Responses_to_Industry_Comments_ _Questions_-_30_June_2014.pdf

RESPONSES TO QUESTIONS FROM INDUSTRY

1. Performance WORK Statement (PWS) 1.3.2 COMBS Supply Support: Will the contractor be responsible for the support of Mission Communications systems spare parts? Will a list of non-green aircraft (military equipment) support requirements that a contractor is responsible for be provided by the USAF in the next PWS release?

Response: The Government will provide a list of Government Furnished Material items that will be provided or that have special supply processes. The Government will NOT provide a list of items the Offeror is responsible for.

Offerors are responsible for all items not listed as provided as GFM or under special supply processes. The GFM and special supply process items would include the DoD issued crypto systems and other items spared through the DoD supply system. However, the list of these items is FOUO and will be provided through the Defense Technical Information Center (DTIC) process to cleared Offerors only after release of RFP. Other non-Green items including, but not limited to, the executive furnishings, additional communication systems, auxiliary fuel systems, passenger entertainment system, etc., are all required items of COMBS support.

2. PWS 1.11.2 Mission Capability (MC) Rates: Are non-FMC (Fully Mission Capable) passenger convenience items, and mission communication systems, etc. included in a contractor’s MC rate calculations?

Response: Any item listed in the Minimum Equipment List (MEL) as a required item for the aircraft or specific mission will be included in the MC rate calculation

3. PWS 1.15.2 - Military Flight Operations Quality Assurance (MFOQA) Support: PWS states only full CLS sites; will the partial CLS sites be responsible for data upload to Aircraft data Acquisition and Distribution System (ADADS)?

Response: Yes; the PWS has been updated to clarify this.

4. PWS 1.6.2.3.1.3 and 1.6.2.5: Due to the vast difference between 737 classic and Next Generation Extended Operations (ETOPS) aircraft, will the SPO require Field Service Representatives (FSRs) and on-aircraft maintenance personnel to be experienced on 737 NG and 757-200 aircraft, have at least 3 years’ experience on ETOPS aircraft and aux fuel.

Response: No

5. PWS 1.18.5.2: C-40 engines; with 11 of the 15 aircraft in the fleet being C-40’s, why only 1 insurance spare?

Response: The updated PWS has eliminated the requirement for dedicated spares. It will be up to each offeror to determine spares strategy to include requirements and placement, but they must meet MC rates even for engine issues.

6. PWS 1.18.7.7/1.18.7.8.2: Seems to have a conflict in Support Equipment (SE) calibration requirements? Please clarify equipment that needs to transit Test, Measurement and Diagnostic Equipment (TMDE) shops at Main Operating Bases (MOBs).

Response: This will be reworded. Based upon a waiver from the AF Metrology and Calibration Office (AFMETCAL), the PWS will require Government Furnished Material (GFM) TMDE be calibrated by the local Precision Measurement Equipment Laboratory (PMEL) shop. Contractor Owned/Furnished TMDE shall be sent to a commercial calibration laboratory performing measurements traceable to the National Institute of Standards and Technology (NIST) and that meets FAA requirements.

7. PWS 3.2.2: Could you please review the incumbent role (Incoming contractor?) for responsibility at the start of full-scale performance?

Response: This paragraph deals with the end of the contract resulting from this solicitation (e.g. Transition Phase-Out). The incoming contractor for the next (e.g., the follow-on contract after the contract resulting from this solicitation) would be per that new contract and will not be discussed here.

8. PWS 3.2.5.3: Subscription Services: Will a list of all required subscription services be provided?

Response: A list of minimum subscriptions will be provided when the Transition Phase-Out services are executed.

9. Since the draft PWS 14-1 is silent on most normal CLS-type technical order sustainment activities, will this function continue to reside with the OEM?

Response: Primary system maintenance and update of the tech orders will not be part of this contract.

10. PWS 1.17.6.7: Maintenance Data Rights – does the government intend to negotiate “Unlimited Data Rights “for all data collected as part of this PWS?

Response: See the Data Rights clauses. Offerors shall be required to submit agreement to all contract clauses. This is a bid process, not a negotiated award.

11. PWS 1.2.6 (FAA) Equivalency/Requirements: Very limited commercial airline operators have approval to pool parts on the current C-32A and C-40B/C fleet support contract by authority of an agreement letter from the FAA. This agreement is not transferable to third parties, as it stipulates approval authority for only certain current contract execution parties. Within this section, the Air Force states the USAF has policy and procedural agreements with the FAA to include parts pooling. Will the USAF provide those agreements for contractor review?

Response: That statement will be removed from the PWS. If the Offeror’s plan of execution requires extraordinary approval from the FAA for their strategy, it will be their responsibility to obtain such coordination and approval.

12. PWS 1.3.1 Common Tasks: There is no mention of supporting landing gear spares or overhaul for either fleet in the draft 14-1 PWS. Will this be a requirement under the future contract?

Response: Yes: The PWS has been updated to address these.

