Tab 1. JA TPS Final 8 Jan 25 Redacted.pdf

Justification and Approval (J&A) for Other Than Full and Open Competition

CONTROLLED UNCLASSIFIED INFORMATION

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Was a J&A approved for the preceding acquisition where that acquisition required a J&A? Yes No

! ! Attach the preceding J&A in the staff package for this J&A. The preceding J&A will be used as a reference document.

Is this a new or amended J&A Document? New Amended ( Prior to Award Only! )

Is this a Bridge Action as defined at DAFFARS 5302.101? Yes No

Contracting Activity: AFLCMC/WID

Program / Project (and PE, if applicable): Test Pilot School, Light Attack Aircraft, A29C

Program Type (PEO, Enterprise, of Operational): PEO

Authority:

6.302-1 – 10 USC 3204(a)(1), Only One Responsible Source - No Other Supplies or Services Will Satisfy Agency Requirements J&A Type: Class Individual

COORDINATION ( DAFFARS 5306.304(a))

Date

Date Contracting Officer Richard E. Goode

AFLCMC/WID / (304) 444-2315

19 Dec 2024

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Date [ Title ] [ Name ] [ Office Symbol / Phone Number ]

Signature

APPROVAL ( DAFFARS 5306.304(a))

20 Dec 2024

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I. Agency and Contracting Activity.

Department of the Air Force Air Force Materiel Command Air Force Life Cycle Management Center Attack Systems Division (WID) 2690 Loop Road West Bldg 556 Wright-Patterson AFB OH 45433-7424

II. Nature and/or description of the action being approved.

The A-29C was originally acquired under rapid acquisition for Air Force Special Operations Command's (AFSOC) Combat Air Advisor program. Upon mission completion, AFSOC intended to divest the aircraft but lacked the authority to do so. As a result, an Interim Staging contract was awarded for approximately to keep the aircraft flyable at Davis-Monthan (DM) AFB, while awaiting budget authority to divest. Prior to induction into the Aerospace Maintenance And Regeneration Group (AMARG), USAF Test Pilot School (TPS) expressed interest in acquisition of the aircraft.

To satisfy AFTC/TPS requirement to train USAF Test Pilots, AFMC and AFSOC entered into a Memorandum of Agreement to transfer possession of the aircraft and associated Government Furnished Material to AFTC's 412th TW at Edwards AFB, CA. This agreement precipitated a contract modification and extension of the current AFSOC contract, to move the aircraft from DM AFB to Edwards AFB. It also prevented a break in sustainment, which would have led to aircraft degradation and additional cost to reconstitute to a flyable condition.

Due to the extremely short time from AFTC/CC's decision to acquire and the expiration of AFSOC's current contract's period of performance, there is currently no contract vehicle in place to support TPS. TPS trains 50 students a year. After completion of Test Pilot School, students receive follow-on assignments to demonstrate and utilize their newly acquired skills. A break in sustainment would cause, at a minimum, a loss of training of 25 students every six months. It would cause degradation to aircraft propulsion, hydraulics, and electrical systems.

It also creates a backlog of inspections and service bulletins, which would require additional funds to implement outside of normal Contractor Logistics Support (CLS) maintenance timeline. Returning the aircraft to service may cause unforeseen delays and costs due to the nature of maintenance and service bulletins held in abeyance.

During an 11-month period of parking, the aircraft were maintained with engine runs every 28 days at a cost of approximately . If a break in sustainment occurs, the estimated cost to bring the aircraft back to flyable condition may cost at least an additional depending on the severity of degradation, plus the additional cost of the sustainment services contract . Utilizing Sierra Nevada Corporation (SNC) would provide temporary mission support while the program team prepares and executes a full and open competition.

This J&A will support a new sole source contract to the Sierra Nevada Corporation (SNC) for sustainment of the three A-29C aircraft. The contract will be a hybrid of Cost-Plus Fixed Fee (CPFF), Cost Reimbursable (CR), and Firm

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Fixed Price (FFP) CLIN types and will have an initial one-year period of performance with two six-month option periods. This strategy allows for continued A-29C sustainment for the TPS fleet while simultaneously allowing the program office to fully investigate opportunities for full and open future competition and refine contract scope as necessary. This effort will be funded by 3600 funds from AFTC/TPS as 3600 funding is authorized to use as TPS's O&M funding.

