Questions_and_Answers.pdf

QUESTIONS AND ANSWERS (Q&A)

FA8553-17-R-0015

C-130H-1 Ferry Flight Services

1. Can the government provide any indication of how many ferry flights they expect per year?

USG Response: An estimated amount of 6 legs per year may be required

2. How many aircraft are assigned that may be impacted? Is quantity of 4 correct?

USG Response: There are 4 (four) C130H1 aircraft

3. Para 4(c) who supplies the body armor?

USG Response: The contractor will not be required to have body armor per revised PWS Section 4.0 (c).

4. Para 4(c) states “shall not be required to carry weapons” Can crews carry weapons at their discretion?

USG Response: No. Weapons are not authorized.

5. Para 4(j) Please clarify who is responsible flight publications?

USG Response: The Contractor will be responsible for all documentation necessary to create a flight plan and aircraft flight IAW PWS paragraph 4 (h)

6. Para 4(o) Who will provide the tools for installation and removal of Armor

USG Response: The USG, or repair facility will provide the tools for installation and removal of armor.

7. Please clarify place of performance –i.e. will basing of crews be other than AGF and travel to AFG for pick up.

USG Response: Per PWS Section 1.0, the location for basing of the crew is not a fixed location. Travel to aircraft location is cost reimbursable, no fee.

8. RFP CLIN xxx1 – indicates a daily rate Please clarify what is encompassed to determine this rate?

USG Response: All activities associated with ferrying aircraft, with the exception of the costs associated with the travel CLIN.

9. RFP CLIN xxx2- indicates a lot for travel. Since travel is an unknown are we to come up with an amount or is the government entered price? Reimbursable?

USG Response: Travel is cost reimbursable and not included in the TEP.

10. 4(d) cost of deploying crew is a cost reimbursable?

USG Response: Yes, IAW PWS travel Section 4.2

11. 4(f) indicates a section 4.3? however we are unable to locate. Please add

USG Response: Reference to section 4.3 has been removed in the Revision I copy of the PWS, Dated 24

January 2017

12. 4o Please clarify who is responsible for storage of aircraft armor while at repair station?

USG Response: Aircraft armor storage is the responsibility of the USG.

13. Please confirm that these are in fact C-130H and NOT C-130J or EC-130s?

USG Response: C-130H-1, IAW PWS Section 1.0.

14. Please clarify if these aircraft are US, DoD or Afghanistan registered aircraft?

USG Response: All 4 C-130H-1 aircraft are owned by the country of Afghanistan; however, the USG takes possession when ferrying the aircraft.

15. The PWS states Place of Afghanistan, will this contract require Afghanistan work visa's for our employees? Afghani work visa's are very expensive.

USG Response: Entry (not work) visas required; entry requirements can be found in the “Foreign

Clearance Guide.”

16. How much notification will our operations have of the ferry flight?

USG Response: Ten (10) calendar days (ref PWS, Section 2.0 (Service Summary)

17. Please provide the actual destination for this C130 ferry as this will have a significant bearing on our proposal due to fuel, crew days, permits, and airline travel.

USG Response: The fuel is covered by the USG per PWS 3.1; permits and airline travel are covered under

CLIN XXX2, Travel. Crew days will be purchased based on flight plan.

18. Will this C130 be ferrying as special use aircraft or Part 135?

USG Response: No, it will not be a special use aircraft mission

19. Is this a new requirement? If not who is the incumbent Contractor?

USG Response: No, there is no incumbent for a long term IDIQ contract for WLN.

20. What is the current contract number? Current contract Period of Performance and total value?

USG Response: Not applicable

21. Could you explain the difference between CLIN 0001 and CLIN 0002? Possibly an example for each.

USG Response: CLIN 0001 is for all costs that the contractor would incur to establish a per day(number of hours specified per day is at the discretion of offeror) (8 hour) rolled-up Firm Fixed Price (FFP) cost as shown in the description of CLIN 0001 in Schedule B of the Solicitation. For example, hourly rolled-up salary for the 6 member crew; costs for any or all access to US Government systems to enable proper flight planning Aircraft and Personnel Automated Clearance System (APACS) and country access Synchronized Pre-Deployment and Operational Tracker (SPOTS); preflight, in-flight, and post flight procedures; regulations, check-lists; Notice to Airmen (NOTAM)/Temporary Flight Restrictions (TFRs), Instrument Flight Rules (IFR)/Visual Flight Rules (VFR) access from Federal Aviation Agency (FAA) / European Aviation Safety Agency (EASA); all flight related professional equipment as indicated in PWS section 4.0.

