" within 5 days upon the occurrence of any condition, observance, act, maintenance problem, or circumstance which has potential to cause an aviation-related mishap. Submission via the internet at http://www.safecom.gov is preferred. Blank SAFECOMs and assistance in submitting SAFECOMs can be obtained from FS. The submission of an NTSB Form 6120.1/2 does not replace the Contractor's responsibility to submit a “SAFECOM”.

If an airspace conflict is the category for the Safecom, Project Aviation Manager shall ensure and Aircraft Conflict Initial Report is also completed https://www.nwcg.gov/sites/default/files/committee/docs/iasc-draft-aircraft-conflict-report.pdf,

1.2.4 Wreckage Preservation

The Contractor shall not permit removal or alteration of the aircraft, aircraft equipment, or records following an "Aircraft Accident”, “Incident”, or "Incident-with-Potential" which results in any damage to the aircraft or injury to personnel until authorized to do so by the National Transportation Safety Board (NTSB Sec. 830.10 Preservation of aircraft wreckage, mail, cargo, and records) and the CO. Exceptions are when threat-to-life or property exists; the aircraft is blocking an airport runway, etc. The CO shall be immediately notified when such actions take place.