III. Description of supplies/services required to meet agency needs.

Sustainment of the A-29C Integrated Weapon System includes proprietary SNC integration of Aircraft Avionics, Aircraft Training Devices, Training Services, Mission Planning and Debriefing Stations and software, Desk Top Training devices and use of courseware, contractor support, initial and replenishment spares, and technical orders. As the current A-29C Integrator, SNC developed and integrated the Aviation Gateway (AVGAT) computer, which allows A-29C specific Mission and Weapon Systems integration without affecting the OEM's Operational Flight Program (OFP). SNC has also integrated numerous EO/IR and communications upgrades on the A-29C platform such as the Tactical Awareness Display (TAD), DPX-7 IFF Transponder, ARC-210 Gen 5 with BLOS (SATCOM), Small Tactical Terminal (STT KOR-24) for VHF/UHF/J-Voice/Link 16. These systems are what set the A-29C apart from other A-29 variants.

SNC will provide CLS using Field Service Representatives (FSRs) to perform maintenance and provide supply chain support. CLS consists of contractor sustainment of a weapon system intended to cover the total life cycle of the weapon system. This includes multiple sustainment elements covering aircraft and engine overhaul, repair and replenishment of parts, sustaining engineering, and supply chain management. As part of CLS, SNC, at a minimum, will be required to provide the following: Technical Manual Contract Requirements (TMCR) through various updates and changes; support and maintenance of the Mission Planning and Mission Debrief systems;

security management; Quality Assurance Surveillance Plan; Integrated Weapon System Software Product Specification; Spectrum and AIMS Certification; Transient Electromagnetic Pulse Emanation Standard (TEMPEST) Certification; SEEK EAGLE and non-Nuclear Munitions Certification; Aircraft Structural Integrity Program (ASIP) and Individual Aircraft Tracking (IAT) programs; Program Protection Implementation Plan (PPIP); Cyber Security Assessment and Implementation; Software/Firmware Assurance; System Safety Program Plan; Critical Safety Items; System Safety Hazard Assessments; Aircraft Information Plan for Flight Data and Cockpit Voice Recorders;

Safety Assessment Report; Environmental Safety and Occupational Health hazard risk data tracking; Hazardous Material Management Program; Corrosion Prevention and Control; Diminishing Manufacturing Sources and Material Shortages; Configuration Management; Reliability and Maintainability Program; Contractor-Inventory Control Point (C-ICP) management, Financial Improvement and Audit Readiness (FIAR) reporting, Item Unique Identification (IUID) and spares cataloging; Minimum Equipment Subsystems List; and Supply Chain Risk Management. The expected cost for twelve months of sustainment is . SNC's modification and integration of the commercially available A-29B into the A-29C variant that enables TPS to conduct specialized training includes the following:

Front Cockpit Configuration Change

1. LH Color Multi-Function Display (CMFD) was replaced by a Tactical Awareness Display TAD)

The TAD provides for sensors, communications equipment, and video downlink systems; a command-and-control methodology is needed to allow the operators to interface to the new mission systems. This is accomplished by removing both the front and rear left-hand CMFDs and replacing the Original Equipment Manufacturer (OEM) display with a new CMFD and Display Processor. This new mission display system is a federated solution that provides a similar look and feel to the original CMFD but does not interface with any of the indigenous aircraft systems. The pages on the TAD include a moving map, EO/IR Sensor page, Point creation, and radio and datalink command and control. The forward operator can select which TAD will be recorded, and the selected video is sent out of the TADP to the Red, Green and Blue Video Convertor to match the input requirements of the existing A-29 Digital Video Recorder (DVR) system.

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The TAD offers situational awareness to the operator. Through the TAD, the user can perform the following functions:

• Read, compose, and send datalink messages

• View the Points database, which includes waypoints, ownship, and other points

• Read the complete, current mission assignment

• View the list of mission assignments

• View live EO/IR video of the mission

• Access the various radios being used on the aircraft

• Read, compose, and send 9-lines (9-LN)

• View the health of the mission system LRUs

2. Forward Looking Infrared/Satellite Communication (FLIR/SATCOM) Panel was replaced by an Electro Optical/

Infrared (EO/IR) Control Panel with a Mission Power Switch Panel.

