VIPSAM RFP Question Resolution Matrix 28 Jun 10 FBO.doc

FA7014-09-R-0032

VIPSAM Question Resolution Matrix

Master List

(A/S/C)

Clarification: The Small Business goal is 23% of the total contract award amount, for example, if the contract total award amount was $100M, then based on the 23% goal, $23 Million would go to small business.

Under 19.702 Statutory requirements.

“Any contractor receiving a contract for more than the simplified acquisition threshold must agree in the contract that small business, veteran-owned small business, service-disabled veteran-owned small business, HUBZone small business, small disadvantaged business, and women-owned small business concerns will have the maximum practicable opportunity to participate in contract performance consistent with its efficient performance.

Requesting 23% fails to address the statutory requirements.

What percentage applies to , veteran-owned small business, service-disabled veteran-owned small business, HUBZone small business, small disadvantaged business, and women-owned small business concerns?

The Government established Small Business Goals based on Market Research and a Sources Sought Solicitation specifically addressing small business concerns that was sent out 30 Oct 2009. Responses from small businesses resulted in establishing a small business goal of 23%, inclusive of a Small Disadvantaged Business goal of 5% and a Service-Disabled Veteran-Owned Small Business goal of 3%, no other goals were established. These findings and the subsequent goals were then reviewed by the AFDW small business specialist and the Secretary of the Air Force Small Business office for concurrence.

Despite the established goals, offerors arre still required to address the referenced statuatory requirements in their subcontracting plan as the PWS expressly states that “the contractors proposal shall include a Small Business Subcontracting Plan and Small Business Participation Plan in accordance with FAR 19.704, 52.219-8, 52.219-9 Alt II and DFARS 252.219-7003.”

Support) De-icing)

aircraft on the East ramp.

If it is the intent of the Government to perform de-icing on both sides of the airfield, please verify that there is enough GFE to accomplish this requirement.

5.29 of the PWS states that “The contractor shall establish and conduct aircraft de-icing procedures IAW TO 42C-1-2 to support all 89 AW, 316 WG, 457 AS, Dept of Energy, Dept of the Army, and all transient aircraft, US and foreign, that transient JBA-NAFW (with general exception to aircraft on the East Ramp and all Navy Aircraft on the East Ramp regardless of hours or day of the week).” Although no deicing will be done for the permanent Navy Aircraft on the East Ramp, if an aircraft that falls under requirements above is parked on the East Ramp, the contractor may be required to provide deicing support, on the East Ramp, outside the hours of 0630-1730 (PWS 7.1).

This is a minimal requirement and is not expected to significantly increase workload. Priority is the PAG and DV Aircraft first.

The contractor is responsible for determining if GFE will meet requirements.

Recommend changing H-010 to ""+/- 10%""."

Significant changes should be “+/- 10%” not “+/-20%.”

H-010: MISSION CHANGES AND PROGRAM FLYING HOURS, will be edited to state that, “Significant mission changes (+/- 10% outside the range of mission requirements identified in the workload files, TE-4) will be negotiated as an equitable adjustment to the firm-fixed-prices shown in Section B.”

See clarification example in Question 2.

than 30 days after transition period begins." This is an unusual requirement in that typically during the Transition period the outgoing contractor maintains overall control of the contract while the new contractor observes and becomes familiar with the program. The incremental change requirement causes a couple of major concerns.

1. We are concerned that support for the mission will suffer as two companies under different leadership teams will not integrate well across company lines resulting in less than optimal support for 89th and 316th missions. Any large maintenance program, but especially the VIPSAM program, cannot afford to set up a situation where there in no unity of command and accountability. Additionally, an incremental shift of workforce will cause confusion within the workforce again reducing performance.

2. It is unclear how the Government would change the current contract with the incumbent if the Govt has already agreed to a Firm FIxed Price contract that does not end until the Transition period is completed.

Recommend the Government change the Transition requirement such that the new contractor assumes all responsibilities on contract start date which is the first day of the base period.

The Government has decided that an incremental transition is in the best interests of the Government.

The Incumbent Contractor will retain full responsibility until the end of the current contract period or if the Extension of Services clause is exercised, till the end of that extension period. The Government will then exercise the Continuity of Services clause (FAR 52.237-3) that will allow for an incremental transition of services over a 3 month period. Negotiations will be based on the terms of the clause in the current contract and the awarded offerors transition plan.

This allows the winning offeror to have the first 30 days of transition to observe operations while the incumbent has full responsibility, after which the incremental transition period will begin and progress until complete turn over of operations.

