HSBP1013R0071-Questions Responses.pdf

SOLICITATION HSBP1013R0071 – AIRCRAFT PILOT TRAINING

QUESTIONS AND RESPONSES

1. Question: Would DHS consider making an IDIQ award to a company that solely submitted a bid in response to the following Fixed Wing Time and Material CLINS: FW Commercial, FW Instrument, FW Single Engine Land (SEL), FW Multiengine Land (MEL), FW Flight Instructor Single Engine Land (SEL), FW Flight Instructor Multiengine Land (MEL) and FW Flight Instructor Instrument, or does DHS desire that an awardee for these CLINs also meet requirements for the aircraft-specific training and/or “generic” rotorcraft training?

CBP Response: An awardee for these CLINs must also meet requirements for aircraft-specific training and/or generic rotary wing training.

2. Question: The Time and Materials CLINs associated with the “generic pilot training” indicates estimated hours. Please confirm if this indicates the expected number of student pilots per category? (Ex. 5 students for FW commercial).

CBP Response: This column estimates a ceiling of hours. We have provided this number as our best guess. Vendor should be aware that if awarded, exceeding the ceiling will be at the contractors own risk.

3. Question: Can you please confirm if FW Single Engine Land (SEL) is equivalent to Private Pilot Certificate (SEL)?

CBP Response: No. These are separate and mutually exclusive ratings.

4. Question: Page 1 of Standard Form 1449 shows solicitation issue date as February 10, 2014. Page 2 of SF 1449 states that all questions must be submitted “no later than 10 calendar days after release of the solicitation.” The solicitation was posted during the weekend of 8 -9 Feb but stamped with an issue date of 10 Feb. We are interpreting the questions due date as 20 Feb IAW with what is written on the SF 1449.

CBP Response: Your interpretation is correct the questions due date is February 20th, 2014. However, on February 24th, 2014 a public notice modification was posted to FedBizOps which changed the question submittal due date from February 20th 2014 to February 28th 2014. Accordingly, the solicitation closing date was changed from March 28th to April 4th. As of March 11th, 2014 the solicitation closing date will be changed from April 4th 2014 to April 11th 2014.

5. Question: We are ready to submit our questions tonight but had hoped the Government would issue an addendum providing a Section L to the solicitation, as none was included in the initial posting. We believe the Section L would be helpful in developing additional questions to help her proposal process.

CBP Response: Given that Aircraft Pilot Training Services are considered Commercial Item Services, the Solicitation has been structured in accordance with FAR 12.203. As such you will find the “Solicitation Provisions” under Section III (Page 20). This section is incorporated to guide offerors in preparing proposals.

6. SOW Page 3, Paragraph 3 (Background): Paragraph states that OAM is the largest Law Enforcement Air Force, employing more than 750 pilots and operating more than 290 aircraft, comprised of 22 aircraft types, makes and models at more than 25 locations.

Question: What is the annual turnover rate for pilots in this force?

CBP Response: Pilot turnover rate varies from year to year with no consistent data, however CBP OAM continues to backfill vacant positions and maintain a reasonably consistent force level.

7. SOW, Page 3, Paragraph 3 (Background): Paragraph states that OAM is the largest Law Enforcement Air Force, employing more than 750 pilots and operating more than 290 aircraft, comprised of 22 aircraft types, makes and models at more than 25 locations.

Question: In terms of experience, what is the average number of fixed wing hours per rated fixed wing pilot?

CBP Response: New hire pilots must have at least 1500 hours total flight time with no specific requirement for minimum number of fixed wing vs. rotary wing flight time. To this point, CBP OAM will occasionally transition experienced rotary wing-only pilots into fixed wing aircraft and vice versa.

8. SOW, Page 3, Paragraph 3 (Background): Paragraph states that OAM is the largest Law Enforcement Air Force, employing more than 750 pilots and operating more than 290 aircraft, comprised of 22 aircraft types, makes and models at more than 25 locations.

Question: In terms of experience, what is the average number of rotary wing hours per rated helicopter pilot?

CBP Response: New hire pilots must have at least 1500 hours total flight time with no specific requirement for minimum number of fixed wing vs. rotary wing flight time. To this point, CBP OAM will occasionally transition experienced fixed wing-only pilots into rotary wing aircraft and vice versa.