The mission power panel controls the relay to provide power to the mission system, provides power to the MX-15, and control of the MX-15 laser (safe, standby, and arm).

• EO/IR Laser

• LASER ARM: sets the MX-15 laser to arm (ready to fire)

• STBY: set the MX-15 laser to standby (powered up, cannot be fired)

• EO/IR Power

• ON: Applies power to the MX-15

• OFF: Removes power to the MX-15

• MSN PWR

• ON: Applies power to the MX-15

• OFF: Removes power to the MX-15

Rear Cockpit Configuration Change

1. LH Color Multi-Function Display (CMFD) was replaced by a Tactical Awareness Display TAD).

2. FLIR BRITE Star DP Panel Control Unit Grip (PCUG) was replaced by a MX-15Di Mission Grip.

Other Overall Configuration Changes include:

Avionics Gateway (AvGat) Computer System The Avionics Gateway (AvGat) is a computer that consolidates and processes all data associated with the federated mission system. This computer provides the only interface from the federated mission system to the native A-29 avionics functionality through the 1553 Armaments Bus to the Mission Display Processor (MDP). The communication between the AvGat and the MDP is defined by a Generic Remote Terminal Interface (GRTI) Interface Control Document (ICD). All communication between the federated mission system and the aircraft occurs over the GRTI interface. The AvGat controls the lasers of the MX-15 EO/IR Sensor. The AvGat provides the signal discretes for the Laser Designator, Laser Rangefinder, Laser Illuminator, and Laser Fire. The AvGat has numerous other discrete interfaces to the rest of the mission system, which allow it to turn mission radios on and off, connect radios to specific antennas, and trigger certain relays. The AvGat also interfaces via serial connection to the mission system voice radios for command and control and interfaces via Ethernet to the mission network switch. It also controls the EO/IR sensor as well as the SATCOM radio, ARC-210, via a 1553 serial connection.

MISSION NETWORK SWITCH

The majority of components utilize Ethernet interfaces for command and control and data transfer between the mission-system components. The mission network switch communicates with nearly all of the line replaceable units (LRUs) within the federated mission system. It is important to note the switch does not drive any flight-critical functions.

The Parvus DuraNet 3300 Mission Network Switch has the following interfaces:

• Local Area Network (LAN) connection to the following system components:

August 2023 CONTROLLED UNCLASSIFIED INFORMATION Page 6 of 11August 2023 CONTROLLED UNCLASSIFIED INFORMATION Page 6 of 11 o AvGat o Forward TAD o Aft TAD o TAD processor o VORTEX o MX-15 sensor o Makito X1 video encoder o Small Tactical Terminal (STT) o RS-232 serial connection to the maintenance panel

EO/IR SYSTEM

The EO/IR system consists of three components: the Wescam MX-15 EO/IR sensor, Global Positioning System (GPS) antenna, and the Makito X1 Video Encoder. The MX-15 sensor by L3 Wescam is selected to be the EO/IR sensor provided as Government-Furnished Equipment (GFE) and will be mounted to the lower ventral attachment point of the A-29. The system includes a turret with imaging sensors, a ¾ Air Transport Rack (ATR) Master Control Unit (MCU), and a hand controller. Sensor control from the aft aircrew stations will be achieved with the hand controller installed in the aft aircrew station or with the TAD or Hands-on Throttle and Stick (HOTAS) in the front aircrew station. The GPS antenna that is preexisting on the baseline aircraft will serve as the GPS antenna for the MX-15 sensor. The Makito X1 Video Encoder is a H.264 and H.265 HEVC video encoder that takes the raw HD video from the sensor, encodes the video, and distributes over Ethernet to be rendered to the operators in HD on the TAD or be distributed to the VORTEX datalink.

MISSION POWER SWITCH PANEL

The mission power panel controls the relay to provide power to the mission system, provides power to the MX-15, and control of the MX-15 laser (safe, standby, and arm).

• EO/IR Laser

• LASER ARM: sets the MX-15 laser to arm (ready to fire)

• STBY: set the MX-15 laser to standby (powered up, cannot be fired)

• EO/IR Power

• ON: Applies power to the MX-15

• OFF: Removes power to the MX-15

• MSN PWR

• ON: Applies power to the MX-15

• OFF: Removes power to the MX-15

DPX-7 IFF TRANSPONDER

The Identification, Friend or Foe (IFF) Transponder provides operation through 5 modes, fully selectable by the crew based on mission type.