Q: Please clarify why there is a requirement for A&P certificate for helicopter mechanics.

This is the Government requirement and provides a recognizable standard level of training and experience.

PWS, page 70, para 6.2.1. This paragraph says the applicant must have completed "either military (U.S. Army's UH-1N Maintenance Test Pilot Course or USAF Functional Check Certification) or FAA test flight program for the UH-1N or Bell 212 within the previous 12 months."

There are many qualified Maintenance Test Pilots who have attended one of these courses but who have done so outside the "within the previous

12 months" window. The previous 12 month stipulation will significantly limit the pool from which to hire quality test pilots.

Recommend deleting the following: "within the previous 12 months"

The Government has revised this paragraph to state the following and will be included in a forthcoming amendment: “Aircrews must meet the training and qualification requirements of AFI 10-220 and DCMA 8210.1. Pilots must have a FAA commercial pilot certificate with rotorcraft, instrument ratings and satisfactorily completed a proficiency check within the previous twelve months. Pilots must have completed either the U.S. Army's UH-1H Maintenance Test Pilot Course, the USAF Functional Check Flight Certification or the FAA test flight program, in the UH-lN or commercial equivalent. Pilots must possess a current FAA Medical Certificate Second Class (at the contractors expense) and must have a minimum of 1500 hours first pilot with 500 hours experience in helicopters, of which at least 250 hours must have been in the UH-lN or commercial equivalent prior to performing FCFs.”

Aircrews must meet the training and qualification requirements of AFI 10-220/DCMA 8210.1. Pilots must have a FAA commercial pilot certificate with rotorcraft, instrument ratings and satisfactorily completed a proficiency check within the previous twelve months. Pilots must be a graduate of either the U.S. Army's UH-1 Maintenance Test Pilot Course, or USAF Functional Check Flight Certification or the FAA test flight program in the UH-l or civilian equivalent. Pilots must possess a current FAA Medical Certificate Second Class (at the contractors expense) and must have a minimum of 1500 hours first pilot with 500 hours experience in helicopters, of which at least 250 hours must have been in the UH-1 or civilian equivalent prior to performing FCFs.

52.245-1 to make it consistent with the language and with the 52.245-1 clause listing in Section I on page 118.

See response to question 12.

Q1: Recommend changing TE-9(h) to TE-8(h).

Q2: Please verify that the only Government vehicles the contractor is required to replace are the Deicer Vehicles.

A1: This has been revised; see response to Question 12.

A2: FAR 52.245-2 applies to all Government Furnished Vehicles listed in TE-8h.

Q: Please clarify whether the contractor will be given title to the Government Deicer Vehicles when they become unserviceable or whether they will be required to go to DRMO.

All Government provided vehicles listed in TE-8h that “fail or become no longer usable” will be delivered to DRMO; the Contractor will not be given title to these vehicles.

Q: Please verify that Plans and Scheduling personnel for helicopter operations require TS clearances.

Yes, they require a TS Clearance.

PWS 5.33.1 and PWS 5.33.7 state that the contractor will provide Isochronal and/or phased (as applicable) inspections utilizing guidance from AFI 21-101 and that a 30-50% reduction of OEM standard flow times can be assumed. TE4a(2) is referenced for historical isochronal data (workload data).

The OEM standard workload data flow time is predicated on: 1) The aircraft is a "new" aircraft (as confirmed by representatives from both Boeing and Gulfstream); 2) OEM workload data assumes the aircraft is already configured with all panels opened allowing access to the components/systems to be inspected; and; 3) OEM workload data represents the "look phase" of the inspection which may constitute an average workload of approximately a third of the total workload required for the inspections. AFI 21-101 states that both the "look phase" and the "fix phase" will be documented. OEM workload data listed in TE-4a(1)or

TE4a(2) does not include "fix phase" workload data or other workload for preparation and/or special items (i.e. depanel, getting access to the carded items, wash and lube, any service bulletins, TCTO's, Customer Bulletin's etc.).

OEM workload data may, on the average, account for only 30% of the actual total workload efforts for a phase or visit inspection.

Additionally, TE4a(1) identifies the workload data for A checks for the Boeing aircraft by MDS and not by aircraft number or average workload data. We have identified some significant variances between OEM workload data and the Tech exhibits and also caution the actual workload is different by aircraft number for the same numbered visit.