9. SOW, Page 3, Paragraph 3 (Background): Paragraph states that OAM is the largest Law Enforcement Air Force, employing more than 750 pilots and operating more than 290 aircraft, comprised of 22 aircraft types, makes and models at more than 25 locations.

Question: How many total fixed wing aviators are included in the 750 pilots assigned?

CBP Response: Approximately 600 of all CBP OAM pilots are fixed wing qualified, bearing in mind that the majority of CBP OAM pilots are both fixed and rotary wing qualified.

10. SOW, Page 3, Paragraph 3 (Background): Paragraph states that OAM is the largest Law Enforcement Air Force, employing more than 750 pilots and operating more than 290 aircraft, comprised of 22 aircraft types, makes and models at more than 25 locations.

Question: How many total rotary wing aviators are included in the 750 pilots assigned?

CBP Response: Approximately 500 of all CBP OAM pilots are rotary wing qualified, bearing in mind that the majority of CBP OAM pilots are both fixed and rotary wing qualified.

11. SOW, Page 3, Paragraph 3 (Background): Paragraph states that OAM is the largest Law Enforcement Air Force, employing more than 750 pilots and operating more than 290 aircraft, comprised of 22 aircraft types, makes and models at more than 25 locations.

Question: How many dual rated pilots (RW and FW qualified) are being used to fill fixed and rotary wing requirements simultaneously?

CBP Response: Approximately 425.

12. SOW, Page 3, Paragraph 3 (Background): Paragraph states that OAM is the largest Law Enforcement Air Force, employing more than 750 pilots and operating more than 290 aircraft, comprised of 22 aircraft types, makes and models at more than 25 locations.

Question: In what states are the 25 locations?

CBP Response: Arizona, California, Florida, Louisiana, Maine, Michigan, Montana, New Mexico, New York, North Dakota, Oklahoma, Puerto Rico, Texas, Virginia, Washington, Washington D.C.

13. SOW, Page 3, Paragraph 3 (Background): Paragraph states that OAM is the largest Law Enforcement Air Force, employing more than 750 pilots and operating more than 290 aircraft, comprised of 22 aircraft types, makes and models at more than 25 locations.

Question: Which locations are designated as pilot home bases?

CBP Response: Arizona: Sierra Vista, Tucson, Yuma; California: Sacramento, San Diego, Riverside; Florida:

Jacksonville, Miami; Illinois: Chicago; Louisiana: Hammond; Maine: Houlton; Michigan: Detroit; Montana:

Great Falls; New Mexico: Albuquerque, Deming; New York: Buffalo, Ronkonkoma; North Dakota: Grand Forks;

Oklahoma: Oklahoma City; Puerto Rico: Aguadilla; Texas: Alpine, Corpus Christi, Del Rio, El Paso, Houston, Laredo, McAllen, San Angelo, San Antonio, Uvalde; Virginia: Manassas; Washington: Bellingham, Spokane;

Washington D.C.

14. SOW, Page 3, Paragraph 3 (Background): Paragraph states that OAM is the largest Law Enforcement Air Force, employing more than 750 pilots and operating more than 290 aircraft, comprised of 22 aircraft types, makes and models at more than 25 locations.

Question: Other than FAA regulations, what policies, directives, or other documents does the CBP use in establishing aircrew currency requirements for type aircraft, simulator, night vision goggles, and installed mission equipment?

CBP Response: Aircrew currency requirements are detailed in the CBP OAM Aviation Operations Handbook (AOH) and Aircrew Standardization Manuals (ASM) consistent with requirements of FAA Part 91.

15. SOW, Page 3, Paragraph 3 (Background): Paragraph states that the National Air Training Center (NATC) goal is to 1) Provide comprehensive aviation law enforcement training with emphasis on tactics and safety; 2) Enhance Standardization and national interoperability of aircraft and crews; and, 3) enable more efficient utilization of limited resources.

Question: What part of the tactical training, if any, is the contractor responsible for executing?

CBP Response: None.

16. SOW, Page 4, Paragraph 4 (Scope of Work): Reference required CBP Differences Training, the paragraph states that this work is for aircraft that are specifically modified to meet CBP’s changed or altered performance parameters or systems.