ARC-210 MISSION RADIO SYSTEM

The Rockwell Collins RT-1990A(C) (ARC-210, Generation 5) contains an advanced digital design and modular architecture that permits outstanding performance, workload-reducing features, and simplified maintenance in a compact, lightweight package multi-band very-/ultra-high frequency (VHF/UHF)/SATCOM -enabled radio. This radio is connected to and controlled by the federated mission system. The ARC-210 supports many functions and frequencies of communications. It is connected to an upper-mounted V/UHF SATCOM and L-band antenna to provide for SATCOM and V/UHF communication, as well as L-band communication utilized by the STT. This antenna is a replacement of the existing OEM's SATCOM antenna that is offered on the A-29 aircraft.

The ARC-210 system works with a series of relays controlled directly by the AvGat and ARC-210 to determine what path the signal will take. This series of relays would amplify all SATCOM communication and bypass it if it was over line-of-sight (LOS). The amplification is done by the AR Modular AR-50- SAT75 Amplifier, which provides 75W amplification to signal transmission in the SATCOM waveform and is located between the ARC-210 and the SATCOM antenna.

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SMALL TACTICAL TERMINAL (STT) TACTICAL RADIO SYSTEM

The Harris/ViaSat STT KOR-24A STT tactical radio system is comprised of a number of components designed to allow the aircraft to broadcast its own position and receive datalink network data over a Radio Frequency (RF) datalink.

This STT system is a single chassis that contains two transceivers: one that has been dedicated to Link-16 functionality, and the other is a V/UHF channel used for video and data. The Link-16 RF chain runs through a specialized RF filter that supports Link-16 communications and is connected to an upper and lower antenna on the aircraft. The lower single-element antenna is the Sensor Systems antenna. The upper antenna is a custom-designed antenna that contains a V/UHF, L-band Element, and a SATCOM UHF element. This antenna is a replacement of the OEM SATCOM antenna that is offered on the baseline A-29. The Link-16 system attaches to the L-band RF interfaces on both the lower and upper antennas.

The STT transmitter is installed in the left-hand avionics bay of the A-29C aircraft. SATCOM and V/UHF antennas are mounted on the OML of the A-29C.

VIDEO CONVERTER BOX

The video converter system is comprised of a number of components designed to provide seamless and automatic conversion of progressive analog VGA input to Interlaced RGB output conforming to STANAG 3350 requirements.

VIDEO DOWNLINK SYSTEM

The video downlink system is comprised of several components designed to take videos from the onboard EO/IR system and distribute them over RF signals to ground-based tactical users. This system includes the transmitter, an L-3 Communications' VORTEX radio, and a corresponding cooling fan and mounting tray as well as an amplifier for the RF signal to be transmitted with its corresponding cooling fan and a new C-Band antenna.

Additional Product, Supply and Services Requirements:

Currently, SNC is the only source that has been validated to meet the A-29C aircraft requirement, and it is also the only source currently meeting the other supply and services requirements for its respective aircraft system to include Training Devices, Training Services, Training Courseware, Alternate Mission Equipment, Mission Planning System, Contractor Support, Initial Spares, and Technical Orders.

CONTRACTOR LOGISTICS SUPPORT (CLS)

This contract is intended to acquire support for flying operations, of up to 500 flying hours/year and sustainment for the A-29C, including spares and support for an initial period of one year with two six-month option periods.

DATA RIGHTS

Since the USAF has not attained data, deliverables, and data rights for the A-29C aircraft during the acquisition of the aircraft, it is impractical and cost prohibitive to conduct a separate acquisition to acquire the data and data rights necessary to compete the initial stand up of the TPS A-29C sustainment. No data rights/data deliverables are anticipated on this contract.

IV. Demonstration that the contractor's unique qualifications or the nature of the acquisition requires use of the authority cited above.