For example, TE4a(1) workload data for a 25A check for C-40B aircraft indicates a 32.06 man hours, but the actual OEM workload data for this aircraft is 82.15 man hours for this visit before adjusting for a 30-50% reduction in look time. Using the same example for a C-40B, 25A check for aircraft 0041, our actual total workload was 407.3 or 425.3 when adding the waxing task. Our total workload for this example includes the preparation, look phase, fix phase, engine runs for back lines and finish of complete inspection sold back to the flightline.

Q: Recommend that the workload data be evaluated to reflect total workload data that utilizes an average total time per aircraft MDS.

Q: Recommend deleting the word "Phase" from this section as the phase inspections only apply to the helicopters and the 30-50% reduction from OEM standards is not applicable to helicopter maintenance.

PWS Para. 5.33.7 has been deleted, PWS Para. 5.33.1 and 5.33.2 have been revised to address these questions. See revised PWS dated 29 Jun 2010.

PWS 5.10.2 states a requirement to "establish procedures for the ...

input of transient aircraft maintenance discrepancies into MIS, G081, or other AF approved maintenance information systems, as directed by the FD."

Since Andrews the majority of the TA provided services are for aircraft from other than the USAF, to include numerous commercial aircraft from around the world, it does not seem realistic to input maintenance discrepancies for all non-AF aircraft. Additionally, since Andrews TA does not function as an en-route maintenance facility but rather provides primarily stop and go services, it is normally the case that maintenance done by flight crews on the TA line would be treated as off station work and reported in debriefs back at their home station at the end of the mission, not to the TA staff.

Q: Recommend the Para be deleted.

5.10.2 Has been edited as follows and will be included in a forth coming amendment: “The contractor shall establish procedures for the debriefing of transient aircraft and capture/document timelines of pertinent info and events associated with repair of USAF aircraft classified as Non-Mission Capable (NMC). Aircrew personnel and repair teams dispatched to Andrews AFB for aircraft recovery/repair actions will be responsible for aircraft forms documentation and MIS inputs as per applicable Air Force directives and guidance from the Aircrafts home station (as applicable).”

PWS 5.33.7 States "the contractor shall provide a periodic phased inspection function utilizing AFI 21-101 for guidance...."

The standard flow time for estimated man hours is calculated based on:

1) A component level inspection; 2) The aircraft is already in the hangar configured with all of the panels removed allowing access to the components/systems to be inspected; and 3) Only conducting the "look phase" of the inspection which constitutes approximately a tenth of the total man hours required for the different inspections. AFI 21-101 states that both the "look phase" and the "fix phase" will be documented. TE4-h, Heli man hour data does not include any preparation or "fix phase" workload data such as preparation data (i.e. depanel, getting access to the carded items, wash and lube, any Time Change Items to include engine changes etc.). We estimate that the non-look phase hours account for approximately 90% of the total man hours for the inspections. For example, the PWS data for the B Phase Inspection reflects an estimated 79 (36 and 43 hours) man hours when our experience for the same Phase Inspection is 845 man hours without an engine change and 945 man hours with an engine Time Change included. These man hours include the preparation, look phase, fix phase, engine runs for back lines, FCF flight(s) and finish of complete inspection sold back to the flight line.

Q: Recommend the estimated man hour workload data be changed to reflect total estimated man hours to encompass all estimated man hours required per phase inspection.

The referenced PWS Para. 5.33.7, stating: “Inspection Section. The contractor shall provide a periodic phased inspection function utilizing AFI 21-101 for guidance to ensure that all aircraft -6 TO or applicable MPD/commercial inspection requirements are accomplished,” has been deleted in its entirety. The requirement is covered by 5.33.1 and 5.33.2, along with TE-4h.

PWS 5.25 states, "The contractor shall accomplish at least five deployments per year to prepare for such a contingency; exercises will last up to a three week duration. All additional deployments will be handled under over and above provisions."

Q: Please clarify if the contractor is to include costs for five deployments per year as part of the FFP submission or all deployment cost will be handled as Cost Reimbursable. If the contractor is to include the costs for five deployments per year, please provide data that can be used to estimate travel, lodging, and per diem costs.

Offerors shall not include the costs for the deployments as outlined in PWS Para 5.25 in their proposals. The deployments in Para. 5.25 are a type of TDY travel and costs for TDY travel shall be charged as outlined in PWS Para 11.11.2, TDY Travel, which has been recently updated to provide clarity for charging costs associated with TDY Travel. (PWS Para 12.4 Program Management Deliverables also updated)

Addtionally, PWS 5.25 has been edited as follows: The contractor shall provide input for movement of necessary supplies and equipment to the 1st Helicopter Squadron Commander for developing and updating a deployment plan for movement of aircraft as described below. Deployment, defined in this paragraph, is a TDY contingency operation, often to a non-UH-1N base, to support movement of up to 4 helicopters with necessary spares, support equipment and maintenance personnel to support mission requirements for up to 21 days. The contractor may accomplish up to five deployments per year.