13. PWS 1.17.1 - Depot Level Maintenance for Covered Aircraft IAW AFI 21 Series Publications and Applicable Data: 14 CFR 145.205 stipulates 145 repair stations: “must follow the air carrier’s program and applicable sections of its maintenance manual.” Is the USAF going to provide a USAF Ground Maintenance Manual (GMM) or similar document to describe requirements such as ETOPS, Reduced Vertical Separation Minimum (RVSM), CAT III, auxiliary fuel systems, etc. in the next release of the Draft RFP, so these type requirements can be thoroughly understood by the prime and depot contractor?

Response: The documents are currently in development and won’t be ready in the final form until after the RFP release. We plan to release draft documents to support proposal development.

14. PWS 1.18.5.2 C40 B/C Engines: In reference to this section, the USAF is asking for the contractor to provide one spare engine for the fleet of 11 aircraft and 22 installed engines. This requirement seems low based on section 1.18.5.1 for the C32A Engine requirement. The USAF is requiring 2 spare engines in support of 4 C-32A aircraft with 8 installed engines. Please clarify the minimal requirement for the C-40B/C. Also for additional clarification, will the contractor be responsible for the spare engine cost to cover Government engine repair and overhaul on both these fleets, as borrow/lease may not be the most economical solution?

Response: See the answer to question 6. The cost of the spare engine will only be paid for when used as a cost per operating hour after authorization from the PCO. Any costs for insurance, dedicated spare engines, or lease agreements to meet your MC rate must be in your Cost per Flying Hour of COMBS CLINs.

15. Are there any restrictions on the use of commercial used Life Limited Parts (LLP) in the maintenance of engines so long as they meet the minimum build requirement?

Response: They will not be allowed.

16. Do you accept engine maintenance deviations, Engineering Support Activities that are already approved in the commercial world?

Response: Not as a blanket process. You would have to request approval through the Technical Assistance Request process.

17. Have Parts Manufacturer Approval (PMA) parts been previously approved for maintenance of engines?

Response: Not to our knowledge

18. Will engine scrap rate history and LLP Time-Since-New (TSN) / Cycles-Since-New (CSN) data be provided for accurate provisioning and pricing?

Response: We will provide the time and cycle data for each engine that is available. The C-40s have no scrap history as the first engine to be removed was only recently done for FOD and is being evaluated. For the C-32A, we will provide component data available, but full scrap history is not available.

19. In regards to PWS paragraph 1.18.5.2. C-40B/C Engines; When will the engine service records be available for review for the 22 engines owned by the Government?

Response: The Government will provide available data when the proposal is released

20. Regarding the spare engine requirement, will the Government release service records showing how many spare engines have been required to provide insurance for engine repairs/overhauls and to maintain NMCS performance requirements?

Response: We will provide engine change history for the C-32A. The C-40 only recently had its first engine removal event.

21. SUPPLIES OR SERVICES AND PRICES/COSTS, C-32A and C-40 B/C Contractor Logistics Support, item (e), titled DELIVERIES OR ORDERING PERIOD, states, “ Incentive options periods may be earned in accordance with Special Contract Clause H-007.” This should reference H-008 INCENTIVE OPTION PERIODS.

Response: The proposal clauses have been significantly modified and this reference has been removed.

22. PWS paragraph 1.18.5.3, titled C-32A Auxiliary Power Units (APUs), states, “The spare APUs need not be in the exact same configuration as the AF engines, but must have FAA certification to operate with the C-32A aircraft as configured.” “Engines” should be changed to read “APUs.”

Response: The PWS has been corrected.

23. PWS paragraph 1.18.5.4, titled C-40 APUs, states, “The spare APUs need not be in the exact same configuration as the AF engines, but must have FAA certification to operate with the C-32A aircraft as configured.” “Engines” should be changed to read “APUs.”

Response: The PWS has been corrected.

24. The FY 14 National Defense Authorization Act (NDAA) added additional guidance to procuring activities which requires the evaluation of either tier 1 or all of the tiers.

Has the government considered revising the Small Business (SB) participation requirement in lieu of the FY14 NDAA?

Response: The level III tier limitation will remain. The NDAA language does not affect this.

25. Since insurance spares are no longer required for engines, APUs, and landing gear, what is the response time for establishing leases for High Value Assets?

Response: The Contractor shall be responsible for maintaining Not Mission Capable -Supply/Partial Mission Capable Supply (NMCS/PMCS) rates to include high value items.

26. How will aircraft downtime be allotted for scheduled/planned engine, APU, and landing gear changes?

Response: The Contractor shall be responsible for maintaining NMCS/PMCS rates to include high value item spares. Where accomplished in conjunction with depot level maintenance as a scheduled event, that will be part of the timeline for the turn-around-time for that depot visit. NMCS/PMCS is not normally charged when in depot possession. If an engine change occurs at the MOB or for an AOG, NMCS/PMCS hours will be charged per the PWS (from the time the item the offeror is notified of the need until the item is presented at the work site for maintenance. For scheduled engine changes, there should be no NMCS/PMCS time since the engine would be pre-positioned to support the scheduled event.

NMCM/PMCM time would apply until the engine change and checkout is complete.

27. Is the response time for leased assets the same as for “on-the-shelf” contractor owned assets?

Response: The response time is not changed due to an individual contractor’s support strategy. The contractor’s support strategy must support the contract’s readiness rates.