Sub-Subsection 1

The authority being cited for this request is only one responsible source. This planned acquisition is a bridge contract that contains options, which are necessary to potentially extend the contract to perform full and open

August 2023 CONTROLLED UNCLASSIFIED INFORMATION Page 8 of 11August 2023 CONTROLLED UNCLASSIFIED INFORMATION Page 8 of 11 competition. The original contract was a sole source award to Sierra Nevada Corporation as FA8637-20-C-1000 in February of 2020, with an expiration date of 28 February 2025. The USAF has no organic capability to maintain these aircraft. The supplies and services needed by the USAF as outlined in Section Ill of this J&A are currently available through SNC. SNC is the only source capable of providing sustainment support for the three A-29C aircraft transitioning from AFSOC to TPS. The signed program change request to establish the program under TPS was received by the program office on 10 September 2024. The program office will need approximately 24 months to properly plan, evaluate, and award a competitive contract through a source selection. This delay would result in over 12 months of a break in service for sustainment of these aircraft and delay the mission of the TPS. SNC has provided CLS for these aircraft since its production and delivery in 2021, and it can provide the needed continuity of supplies and services through existing means while preparation and execution of a full and open competition materialize. The highly specialized and unique configuration aspects of the A-29C make it the only aircraft capable of training test pilots on how to accomplish certain tasks and equip them to complete test pilot school training in accordance with the modernized TPS curriculum. Therefore, this acquisition will be a follow-on contract for the continued sustainment of the A-29C using highly specialized services provided by SNC.

Sub-Subsection 2

The modernized TPS curriculum includes the following blocks of instruction which require the A-29C unique capabilities: Stall/Spin Demo, Smart Weapons Integration, Stores Certification, and Labs that integrate Remotely Piloted Aircraft (RPA), Combat Systems Officers (CSOs) and Weapon Systems Officers (WSOs). In addition, the A-29C will augment existing curriculum with Crew Solo, Chase/Target Demo, LA/SC Demo, Static & Dynamic Stability Demo, Sensors Demo, Weapons Demo, and Systems Practical. In lieu of acquiring a new aircraft, the USAF has determined the A-29C is the only aircraft uniquely suited to develop pilots for TPS mission requirements. By utilizing the A-29C, it results in an aircraft acquisition and startup savings of approximately to TPS.

Sustainment of the A-29C Integrated Weapon System includes proprietary SNC data and processes specific to the integration of Aircraft Avionics and weapon systems. This is what makes the A-29C different from commercially available A-29B models. In addition to the avionics and weapon systems, SNC has developed integrity programs for the weapon systems, propulsion systems, and airframe structure, which utilize SNC proprietary software; and Aircraft Tools, Hazards, and Engineering for Next-gen Analysis (ATHENA) to track and processes flight data and provide trend analysis. The requirement for USG acquisition of data rights did not exist with the previous contract nor has it been requested for future contracts.

Currently, SNC is the only contractor with a history providing the capabilities and qualifications necessary, and it successfully modified, integrated, tested, and sustained the A-29 aircraft. Additionally, SNC is historically the only contractor with the technical expertise, design documentation, facilities, and detailed knowledge to meet TPS's requirement. SNC has an established supplier base and process to sustain the A-29 aircraft.

Sub-Subsection 3

The Light Attack Systems Division has determined that award to any other source would result in substantial duplication of cost to the Government that is not expected to be recovered through competition and unacceptable delays in fulfilling the Government's requirements.

Unacceptable Delays

Unacceptable delays in fulfilling the Government's requirements would inevitably occur if awarded to any other source other than SNC for this requirement. TPS has an initial capability stand up date of 1 March 2025. If the USG directed the development of an alternative source, this stand up date would be delayed 14-21 months before the selected source could achieve SNC's capability and capacity to service and sustain the A-29C aircraft. This is based

August 2023 CONTROLLED UNCLASSIFIED INFORMATION Page 9 of 11August 2023 CONTROLLED UNCLASSIFIED INFORMATION Page 9 of 11 on an estimated 12-18months required to conduct a source selection and qualify the new sources, facilities, personnel, and processes comparable to SNC's existing infrastructure and access to integration data. Once an alternative source reaches SNC's existing capability, it is estimated to take another 2-3 months to return the aircraft back to flyable status and accomplish all deferred maintenance requirements due to a break in sustainment that would occur during this time.

Not only would the TPS initial capability stand up date be delayed approximately 14-21 months if USG directs development of an alternative source, but TPS would experience a loss in the ability to produce 50-75 qualified test pilots during that time, which would pose safety risk to future test projects, decrease flying instruction, and ultimately affect TPS's mission to meet a strategic need as part of the Great Power Competition.