TE-6b. Why are all the 1C-20B CL's (checklists) included within TE6b (Required Technical Data) when they have been rescinded by AMC and the SPO?

Direction was given to all other user/sites that the OEM commercial manuals(Aircraft Maintenance Manuals, AMM) will be used in lieu of the preexisting military developed checklists, which were never on a subscription service to be updated. Many of these documents floating around are over 10 years old and do not contain the latest required aircraft data to safely perform maintenance functions.

Recommendation- Remove from all C-20B checklists from TE-6b"

Although they were in use while this acquisition was being developed, the Government concurs that they are no longer applicable, and an amendment will be issued revising TE-6b.

PWS 5.3.3 states "The contractor shall notify the 1st Helicopter-DO and MCO immediately when the number of fully mission capable helicopters drops below 15."

PWS 5.23, last sentence states "Aircraft awaiting functional check flights or ground runs shall not be included in these requirements."

PWS 5.46 Performance Objective regarding helicopter operations are as follows:

1. Performance Objective: (#1) Provide all aircraft/helicopter MX functions. Performance Threshold: Adhere to acceptable quality levels outlined in TE-5 and quality standards in TE-3; Zero major discrepancies allowed; Minimum of 15 FMC helicopters on a 24/7 basis.

2. Performance Objective: (#18) Helicopter Mission Requirements. Performance Threshold: 15 FMC UH-1N aircraft and 17 FMC during contingency ops on a 24/7 basis (including holidays) 100% of the time.

To achieve 15 FMC aircraft daily means maintenance will have to provide 100% of all available helicopters 24/7 with a flying hour program that is increasing significantly and a parts pool that is decreasing significantly over time. The increase in flying hours and parts availability will cause more aircraft to be down more frequently and impact the potential for 15 FMC aircraft. Expected maintenance actions based on 18 total aircraft:

Each day, 1 helicopter will be in depot=17 possessed Each day, 1 helicopter in phase=16 max. possible FMC Each day, 1 helicopter requiring an FCF= 15 max. possible FMC

Q: It does not appear to be a realistic expectation to maintain a minimum of 15 FMC aircraft daily let alone 17 aircraft during contingencies. Request the 17 FMC requirement be deleted and the 15 FMC be reduced to 13 FMC.

Para 5.23 has been edited as follows: Helicopter Mission Requirements. The contractor shall make a minimum of 80% of assigned (PMAI and BAI) aircraft available for operations, 24 hours a day, 365 days per year. At least 80% of aircraft made available will be FMC (up to 20% may be PMC). The aircraft made available for operations may be used in varying combinations of alert, trainers and spares. During times of National Special Security Events or other heightened alert requirements, the contractor will be given a minimum of 7-days advanced notice to make a minimum of 16 aircraft available for operations (of which 15 must be FMC). Note 1: Historically this has only been required two or three times per year. Note 2: Aircraft awaiting functional check flights or ground runs shall not be considered “available for operations.”

Para 5.3.3 has been edited as follows: The contractor shall notify the 1st Helicopter-DO and MCO immediately when the number of helicopters drops below the standards in paragraph 5.23.

Para 5.46, Performance Thresholds, #1 has been edited as follows: The performance threshold Adhere to acceptable quality levels outlined in TE-5 and quality standards in TE-3

Zero major discrepancies allowed;

Minimum of 80% MC helicopters on a 24/7 basis

PWS 2.8.2.2. and PWS 2.20 (Environmental):

Q1: Who determines whether remediation is necessary/required and who chooses the remediation team and overseas/manages the work?

Q2: Who determines causation of the spill/release/leak/infraction and who then bifurcates remediation responsibility?"

The Government will investigate each incident, if a finding of remediation is substantiated, the Contracting Officer will issue a determination. Details of the remediation will be included in the CO’s determination.

PWS 6.1.7.1 states Scheduling personnel shall have current Top-Secret clearance.

Q: For further clarification, please advise if maintenance schedulers as opposed to aircrew schedulers require a TS clearance. Currently the maintenance schedulers require only a SECRET clearance."

Aircrew and Aircraft Schedulers require a TS clearance. Maintenance specific schedulers require only a secret clearance.