CLIN 0002 is for travel and would be for anything that would occur concerning travel and would be Cost- Reimbursable/No Fee (CRNF) as shown in the description of CLIN 0002 in Schedule B of the Solicitation.

For example, all other non-Firm Fixed Priced items, e.g. landing fees, Visa fees, Transient Alert Fees, in additional to normal per-diem, hotel, and crew commercial flight fees.

22. Question: Do the subject aircraft have Class II navigation capability, and if so, what type?

USG Response: All subject aircraft utilize a Self-Contained Navigation System (SCNS) with an integrated Inertial Navigation System (INS).

23. Given this is only approx. 6 times a year who is responsible for currency of crew in between? Very few contractors own or operate C130H?

USG Response: The crew’s hiring company is responsible for currency.

24. PWS paragraph 4.0 v. states, “If directed by the USG, the Contractor shall act in a supporting role by allowing members of the Afghan Air Force to perform co-pilot, flight engineer, navigator or load master duties on aircraft delivery flights. NOTE: If an AAF entity were requested to participate, then a TAAC-Air advisor would also be present"

To what extent would the contractor be required to coordinate for an Afghan national? For example, visa’s, base clearances at stop over locations, lodging, return travel arrangements in the event we the Afghan needed to return via airline, etc. Also, this could affect diplomatic clearance, overflight approval, stop over airport locations, etc. Just need a little more clarity on expectation as this could add significant additional coordination and could affect where we stop over and flight planning.

USG Response: The contractor will not be responsible for the AAF’s visas, lodging, and return commercial travel arrangements, but needs to be cognizant of the fact that some countries may have issues with Afghan nationals landing in their country with Afghans on board. The Afghan visas should cover the countries in which the aircraft will be stopping over. There will probably be some military facilities that will not allow the Afghans access, such as Al Udied AB in Qatar.

The contractor will be responsible for diplomatic clearances, overflight approval and stop-over locations.

If it is necessary to land at an overseas military location, the contractor will need to gain approval before-hand, such as Souda Bay, Greece or the Naval Air Station in Naples, Italy.

25. In this RFP (FA8553-17-R-0015, see Section L-900), it says that Volume I is to include a Small Business Subcontracting Plan. Is this applicable to small businesses?

USG Response: IAW FAR 52.219-9(a), this clause does not apply to small business concerns.

26. The RFP (52.219-8) states that utilization of small business concerns is not applicable "when performance is entirely outside of the United States and its outlying areas." This also implies that the Small Business Subcontracting Plan is also not a requirement for this solicitation. Is this understanding correct?

USG Response: The responses to the RFP will determine whether or not a subcontracting plan will be required as performance entirely outside of the US is not determined. For example, "entirely" covers ALL tiers of subcontractors. If $1 of subcontracting is performed inside the US at ANY subcontracting tier, then a subcontracting plan is required.

27. USG’s response to question 21. States “CLIN 0001 is for all costs that the contractor would incur to establish a per day (8 hour) rolled-up Firm Fixed Price (FFP).” Are contractors limited to 8 hour days in calculating a price for CLIN 0001?

USG Response: No, This is Firm Fixed Price (FFP) day—no hour limitation is set. Note that a correction was made to the response on question #21.

28. Based on the requirement for GFR compliant flight plans in RFP Section M paragraph 2A(b), is the DCMA INST 8210.1C applicable in duty day planning requirements for developing the flight plan?

USG Response: Yes

29. Will there be a designated GFR assigned to this contract?

USG Response: No

30. PWS Paragraph 4.0 (h) states “The Contractor shall complete all prefight/flight planning.

Preflight/flight planning shall include, but not be limited to: obtaining airspace clearances for the desired route, obtaining current, enroute and forecast weather for the flight; completing appropriate flight planning and flying requirements; and outlining crew duties, communications plans, and safety of flight requirements.”

Is the Government to be responsible for coordinating Visa’s, Diplomatic and Overflight Clearances for countries along the flight plan?