Question: As the text appears to be saying that CBP modifications and changes occur often to best meet mission requirements, how are these modifications with appropriate Airworthiness Release communicated to the contractors selected for the Differences Training?

CBP Response: Modifications selected for differences training reflect differences between stock aircraft configurations consistent with training provided as commercial-off-the-shelf, and airframes flown by CBP OAM which are configured to provide specific capabilities and capacities consistent with CBP OAM mission sets, for which training is needed to develop an understanding on the part of the aircrew of any differences between the stock aircraft configuration and the airframes flown by CBP OAM. In the event CBP OAM determines differences training is required to fulfill any portion of the flight training requirements, any such requirements will be communicated to the contractor via the CBP contracting officer.

17. SOW, Page 4, Paragraph 4 (Scope of Work): Paragraph states, “At contract start, aircraft specific pilot (1) Initial Transition and 2) Annual Recurrent training shall be conducted for the following aircraft”:

Question: In addition to applicable FAA Regulations, what other policies, directives, and mandates are used to establish specific annual recurrent training in terms of tactical proficiency?

CBP Response: Annual recurrent training requirements are detailed in the CBP OAM Aviation Operations Handbook (AOH) and Aircrew Standardization Manuals (ASM)

18. SOW, Page 5, Paragraph 6 (Technical Requirements / Description of Tasks): Paragraph states that the contractor shall possess and maintain required certificate of a FAA/FAR Part 141 Flight School (a provisional Part 141 certificate is unacceptable) and/or FAA/FAR Part 142 Training Center as appropriate to the equipment (FFS, FTD, and/or aircraft) utilized for training or approved by NATC?

Question: The Solicitation language and SOW approach appear to encourage individual operators to compete for whatever training they currently can provide Off the Shelf and have the necessary resources to support. As the FAA allows for operators to team and for one operator to place its flights or products under another’s Certification (e.g., Part 135, 141, and 145), what restrictions will CBP place on this type of teaming that can provide more capability to the agency and allow a single management team to cover an entire area [e.g., rotary wing full and open])?

CBP Response: CBP OAM will do nothing to restrict this beyond restrictions already articulated in the SOW.

19. SOW, Page 5, Paragraph 6 (Technical Requirements / Description of Tasks): Paragraph states that the contractor shall possess and maintain required certificate of a FAA/FAR Part 141 Flight School (a provisional Part 141 certificate is unacceptable) and/or FAA/FAR Part 142 Training Center as appropriate to the equipment (FFS, FTD, and/or aircraft) utilized for training or approved by NATC?

Question: If the CBP is so inclined to permit bids by a “team” of operators, how will the CBP view a bid that is primed by a company that places its offered courses (with FAA approval) under the certification of one of its subcontractors?

CBP Response: CBP OAM will consider such proposals on a case-by-case basis and the merits of the proposal.

20. SOW, Page 6, Paragraph 6.1 (Aircraft Specific Initial Transition and Annual Recurrent Training): In descending order of preference, the paragraph allows for training to be conducted in accordance with Department of Defense (DoD), OEM or other sources for aircraft like the C-12, UH-1, and UH-60.

Question: How will DoD training guidance and regulations for proficiency, currency, and certifications (e.g., AR 95-20, the Aircrew Training Manual for the UH-60M, and Commander’s Guide) be addressed when they appear to conflict with or fail to complement CBP directive?

CBP Response: CBP OAM guidance, regulations, and requirements will take precedence.

21. SOW, Page 5, Paragraph 6.2 (Generic Aircraft Pilot Training): Paragraph states that Generic Training shall include High Altitude, Reduced Vertical Separation Minima, and Flight Instructor Courses.

Question: What is the minimum high altitude specifications (i.e., elevation and high-hot conditions) required for the contractor to offer appropriate high altitude power management training?