RFP Section L 4.3.1.c. The PWS reference number 5.40 in this subparagraph links to Contractor Re-Inspection of Government Aircraft Maintenance, not communications requirements.

Q: Does the Government mean PWS 5.44 Fixed Wing Mission Communications Systems? Does the Government mean PWS 5.44 Fixed Wing Mission Communications Systems?"

Section L.4.3.1.c will be revised to reference PWS 5.44 vice 5.40.

PWS Section C-4, Deliverables, Para 12.1. Please clarify where in the proposal Offerors are to include the Small Business Plan and Small Business Participation Plan? Furthermore, are they excluded from the Page count?

PWS Section C-4, Deliverables, Para 12.1. Please verify that the Phase -in Plan listed in the Deliverables table is met by the requirement in the solicitation for Section L, 4.3.5 Subfactor 5: Transition Phase-in. If not, will the Government please clarify?

The Small Business Plan and Small Business Participation Plan should be included with Volume 5. The solicitation will be amended to include the instructions.

PWS item 11.3.1.1 states: "Replacement of Government Furnished Equipment. The contractor shall be responsible for processing and ensuring replacement for all tools under warranty in TE-8. The contractor is also responsible for maintaining and replacing, as is, Government furnished vehicles in accordance with FAR 52.245-2 at the contractors own expense. If any of the vehicles fail or become no longer usable, the contractor will deliver them to DRMO for disposition."

RFP Section I, Pages 127/128 of 177, Clause 52.245-2 is quoted as follows: "(b) The Government bears no responsibility for repair or replacement of any lost, damaged or destroyed Government property. If any or all of the Government property is lost, damaged or destroyed or becomes no longer usable, the Contractor shall be responsible for replacement of the property at Contractor expense."

PWS 11.4.6 states, "All repair parts and consumable supplies for government furnished equipment/vehicles will be furnished by the government."

Question/Clarification: Will the Government provide all repair parts for equipment listed under FAR 52.245-2 as listed in TE-8h?

To clarify the requirement, Para. 11.4.6 has been deleted, Para. 11.3.1 has been shortened, Para. 11.3.1.1 is revised; and 11.3.1.2 is added which states, “For those items listed in TE-8 falling under the auspices of FAR 52.245-2, the contractor shall be responsible for processing warranty calls, if applicable, and identifying to the COR/COTR items requiring replacement. The contractor will be responsible for turning the item into DRMO once it is removed from TE-8, by contract modification, and the COR/COTR approves the turn in. The contractor shall provide all repair parts and consumable supplies (except POL, see ll.4.5) for government furnished equipment/vehicles within this category.“

RFP Section B added five new CLINs to the pricing hierarchy: CLIN

X012 Manpower Deliverables, CLIN X013 Administrative Deliverables, CLIN

X014 Program Management Deliverables, CLIN X015 Maintenance Deliverables, and CLIN X016 LRS Deliverables.

The manpower requirement necessary to deliver the services associated with each of these CLINs represent minor tasks performed by various employees and in total would represent fractions of an FTE. Breaking out these small labor costs for these tasks will result in small numbers.

Q: Please clarify the Government's intent with the addition of these CLINS. Are these CLINS to capture the small pieces of labor or associated non-labor items or both?

The data requirements are firm. Pricing is at the offeror’s discretion. Offeror’s may choose to price the data CLINS as Not Separately Priced (NSP).

RPF Section H, pg 115, H-014.

Q: Please verify that the Government has a Non-Disclosure Agreement in place with the Council for Logistics Research, Inc such that the Council for Logistics Research, Inc will not disclosure proprietary information provided by bidders.

Q: H-014, para (b)(2). Please clarify that the required information is to pertain to the Prime bidder or to the subcontracted partners or both.

The government has a Non-Disclosure Agreement in place with the Council for Logistics Research, Inc.

The required information in H-014, para (b)(2) pertains to both the Prime bidder and subcontracted partners.

RFP Sections A-K. Please provide a Microsoft Word version for bidders to be able to complete the model contract.

A word version of RFP Sections A-K will be provided.

The Department of Labor (DoL) announced the Service Contract Act Health & Welfare Fringe Benefit rate change effective June 22, 2010. The new rate is $3.50 (a 15 cent increase).

Since this has been announced and has a significant impact on pricing, will the Government amend the RFP to include this now known cost?

The new rate for the Service Contract Act Health & Welfare Fringe Benefit is applicable to the VIPSAM acquisition. The rate is changed from $3.35 to $3.50.