USG Response: No.

If this is a Contractor Responsibility, we request an additional CLIN be established to accommodate the required costs?

USG Response: Refer to USG response on question 21.

a. If this is a Contractor responsibility, there are countries along the route of flight that require up to 20 days for Overflight/Diplomatic Clearance in support of the aircraft movements which would not allow the Contractor to meet PWS Paragraph 4d ”The Contractor shall deploy a ferry flight crew to the directed location within ten (10) calendar days of notification.”

USG Response: See updated PWS

31. The Government’s Response to Question (5) states “The Contractor will be responsible for all documentation necessary to create a flight plan and aircraft flight IAW PWS paragraph 4 (h).” Will the Government clarify how the Contractor is expected to charge for essential navigation publications/documents (i.e. FLIPS, IFR Charts, etc.) when an ODC line is not listed in the RFP.

USG Response: CLIN 0002 will be used for reimbursement. Note that these essential navigation publications/documents would only be available for use under this contract and would be considered Government Furnished with disposition required.

32. How should the contractor charge for “Hazard Pay” for the days flying in and out of Afghanistan when CLIN 0001 simply asks for a daily rate?

USG Response: If required and IAW JTR, CLIN 0002 will be used for this reimbursement.

33. With the answers to many of these questions being a critical element in developing the Technical Volume and pricing, we respectfully request an extension to the due date of no less than 21 days following the Governments answering the questions above to adequately meet PWS requirements in our response.

USG Response: The USG has determined no extension will be granted for this RFP as it was previously extended to 27 Feb 2017.

34. The Government’s response to question 30 refers to the answer to question 21 which states “CLIN 0001 is for all costs that the contractor would incur to establish a per day (number of hours specified per day is at the discretion of offeror) rolled-up Firm Fixed Price (FFP) cost as shown in the description of CLIN 0001 in Schedule B of the Solicitation. For example, hourly rolled-up salary for the 6 member crew; costs for any or all access to US Government systems to enable proper flight planning Aircraft and Personnel Automated Clearance System (APACS) and country access Synchronized Pre- Deployment and Operational Tracker (SPOTS); preflight, in-flight, and post flight procedures;

regulations, check-lists; Notice to Airmen (NOTAM)/Temporary Flight Restrictions (TFRs), Instrument Flight Rules (IFR)/Visual Flight Rules (VFR) access from Federal Aviation Agency (FAA) / European Aviation Safety Agency (EASA); all flight related professional equipment as indicated in PWS section 4.0.

Flight planning (i.e. Visa requests, Diplomatic/Overflight Clearances, and flight plan coordination/approval) is required to be completed prior to departing the U.S. in support of each ferry flight. This planning is critical to mission success and conducted by designated personnel and not the entire crew. If the flight planning cost is rolled in to a daily FFP cost and the ferry mission is extended due to aircraft maintenance, aircraft depot completion, weather, or act of God, these additional costs will be incurred by the Government on a daily basis based on the current structure of CLIN 0001.

a. Will the government consider an additional FFP CLIN to accommodate the aforementioned Flight Planning which will provide cost savings to the Government?

USG Response: All actions to include Flight Planning should be rolled up into the FFP CLIN 0001. No additional days will be billed to account for Flight Planning.

35. Each Ferry Mission involves duty days ranging from 8-14+ hours and hinges on crew flexibility due to weather, flight clearances, slot times, aircraft maintenance, etc. In rolling all costs up in to a daily rate, the contractor’s ability to accommodate these changes in a fluid aviation environment is severely hindered in supporting the Government. This flexibility plays a key role in maintaining the timeline predicated on Diplomatic and Overflight Clearance Windows which if missed can cause significant delays.

a. Will the Government consider modifying CLIN 0001 from a “Crew” FFP daily rate to a “Crew” FFP hourly rate to more accurately price the ferry mission while affording the Government/Contractor the flexibility to accommodate imminent delays due to weather, flight clearances, slot times, aircraft maintenance, etc. thus reducing cost to the Government.

USG Response: No change to hourly. The contractor would be paid for a full duty day while in duty status.

36. For each of the six aircrew positions identified in the solicitation, do you require only one certification per position listed or more than one if we have multiple personnel who will be serving in those positions and is FAA inspection Form 8410-1 sufficient documentation of that certification?