Substantial Duplication of Costs

The substantial duplication of cost to the Government that is not expected to be recovered through competition is two-fold.

If a break in service for sustainment of the aircraft were to occur by awarding to a source other than SNC, the estimated cost impact to TPS, at a minimum, is . This estimate is based on the costs to place the aircraft in a preservation status and then to accomplish all maintenance, inspections, service bulletin implementations, and other activities required to return the fleet to service once a new sustainment contract is awarded. This estimated cost is based on the current ongoing effort on contract to bring the aircraft out of prolonged parking status. During prolonged parking status, the aircraft received minimal maintenance of rotating the tires and running the engine every thirty days. Currently, to return the aircraft to flying status, i.e. accomplish deferred maintenance, service bulletins, inspections, etc., it is approximately for a five-month period of performance.

If even minimal maintenance of rotating tires and running engines did not occur due to a break in service, additional costs would likely be incurred due to replacement of critical parts of the aircraft degraded during that time.

Additionally, the continuance of the sustainment of the aircraft by SNC repurposes a taxpayer investment and saves TPS approximately in costs associated with conducting a completely new aircraft acquisition to achieve TPS's new modernized curriculum to accelerate the fielding of combat capability for the Air Force.

Since the USAF has not attained data, deliverables, and data rights for the A-29C aircraft during the acquisition of the aircraft, it is impractical and cost prohibitive to conduct a separate acquisition to acquire the data and data rights necessary to compete the initial stand up of the TPS A-29C sustainment. Additionally, no data rights/data deliverables are anticipated on this contract.

Sub-Subsection 4

Accordingly, SNC is the only firm capable of providing the supplies and services described in Section Ill above without the Government experiencing substantial duplication of cost that could not be expected to be recovered through competition and unacceptable delays in fulfilling its requirements.

V. Description of efforts made to ensure that offers are solicited from as many potential sources as practicable, including whether a notice was or will be publicized as required by subpart 5.2 and, if not, which exception under

FAR 5.202 applies.

A Sources Sought, Synopsis Number FA8637-24-C-000X, was posted on SAM.gov on 16 April 2024. The request focused on sustainment for flying operations support using CLS for maintenance and supply chain management at Edwards AFB, CA. We received three responses: Embraer Defense and Security, Inc., Legionnaire International Ltd., and Sierra Nevada Corporation, LLC.

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Result of the screening process:

SNC: SNC is the incumbent and awarding to them would prevent a break in sustainment due to the short time between contracting efforts. SNC has demonstrated the capability to integrate its SNC A-29C unique proprietary Avionics package, implemented its proprietary integrity programs (Structural/Propulsion/Mechanical/Electronic/ Avionic/Engine) and developed a proprietary data analysis tool - Aircraft Tools, Hazards, and Engineering for Next-Gen Analysis (ATHENA), which utilizes data unavailable to other vendors and delivered directly to SNC from current customers. Its integration of the systems and services provided in Section III above make them the only viable alternative to avoid a break in sustainment and loss of training to the USAF TPS.

Embraer Defense & Security Inc (EDSI): The USG requires strict monitoring of major systems and subsystems via integrity programs developed by the prime contractor. EDSI does not possess the data/processes to integrate the A-29C Avionics package, integrity programs (Structural/Propulsion/Mechanical/Electronic/Avionic/Engine) and/ or ATHENA. The estimated contract value of requires vendors to meet Contract Audit Standards (CAS).

DCAA compliance reviews of EDSI CAS Compliance status identified inconsistencies and issues with EDSI, requiring resolution. The timeline to process a waiver and/or have EDSI resolve these issues would lead to a break in service. Until the compliance issue is addressed, a waiver from the Principal Director, Defense Pricing, Contracting, and Acquisition Policy (DPCAP), Office of the Under Secretary of Defense (Acquisition and Sustainment) would be required to award to EDSI. Moreover, even with resolution of these deficiencies, EDSI would be required to subcontract to SNC due to proprietary rights to the mission systems added to the A-29C variant of the aircraft.