"PWS 10.2 requires refueling equipment to be IAW TO 37A-1-101 which requires 5th edition filter systems.

Q: Will the current waiver that the incumbent is operating under continue under the new contract or will all bidders be expected to include the costs of either upgrading the current vehicles or of buying refueling equipment that meets the TO requirements?

VIPSAM PWS Para 10.2 requires the contractors aircraft fuel servicing equipment to be in compliance with TO 37A-1-101, Para 2.4 and 2.5.

A: HQ Air Force Petroleum Agency (AFPET) did not approve the waiver and directed the removal of all absorption media monitors from aircraft serving equipment be replaced with micron type filtration.

"PWS 7.1.1 The contractor shall establish a transient aircraft operation that is responsible for all transient aircraft control, parking, servicing, inspections and maintenance as outlined in TE-4.

Recommend deleting the requirement to conduct inspections and perform maintenance. This is a function of an en-route unit, not a transient alert."

PWS Para. 7.1.1. has been edited as follows, “The contractor shall support all transient aircraft IAW transient alert concept outlined in AFI21-101. The contractor shall establish a transient aircraft operation that is responsible for all transient aircraft control, parking and servicing as outlined in TE-4. The contractor shall support aircraft on the west ramp on a 24/7 basis and support aircraft on the east ramp as mission requirements dictate. See the technical library references for frequency and estimated time of day services are required. Services include, but are not limited to, arrival services, processing services and departure services. Servicing priority is established by the DOD and Base Priority Response List.”

"PWS 7.3.6 The contractor shall provide a debriefing of transient aircraft within 15 minutes of each flight and ensure the input of transient aircraft maintenance discrepancies into MIS, GO81 or other AF approved information systems, as directed by the FD.

Recommend deleting this section in its entirety. TA has never had the capability to input TA maintenance discrepancies into MIS, GO81, or any other AF approved maintenance information system. In addition, while many arrivals/departures are AMC aircraft, most are not. Currently TA interfaces with the aircrews to complete a needs assessment. (This recommendation has already been submitted referencing PWS 5.10.2 submitted 6/10/10. )"

The reference for this paragraph has been deleted.

"PWS 7.3.8 The contractor shall provide fireguard and assist crewmembers in post flight/preflight and engine shutdown/start checklists.

Recommend deleting "assist crewmembers in post flight/preflight and engine shutdown/start checklists". TA personnel have the ability to provide a fireguard but are not trained on specific post flight/preflight and engine shutdown/start checklists."

PWS Para. 7.3.8 has been revised as follows, “The contractor shall provide fireguard and assist crewmembers in post flight/preflight and engine shutdown/start checklists. Contractor personnel will not be utilized and/or expected to accomplish post flight/preflight inspections and engine shutdown/start checklists requirements". However, contractor personnel shall assist crewmembers as necessary from an observatory perspective. Some examples are; giving the all clear signal to start an engine, move a flight control, thumbs up for wing tip clearance, etc…common aircraft maintenance actions that require another set of eyes; crewmembers bear full responsibility for the aircraft systems operation and/or applicable aircraft inspections.”

"PWS 7.3.9 The contractor shall install/remove gear locks, safety pins, grounding wires, chocks and necessary devices to ensure the aircraft is safe. The contractor shall ensure aircraft commanders brief contractor personnel on locations of explosive devices, safety devices and precautions to be observed. Only qualified contract employees shall install egress pins. The contractor shall verbally confirm with the aircraft commander that all systems containing explosive devices, such as egress, jettison and flare systems are made safe. The contractor shall make appropriate entries in aircraft forms. Prior to aircraft departure, the contractor shall ensure all aircraft panels are secured for flight. The contractor shall also replace any unserviceable chocks and store all excess chocks in designated area. Q: TA functions do not normally include installing/removing gear pins or ejection seat pins.

These are action normally performed by the aircrew who are most familiar with the operation and safety requirements of their specific aircraft.

Additionally, forms documentation other than servicing is the aircrew's responsibility.

Q: Recommend changing the para to read: "The contractor shall install/remove grounding wires, chocks and necessary devices to ensure the aircraft is safe. The contractor shall ensure aircraft commanders brief contractor personnel on locations of explosive devices, safety devices and precautions to be observed. The contractor shall obtain from the aircraft commander confirmation that all systems containing explosive devices, such as egress, jettison and flare systems are made safe. The contractor shall document all servicing actions. Prior to aircraft departure, the contractor shall make a visual inspection to ensure all aircraft panels are secured for flight. The contractor shall also replace any unserviceable chocks and store all excess chocks in designated area."