CBP Response: CBP OAM requirements for high altitude mountainous terrain training for all non-pressurized aircraft (fixed and rotary wing) shall include but not necessarily be limited to flight operations conducted at an altitude of 6,000 feet MSL or higher, in an area of changing terrain profile where the changes exceed 3000 feet (approximately 900 meters) of elevation within a distance of 10 NM. Training maneuvers performed in the course of these flight operations shall include but not necessarily be limited to multiple landings and takeoffs, completed to and from unfinished surfaces, ridgelines, uneven or sloped terrain, pinnacles, and confined areas. This training shall also include discussion and demonstrations of high altitude flight power preparation, requirements, limitations, and techniques. These discussions and demonstrations shall include but not necessarily be limited to aircraft performance, power management, mountain flying techniques, loss of tail rotor effectiveness, settling with insufficient power, and settling with power.

22. SOW, Page 5, Paragraph 6.2 (Generic Aircraft Pilot Training): Paragraph states that Generic Training shall include High Altitude, Reduced Vertical Separation Minima, and Flight Instructor Courses.

Question: What locations currently provide acceptable high altitude power management training for the CBP?

CBP Response: CBP OAM pilots currently receive high altitude power management training in the San Gabriel Mountain Range between the Los Angeles Basin and the Mojave Desert of California. CBP OAM requirements for high altitude mountainous terrain training for all non-pressurized aircraft (fixed and rotary wing) shall include but not necessarily be limited to flight operations conducted at an altitude of 6,000 feet MSL or higher, in an area of changing terrain profile where the changes exceed 3000 feet (approximately 900 meters) of elevation within a distance of 10 NM.

Training maneuvers performed in the course of these flight operations shall include but not necessarily be limited to multiple landings and takeoffs, completed to and from unfinished surfaces, ridgelines, uneven or sloped terrain, pinnacles, and confined areas. This training shall also include discussion and demonstrations of high altitude flight power preparation, requirements, limitations, and techniques. These discussions and demonstrations shall include but not necessarily be limited to aircraft performance, power management, mountain flying techniques, loss of tail rotor effectiveness, settling with insufficient power, and settling with power.

23. SOW, Page 5, Paragraph 6.2 (Generic Aircraft Pilot Training): Paragraph states that Generic Training shall include High Altitude, Reduced Vertical Separation Minima, and Flight Instructor Courses. Further states that at contract award, the contractors shall be capable of conducting the following training/certifications:

Additional training required for operating pressurized aircraft capable of operating at high altitudes (FAA/FAR Part 61.31 (g)

Question: What training requirements, if any, exist for High Altitude Mountainous Training for non-pressurized aircraft (fixed and rotary wing)?

CBP Response: CBP OAM requirements for high altitude mountainous terrain training for all non-pressurized aircraft (fixed and rotary wing) shall include but not necessarily be limited to flight operations conducted at an altitude of 6,000 feet MSL or higher, in an area of changing terrain profile where the changes exceed 3000 feet (approximately 900 meters) of elevation within a distance of 10 NM. Training maneuvers performed in the course of these flight operations shall include but not necessarily be limited to multiple landings and takeoffs, completed to and from unfinished surfaces, ridgelines, uneven or sloped terrain, pinnacles, and confined areas. This training shall also include discussion and demonstrations of high altitude flight power preparation, requirements, limitations, and techniques. These discussions and demonstrations shall include but not necessarily be limited to aircraft performance, power management, mountain flying techniques, loss of tail rotor effectiveness, settling with insufficient power, and settling with power.

24. SOW, Page 5, Paragraph 6.2 (Generic Aircraft Pilot Training): Paragraph states that Generic Training shall include High Altitude, Reduced Vertical Separation Minima, and Flight Instructor Courses. Further states that at contract award, the contractors shall be capable of conducting the following training/certifications:

Airplane Single-Engine, Airplane Multi-Engine, Helicopter, and Flight Instructor Qualification/s Courses (to include Airplane Single-Engine, Airplane Multi-Engine, and Helicopter) in accordance with FAA-FAR Part 61.

Question: Bullet appears to include requirement for the contractor to provide initial Qualification training to selected candidates that are not rated pilots. Other sections (e.g., Paragraph 6.3 does not address initial qualification but rather initial transition, recurrent annual Refresher, Second in Command training, and additional hours. What is the CBP’s plan, if any, for qualifying non-rated personnel in either fixed or rotary wing aircraft?

CBP Response: As all CBP pilots are rated pilots as a condition of hire with at least a commercial pilot’s license, the only need to qualify personnel in either fixed or rotary wing aircraft will be as an add-on to their existing pilot certificate.