28. For on and off station Aircraft on Ground (AOG) engine, APU and landing gear changes, a CLS provider can argue that these changes are unforeseen and therefore the time should not count against the contractor’s NMC/PMC time. What is the SPO’s direction for these type mission capability time accounting issues?

Response: Under standard AF reporting, this is part of the NMC/PMC factors.

No additional adjustment is provided.

29. PWS Paragraph 1.18.6: If a contractor does not have dedicated High Value parts and/or an FAA approved maintenance plan, how does one lease and replace from available commercial leasing sources w/o depot refresh of the leased asset? 1. Since the cost of bringing leased assets back to 14 CFR 121/145 status may likely be much higher than for owned assets, will the charges be allowed as an over and above?

Response: No. The contractor’s strategy and high value use cost rate must reflect all associated charges. The only exception would be induced damage.

30. PWS Paragraph 1.18.6: If a contractor does not have dedicated High Value parts and/or an FAA approved maintenance plan, how does one lease and replace from available commercial leasing sources w/o depot refresh of the leased asset: 2 - Since the actual cost of returning these leased HVA assets to 14 CFR 121/145 status will not be known until the leased asset is repaired, how will the SPO account for these unknown costs to ensure the government is obtaining the best cost and lowest risk when compared to a government or contractor owned inventory asset?

Response: The contractor’s strategy and high value use cost rate must reflect all associated charges. The only exception would be induced damage.

31. PWS Paragraph 1.18.6: Landing Gear and 1.18.7, Engine and APUs: These paragraphs require the contractor to cover the transportation of High Value Assets within the basic contract if the asset requirement is within 250 miles of the four MOBs or the depot location. Since the PWS no longer requires pre-positioned High Value Assets under the contractor insurance spare category, does the government desire the contractor to include pricing for the shipment of High Value Assets based on their High Value Asset support philosophy for the four MOBs and depot location? Please verify the shipping for High Value Assets within 250 miles of the MOBs and depot is not considered an over and above requirement.

Response: Shipping costs (within 250 miles) for the asset must be factored into the spare engine rate. Shipping within 250 miles is not an authorized over and above requirements.

32. PWS Paragraph 1.14.4.1: Field Technical Assistance/Support; and Answer 4 to PWS Questions released on 18 April 2014: Since the Air Force is not requiring experience on these C-32A and C-40B/C specific aircraft, and therefore, CLS providers may not have the depth and breadth of experience necessary to maintain these aircraft in total without use of the T.O. 00-25-107 process, can a contractor expect to be in another status other than NMCS/PMCS or NMCM/PMCM (NMC-Maintenance\PMC- Maintenance) while awaiting the SPO’s -107 response for systems repair clarification?

Response: The Contractor must be capable of performing to PWS requirements.

Being unable to perform PWS tasks due to lack of experience or training (both of which are contractor’s responsibility) are not justification for or proper use of the T.O. 00-25-107 process and no adjustment to readiness rate would be allowed.

33. What authority does the Air Force have to exchange parts and High Value Assets in an open FAA approved commercial parts pool, since military aircraft don’t normally have parts pooling authority. How will the Air Force pay for refurbishment of High Value Assets when they are pulled off the Air Force aircraft to reinstate FAA certification for use once again in the commercial pool? Are these costs considered an appropriate over and above charge? How will the Air Force ensure continued 14 CFR 121-like compliance of High value Assets?

Response: The contractor is responsible for supporting their strategy to include any extraordinary approval from FAA. No over and above charges shall be allowed for refurbishment or recertification of high value assets. Any associated costs must be reflected in the use rates for these assets.

34. Appendix L, Instructions to Offerors, Table 2.2 titled Proposal Organization states the Technical Volume page limit is 67 pages. However, if you add all of the individual Technical Volume page limits together they add up to 73 pages. Can the Government clarify the page limit for the Technical Volume?

Response: This will be corrected.

35. Can the Government define the date on which the Bidder’s Library will be made available to all potential bidders?

Response: The Bidder’s library will be established at or near the formal release of the RFP.

36. Can the Government provide a Government Furnished Property Listing as part of the draft Request for Proposal?

Response: That is planned as an attachment to the RFP.

37. As a follow-up to the Government’s 18 Apr response to use of Life Limited parts in engines and APUS, it appears that the Government has left open the potential use of LLPs. Can the Government clarify the use of overhauled, restored, or repaired commercial used serviceable material LLPs?

Response: For the purpose of the proposal and planning, Offerors shall not assume Government approval for the use of overhauled, restored, or repaired commercial used serviceable material LLPs in their proposals or rates. It is not the Government’s intent to authorize the use of these parts, but the Government reserves the right to authorize such action when it is in our own best interest with appropriate consideration from the Offeror.

38. Does deletion of “parts sharing” from PWS 1.2.6 affect the incumbent team’s ability to pool parts (sharing between military and commercial operations)?

Response: No. The Government is not removing “Parts Pooling” as a means of support only as a reference in the PWS. It is up to each offeror to determine their support strategy and obtain any extraordinary approvals required to implement that strategy.