PWS Para. 7.3.9 has been revised as follows, "The contractor shall install/remove grounding wires, chocks and necessary devices to ensure the aircraft is safe. The contractor shall ensure aircraft commanders brief contractor personnel on locations of explosive devices, safety devices and precautions to be observed. The contractor shall obtain from the aircraft commander confirmation that all systems containing explosive devices, such as egress, jettison and flare systems are made safe. The contractor shall document all servicing actions. Prior to aircraft departure, the contractor shall make a visual inspection to ensure all aircraft panels are secured for flight. The contractor shall also replace any unserviceable chocks and store all excess chocks in designated area."

PWS 7.3.10 The contractor shall retrieve deployed aircraft deceleration chutes from transient aircraft and deliver to host base life support. The contractor shall pick-up and install repacked chutes for transient aircraft only and perform visual check of drag chute system on transient aircraft.

Recommend changing "deliver to host base life support" to provide deployed chute to aircraft commander for return to home station.

Recommend deleting requirement "install repacked chutes. Installation of repacked chutes is aircrew's responsibility.

1. Please verify that on base there is not a shop with the capability to repack aircraft deceleration chutes. If there is and the Govt now wants us to deliver and pick up we should be able to do this.

2. What is entailed with doing a visual check of drag chute system on transient aircraft? Maybe we should be asking for definition of the visual ck requirement vice just saying no. Again, if the Govt wants this, we as a contractor need to figure out how to do it and price it accordingly. Just because we don't do it now doesn't mean we can't do it. If we think any of these will add significant cost, we might want to offer that up and see if they opt out."

PWS Para. 7.3.10 has been revised as follows, "The contractor shall retrieve deployed aircraft deceleration chutes from transient aircraft and provide chute to aircraft commander for return to home station. When requested, the contractor shall assist transient aircrew with chute installation."

PWS 7.3.11 The contractor shall install/remove engine intake/duct covers and all other covers on all transient aircraft remaining longer than four hours or if conditions warrant.

Installation of covers is an aircrew responsibility.

Recommend changing the para to read: "The contractor shall assist aircrew, when requested, install/remove engine intake/duct covers and all other covers on all transient aircraft remaining longer than four hours or if conditions warrant."

PWS Para. 7.3.11 has been revised as follows, "The contractor shall assist aircrew, when requested, install/remove engine intake/duct covers and all other covers on all transient aircraft remaining longer than four hours or if conditions warrant."

PWS 7.3.12 The contractor shall inspect for hydrazine leaks on aircraft with hydrazine systems. When leaks are present the contractor shall notify the MOC, Fire Department, Airfield Tower or Base Ops for alternate parking locations.

The contractor does not have the equipment or the training to inspect for hydrazine leaks.

Recommend changing the para to read: "If the presence of hydrazine is detected or suspected, the contractor shall notify notify the MOC, Fire Department, Airfield Tower or Base Ops for alternate parking locations."

PWS Para. 7.3.12 has been revised as follows, “Contractor personnel shall be trained in detecting hydrazine leaks. If the presence of hydrazine is detected or suspected, the contractor shall notify the MOC, Fire Department, Airfield Tower or Base Ops for alternate parking locations.”

PWS 7.3.13 The contractor shall inform the MOC of aircraft status.

The contractor is limited in ability to determine the aircraft status.

Recommend changing to: "The contractor shall notify the MOC if the aircraft status is Code One No Discrepancies, NMC or PMC only. "

PWS Para. 7.3.13 has been revised as follows, “The contractor will not determine aircraft status with regard to pilot reported discrepancies (PRD’s). However, the contractor shall notify the MOC if the aircraft status is Code One “No Discrepancies”, NMC or PMC as per direction of the aircraft commander or other designated aircrew member.”

"PWS 7.3.14 The contractor shall perform aircraft maintenance documentation of applicable forms IAW 00-20 series technical orders.

Recommend delete in its entirety. Transient Alert does not perform aircraft maintenance. Only forms entries would be for servicing certification on AFTO Form 781H."

Recommendation noted, no change will be made.

PWS 7.3.15 The contractor shall perform visual inspection of airframe and components IAW applicable technical data and immediately inform aircraft commander and MOC of any discrepancies.

TA personnel are not familiar with the technical data for all types of aircraft that fly in and out of Andrews AFB.

Recommend changing the para to read: "The contractor shall perform visual inspection of airframe and immediately inform aircraft commander and MOC of anything that appears to be a discrepancy."