The need to do so will be considered by CBP on a case-by-case basis, based on the needs of CBP OAM and the capabilities of the individual in question.

25. Page 7, Paragraph 6.2. (Generic Aircraft Pilot Training): Paragraph states that flight instructor candidates will be experienced aircraft pilots in category and class.

Question: What is the CBP’s definition of “experienced” in terms of total time, pilot in command time, instrument time, etc.?

CBP Response: CBP OAM new hire pilots must meet the following minimum flight time requirements:

- 1500 hours total flight time

- 250 hours as Pilot-in-Command

- 75 hours night time

- 75 hours instrument time

- 100 hours in the last 12 months.

To be designated as a Pilot-in-Command, CBP OAM requires the following:

- Possess an FAA Instrument rating for each category of aircraft to which the PIC designation applies

- Possess at least a current FAA Second Class Medical Certificate

- Be deemed by the DAO to have experience and possess the degree of judgment and maturity appropriate to the assignment as a PIC in the specific aircraft

- Obtain 250 hours in category and class and 15 hours in aircraft type in OAM enforcement missions To be designated as an Instructor Pilot, CBP OAM requires the following:

- Be recommended for their sound judgment, technical knowledge, and personal qualities required instructing others.

- Have been qualified as a PIC for at least 1 year in the category and class of aircraft in which the pilot is designated to instruct

- Hold a current FAA Certified Flight Instructor (CFI) Certificate in the category and class of each type of aircraft in which the pilot will be designated to give instruction

- Successfully complete initial instructor training for each OAM type aircraft IAW the ASM administered by CBP OAM National Air Training Center (NATC)

- All initial Instructor Pilot evaluations must be authorized by NATC, and shall be administered by an Standardization Flight Evaluator assigned to NATC

26. Page 8, Paragraph 6.3 (Training Requirements): Paragraph states that the contractor shall provide their commercially available off the shelf courses of instruction.

Question: Paragraph 6.2 on Page 7 states, “The contractor shall not alter any course of instruction or equipment for CBP pilots without review and approval by the Contracting Officer and COR. As Off-the- Shelf courses are normally offered to multiple agencies and even the public, what is the CBP’s view of who owns the course of instruction?

CBP Response: The contractor owns the course of instruction, with the opportunity to consider course input and/or modifications as needed by CBP OAM.

27. Page 9, Paragraph 6.9 (If Proposing Dual Training in the LEH): Paragraph states that, “For offerors proposing dual flight training in the LEH (AS-350, EC-120, and UH-1), normal procedures and emergency procedures that are identical in both helicopters may be conducted in either make/model.”

Question: Paragraph states “both” helicopters but lists three separate types. We understand the similarities between two of the three helicopters listed. What specific two aircraft types is the quoted statement referring to?

CBP Response: The word “both” is used in reference to any two helicopters which are the same model but different series (such as the AS-350 B3 and AS-350 B32B1) which have similar normal procedures and/or emergency procedures, in which case that procedure may be conducted in either of the two helicopters.

28. Page 10-11, Paragraph 7.1 (Infrastructure, Equipment, Internet Available Services and Personnel): Paragraph states that for intended training to be conducted in aircraft and FSTD but the airport and the FSTD facility are not collocated, the airport must be within 30 minutes (during rush hour) or 5 driving miles of FFS/FTD facility.

Question: When the airport and simulation facilities are not collocated, how will transportation for the CBP pilot be accomplished and is this a contractor requirement?

CBP Response: Consistent with the requirement that the airport must be within 30 minutes (during rush hour) or 5 driving miles of FFS/FTD facility, transportation required for this will be funded and facilitated by CBP.

29. Page 11, Paragraph 7.1 Paragraph 7.1 (Infrastructure, Equipment, Internet Available Services and Personnel):

Paragraph states that there will be no Government Furnished Equipment of any kind n this contract.

Question: Since the Government will not furnish any equipment to offerors who are capable of delivering training in military versions of some aircraft, what pilot equipment is preferred by the Government for this type of training in terms of Life Support Equipment, hearing attenuation, crash and fire protection, Night Vision Goggles, etc.?