USG Response: A separate certification is required for each individual and FAA inspection 8410-1 can be used to document the certification.

37. RFP Section L, Paragraph C2 states “Subfactor One: Aircrew Qualifications. Based on the PWS requirement paragraph 4.0 (a), the Contractor shall provide FAA certificates indicating qualified C-130H-

1 aircrew to perform a ferry flights to/from any designated repair station and to/from Kabul, Afghanistan (ICAO Code OAKB) or another designated South West Asia Area of Responsibility (AOR) location as determined by the United States Government. In addition, the contractor shall provide A&P

License or United States Air Force 5 Level or higher certification for the Crew Chief. Aircrew composition includes qualified 1xC-130H-1 Pilot, 1x C-130H-1 Co-pilot, 1x C-130H-1 Flight Engineer, 1xC-130H-1

Navigator with APN-59 radar experience, 1xC-130H-1 Loadmaster, 1xC-130H-1 Crew Chief.

a. The FAA does not certify a C-130 (L-382) Loadmaster, Crew Chief, or Navigators. Will the

Government accept annual US Navy check ride (i.e. NATOPS / Instrument Check) documentation in lieu of FAA Certification? If yes, the documentation requirement is multiple pages and will surpass the 15

Page count limit. We respectfully request that this required documentation not be included in the page count for Volume II.

USG Response: The offeror should note the direction in Section M, “Detailed and sufficient documentation that will pass a DCMA Government Flight Representative (GFR) review process. The technical team will review all aircrew certificates for adequacy.” The offeror shall submit documentation to prove the qualifications.

38. RFP Section L, Paragraph C2 also states “The documentation must be detailed and sufficient to pass a DCMA Government Flight Representative (GFR) review process.” In accordance with section 4.6.1 of DCMA INST 8210.1C, the Requirements to pass the DCMA GFR review Process includes at a minimum, Annual FAA/Military flight physicals, and training to include: physiological, altitude chamber, centrifuge, qualification, life support, egress, survival, CRM, and other training required by Service Guidance.

a. We respectfully request that the Government confirm documentation requirements to meet the

DCMA GFR review process and that the required documentation not be included in the Page count for

Volume II.

USG Response: The page count provided is sufficient.

39.The response to Question 28 states that the DCMA INST 8210.1C is applicable while the response to Question 29 states that there will not be a GFR assigned to this contract.

DCMA INST 8210.1C Paragraph 4.1.5. Contractor Flight Approval states “The GFR approves all contractor flights under this Instruction. The contractor is not indemnified for loss under the Ground Flight Risk Clause for any flight which has not received prior written approval by the GFR. Procedures shall delineate processes that ensure flight schedules are developed, and Requests for Flight Approvals submitted, with sufficient lead time to preclude interruption to either Government or contractor operations. Under normal situations, submitting approvals during the workday prior to the flight is considered sufficient lead time.

With the DCMA 8210 stating that “The contractor is not indemnified for loss under the Ground Flight Risk Clause (GFRC) for any flight which has not received prior written approval by the GFR.”

a. Will the Government clarify how the contractor is indemnified under the GFRC if a GFR is not designated to this contract to sign a DCMA Form 644 - Requests for Flight Approval for each aircraft ferry?

USG Response: There will not be a GFR assigned to this contract. It is the USG intent to have aircrew certifications in order to satisfy Subfactor #1 not for the USG to monitor the daily flight crew certifications. It is incumbent upon the awardee to ensure they have a certified aircrew. Therefore it is not practical to refer to DCMA INST 8210.1C Paragraph 4.1.5. Contractor Flight Approval for either the single flight DCMA Form 644 or anything concerning indemnified loss. PWS Section 4. (l) states “IF REQUESTED by the government, the Contractor shall submit a GFR signed Request for Flight Approval (DD Form 644).” It is not the initial government intent to ask for these forms. The awardee will be indemnified under FAR Clause 252.228-7001 GROUND AND FLIGHT RISK and 252.228-7000 REIMBURSEMENT FOR WAR-HAZARD LOSSES even without DCMA INST 8210.1C Paragraph 4.1.5.

Contractor Flight Approval (PWS and Contract Clauses override the instruction).