PWS Para. 7.3.15 has been revised as follows, "The contractor shall perform visual external inspection of the airframe and immediately inform aircraft commander and MOC of anything that appears to be a discrepancy."

PWS 7.3.19 The contractor shall be responsible for ordering, monitoring and controlling all necessary parts for all transient aircraft through the COMBS/CLS, SBSS or AF approved system. Any parts ordered for AMC Aircraft through the COMBS CLS for transient aircraft shall be approved through XOCL.

Please clarify if the contractor is responsible for ordering, monitoring and controlling all necessary parts for all transient aircraft through the COMBS/CLS, SBSS or AF approved system regardless of Service or nationality or only for AMC aircraft."

PWS Para. 7.3.19 has been revised as follows, "The contractor shall be responsible for ordering, monitoring and controlling all necessary parts for all DOD aircraft through the COMBS/CLS, SBSS or AF approved system. Any parts ordered for AMC Aircraft through the COMBS CLS for transient aircraft shall be approved through XOCL."

PWS 7.3.20 The contractor shall document all reimbursable supplies, equipment and services provided to aircraft identified by MOC as civil air carriers not on AF contract. The contractor shall complete Billing Request for Reimbursable Support, AF Form 726.

1. Recommend changing "MOC" to "ATOC and Base Operations" as the places that provide the information.

2. Please clarify the requirement for the use of AF Form 726 for Billing Request for Reimbursable Support. AF Form 726 is titled Transient Aircraft Service Record not Billing Request for Reimbursable Services.

Billing is currently handled by a locally generated form.

PWS Para. 7.3.20 has been revised as follows, “The contractor shall document all reimbursable supplies, equipment and services provided to aircraft identified by MOC as civil air carriers not on AF contract. The contractor shall complete Request for Reimbursable Support; by completing applicable information on the front side of the AFT Form 349 and develop a locally generated spread sheet depicting services rendered; vehicle use, applies, labor, Pilot, and other pertinent aircraft information which shall be provided to DFAS."

PWS 7.3.21 Upon aircrew arrival, the contractor shall brief crew members on aircraft status and coordinate aircrew requirements/services (e.g., fuel, transportation requirements) with MOC.

1. Recommend deleting "the contractor shall brief crew members on aircraft status" as this is not a TA function but rather an en-route function.

2. Recommend changing "MOC" to "ATOC and fuels" as those are the correct coordination functions.

Recommendations are noted, no change will be made.

PWS 7.3.22 The contractor shall notify MOC upon aircrew arrival at aircraft, aircraft engine start, taxi and block in/out times.

Request clarification of this requirement as this data is currently captured in the Transient Alert daily log and not called into MOC.

Recommend this remain as currently executed.

This reference has been deleted from the PWS.

1. Will the Government provide Schedule B in Excel spreadsheet format for final submission?

The pricing matrix will be provided in an excel spreadsheet format.

RFP Section B, pg 2 states "The Period of Performance (POP) includes a 4 month phase-in period, 8 month base period, 6 one (1) year options, and 1 four (4) month option."

Q: Please clarify the Government's intent for pricing the last 4 month option. Should bidder's price this period as if all program costs are included or is the intent to price a partial program cost assuming some sort of transition out? If assuming some sort of transition out, please provide the parameters for the changing pricing across the 4 month period.

Bidders should price the last 4 month option period as if all program costs are included. The last 4 month option period is not a phase out period of performance.

RFP Section B, pg 2 states "The Period of Performance (POP) includes a 4 month phase-in period, 8 month base period, 6 one (1) year options, and 1 four (4) month option." Pg s 93 through 101 define CLINS for a 6 month "Extension of Services" period which does not match the Pg 2 POP and is not discussed or defined anywhere in the RFP or PWS.

Q: Please clarify what the Government's requirement/intent is for these CLINS. Are these CLINS to be priced as if the contractor is simply continuing full operations for the 6 month period?

The 6 Month Extension of Services Period in the solicitation is provided to price the period of performance allowed by FAR 52.217-8 Option to Extend Services. The AF now requires price evaluation for the Extension of Services period at the time of contract award in order to exercise this option.

PWS 10.2 requires refueling equipment to be IAW TO 37A-1-101 which requires 5th edition filter systems.

Q: Will the current waiver that the incumbent is operating under continue under the new contract or will all bidders be expected to include the costs of either upgrading the current vehicles or of buying refueling equipment that meets the TO requirements?

See answer to question number 35.