CBP Response: The training provider must provide required and appropriate safety equipment consistent with FARs and OSHA regulations and requirements. CBP OAM pilots will also provide personal protective equipment consistent with their own flight training requirements (such as flight suits, gloves, helmets, etc) in addition to equipment provided by the training provider. Such provisions do not in any way, however, relieve the training provider of the requirement to ensure required and appropriate safety equipment is provided consistent with FARs and OSHA regulations and requirements.

30. Page 20, Section III (Solicitation Provisions): Government has provided provisions in accordance with FAR 15.204-5 to guide offerors’ proposal preparation.

Question: As FAR 15.204-5 does not include directions for font, margins, page inclusion designations, page limitations, graphics size, etc., what is the CBP’s intent for standardizing the appearance and content of offerors’ submissions?

CBP Response: In addition to the provision a FAR 52.212-1, Instructions to Offerors—Commercial Item incorporated by reference under the Solicitation Provisions, the proposal submission shall be as follows:

Proposal submissions: Page size shall be 8.5 x 11 inches, not including foldouts. Pages may be single spaced, font size no less than 12 point Times New Roman. Use at least 1-inch margins on the top and bottom and ¾ inch side margins. Pages shall be numbered sequentially by attachment. Tables, charts, graphs and figures shall be legible. The text on these shall be no smaller than 10 point Times New Roman and the page size shall not exceed 8.5 x 14 inches (legal). To ensure receipt of a complete proposal submission, you are requested to provide a table of contents as a cover sheet, clearly indicating the title of the attachments and the number of pages per attachment.

The proposal shall include both a Section I and Section II as follows:

Section I - Technical and Past Performance Submission: Section I submission shall include a Technical Proposal (limited to 100 pages total (front and back)) identifying the offeror’s proposed approach to the specific requirement. The Offerors shall submit the required Past Performance Information in accordance with Attachments 3 and 4 of the Solicitation.

Section I will be evaluated in accordance with the evaluation factors listed in Attachment 3 of the solicitation. Each evaluation factor should be addressed separately in your proposal.

Section II – Cost/Price Submission: Section II submission shall reflect pricing for the courses you are proposing. Section II will be evaluated in accordance with the cost/ price factors listed in Attachment 3 of the solicitation.

31. Page 3-1 of 36 (Continuation of SF 1449): This and succeeding pages list several categories of off-the-shelf courses. Language on Page 2 of SF 1449 and listing of courses suggests that an offeror can compete by bidding less than all of the courses in an available Functional Area (e.g., offeror could bid only his UH-1H course on page 3-1 rather than all of the set aside area. Language on page 2 of the SF 1449 (specifically, “As such, successful offeror(s) may be awarded a portion of a Functional Area or the entire Functional Area based on best value to the Government”) seems to also suggest that a partial bid of a functional area consistent with one’s inventory of applicable off-the shelf training is permissible.

Question: For an offeror to compete, what is the minimum required bid in terms of full or partial Functional Area bid?

CBP Response: A “Full” Functional Area Bid consists of proposing for all courses listed under a specific Functional Area(s). At a minimum, a “Partial” Functional Area Bid shall reflect a bid that proposes all the required training courses listed under a specific CLIN or CLINs (i.e. a bid for CLIN 0001 shall include pricing for CLIN 0001A through 0001F).

32. Question: I have a couple of questions, particularly as they related to rotary-wing high-alt/mountain flying. There is no such thing as FAA approved Part 141 high-alt/mountain flying curriculum/certification/standards. Would you still need a Part 141 Certificate to be compliant for the rotary-wing high-alt/mountain flying course?

CBP Response: The training provider must either have a Part 141 Certificate or be properly designated and certified as a DOD military equivalent training facility capable of providing the required course of instruction.

33. Question: There are no detailed requirements in the SOW for high-alt/mountain flying. Can you provide CBP’s minimum training objectives? We offer several levels of training and would like to structure our RFP response towards the CBP’s training goals and objectives.