Legionnaire International Ltd Co: Legionnaire does not possess the data/processes to integrate the A-29C Avionics package, integrity programs (Structural/Propulsion/Mechanical/Electronic/Avionic/Engine) and/or ATHENA. Legionnaire has not exhibited the ability to sustain the A-29C nor the capability to fact find, reverse engineer, and/or problem solve typical technical issues based on vague or minimal responses. Legionnaire does not have previous experience supporting or maintaining A-29B or A-29C. The learning curve to supply the A-29C requirements are projected to exceed twelve months. In addition, Legionnaire's dependence on EDSI would carry the same risk mentioned previously for CAS Compliance. Additionally, WID leadership held discussions with EDSI on 9 August 2024 at WPAFB and learned that its willingness to team on A-29 workload only extended to teaming arrangements with SNC (with which it has a long history) and only applied to existing/historical workload, such as the TPS A-29C requirement.

Rationale for determining the unacceptability of respondents: SNC maintains a unique ability to provide data analysis specific to the A-29C. SNC developed ATHENA (Aircraft Tools, Hazards, and Engineering for Next-Gen Analysis), a software specifically designed to assist with analysis, integration and data management for the A-29C.

The sustainment efforts specifically supported by its Engineering Services group and the Field Service Reps (FSR) depend on the output of these integrity programs to adequately maintain mission capable aircraft. The gap in learning curve projected for EDSI and/or Legionnaire to develop this type of process on their own would be beyond the time available to award the next contract, thus creating additional risk to mission capability rates and airworthiness concerns. Vetting and integration would also prove to be a risk to a break in sustainment and continued flying operations. As a result, USAF TPS would experience loss of pilot training, ranging from 50-75 pilots.

This acquisition will require a Notice of Proposed Contract Action (NOCA) IAW FAR 5.201 expected publication of the NOCA will be publicized approximatively 13 Dec 2024.

VI. Determination by the Contracting Officer that the anticipated cost to the Government will be fair and reasonable.

The Contracting Officer anticipates the final price to the Government for the requirements in this J&A will be fair and reasonable. The qualitative and quantitative aspects of the contractor's proposal will be technically evaluated by program office functional experts. In addition, on-site fact finding will be performed. The assistance of cost analysts and other appropriate AFLCMC and Defense Contract Management Agency (DCMA) personnel will be used to provide guidance and assistance, as necessary, to allow the Contracting Officer to conclude negotiations

August 2023 CONTROLLED UNCLASSIFIED INFORMATION Page 11 of 11August 2023 CONTROLLED UNCLASSIFIED INFORMATION Page 11 of 11 at a fair and reasonable price. The contractor will be required to submit certified cost and pricing data, as applicable, in accordance with FAR part 15 for efforts under this J&A.

VII. Description of the market research conducted and the results, or a statement of the reasons market research was not conducted.

The LAA Program Office conducted market research within the last 18 months in support of a USAF LAA fleet competitive purchase using a sources sought methodology. This market research covered the entire potential marketplace for LAA utilized multiple methods and sources. The market research conducted in support of the prior acquisition strategy provided the LAA program office with full knowledge of the LAA marketplace, capabilities and vendors. Of particular relevance, was the discovery SNC and Embraer have a teaming agreement to market and sell A-29 LAA aircraft. SNC is the sole integrator and producer of the A-29s in the United States. As a result, SNC is positioned to maintain the sustainment of these A-29s until a full and open competitive process can be utilized. WID leadership held discussions with Embraer on 9 August 2024 at WPAFB and learned its willingness to team on A-29 workload only extended to teaming arrangements with SNC (with which it has a long history) and only applied to existing/historical workload, such as the TPS A-29 requirement.

VIII. Any other facts supporting the use of Other Than Full and Open Competition.

N/A

IX. List of any sources that expressed, in writing, an interest in the acquisition.

See section V above.

X. A statement of the actions, if any, the agency may take to remove or overcome any barriers to competition before any subsequent acquisitions for the supplies or services required.

This contract is intended to acquire sustainment for a small fleet of three aircraft, including spares and support for an initial period of one year with two six-month option periods. The A-29 is non-developmental and was developed at private expense. Based on latest Market Research report, it is anticipated the program team will be able to complete a full and open competition during this short-term contract while currently preventing a break in sustainment.

XI. Certification by the Contracting Officer.

As evidenced by my signature above, I certify that this justification is accurate and complete to the best of my knowledge and belief.

XII. Certification by the technical/requirements personnel.

As evidenced by my (our) signature(s) above, I (we) certify that any supporting data contained herein, which is my (our) responsibility, is both accurate and complete.