CBP Response: CBP OAM requirements for high altitude mountainous terrain training for all non-pressurized aircraft (fixed and rotary wing) shall include but not necessarily be limited to flight operations conducted at an altitude of 6,000 feet MSL or higher, in an area of changing terrain profile where the changes exceed 3000 feet (approximately 900 meters) of elevation within a distance of 10 NM. Training maneuvers performed in the course of these flight operations shall include but not necessarily be limited to multiple landings and takeoffs, completed to and from unfinished surfaces, ridgelines, uneven or sloped terrain, pinnacles, and confined areas. This training shall also include discussion and demonstrations of high altitude flight power preparation, requirements, limitations, and techniques. These discussions and demonstrations shall include but not necessarily be limited to aircraft performance, power management, mountain flying techniques, loss of tail rotor effectiveness, settling with insufficient power, and settling with power.

34. Question: I was unable to find a “Instructions to Offeror” section in the SOL. Can you direct me to the section of the SOL that outlines a correctly prepared solicitation response?

CBP Response: Given that Aircraft Pilot Training Services are considered Commercial Item Services, the Solicitation has been structured in accordance with FAR 12.203. As such you will find the “Solicitation Provisions” under Section III (Page 20). This section is incorporated to guide offerors in preparing proposals.

In addition to the provision a FAR 52.212-1, Instructions to Offerors—Commercial Item incorporated by reference under the Solicitation Provisions, the proposal submission shall be as follows:

Proposal submissions: Page size shall be 8.5 x 11 inches, not including foldouts. Pages may be single spaced, font size no less than 12 point Times New Roman. Use at least 1-inch margins on the top and bottom and ¾ inch side margins. Pages shall be numbered sequentially by attachment. Tables, charts, graphs and figures shall be legible. The text on these shall be no smaller than 10 point Times New Roman and the page size shall not exceed 8.5 x 14 inches (legal). To ensure receipt of a complete proposal submission, you are requested to provide a table of contents as a cover sheet, clearly indicating the title of the attachments and the number of pages per attachment.

The proposal shall include both a Section I and Section II as follows:

Section I - Technical and Past Performance Submission: Section I submission shall include a Technical Proposal (limited to 100 pages total (front and back)) identifying the offeror’s proposed approach to the specific requirement. The Offerors shall submit the required Past Performance Information in accordance with Attachments 3 and 4 of the Solicitation.

Section I will be evaluated in accordance with the evaluation factors listed in Attachment 3 of the solicitation. Each evaluation factor should be addressed separately in your proposal.

Section II – Cost/Price Submission: Section II submission shall reflect pricing for the courses you are proposing. Section II will be evaluated in accordance with the cost/ price factors listed in Attachment 3 of the solicitation.

35. Question: Schedule of Services Price/Costs, C-550 Aircraft Clarification: It is our understanding CBP has significantly reduced their fleet of C-550 aircraft and will continue to reduce their fleet in the future. If this is correct, please confirm the training estimates of 13 initials and 100 recurrents are valid for all 5 years of the contract.

CBP Response: CBP OAM is in the process of refining our C-550 aircraft training requirement estimates, as a function of reductions in the number of CBP OAM C-550 aircraft currently flying, anticipated needs of the service, and unforeseen operational requirements over the next five years. Consistent with this and as reflected in updates submitted as part of the contractor solicitation process, CBP OAM estimates needing approximately 6 initial and 50 recurrent C-550 training courses for each of the next five years.

36. Question: Schedule of Services Price/Costs, PC-12(x) Clarification: Please confirm you are referring to the PC-12 Series 10 aircraft.

CBP Response: That is correct.

37. Question: Key Personnel or Facilities, page 13 This clause states the contractor shall not remove or replace personnel or facilities without the approval of the Contracting Officer. As such, this requirement is excessive and unnecessarily limits the contractor from making changes as business conditions may warrant. In general, the limited training estimates do not justify the potential business restrictions and/or financial risk involved. Request this clause be removed/deleted.

CBP Response: The Key Personnel or Facilities Clause is a required CBP Clause.

38. Question: Statement of Work, Item 16.0, page 14: This section states the successful offeror will be required to sign a Non-Disclosure Agreement and comply with the terms and conditions of DHS Management Directive, MD 11042.1.

Can these documents be provided to potential bidders for their review and understanding?

CBP Response: The requested documents (Non-Disclosure Agreement and DHS Management Directive, MD 11042.1 ) have been provided under Amendment A0002 and are incorporated as part of the Solicitation.