HSCG38-16-Q-200052_-_Attachment_2_-_Statement_of_Work.docx

Performance Work Statement (PWS)

HSCG38-14-R-200009

HSCG38-16-Q-200052 ATTACHMENT 2 6 JULY 2016

MH-65 STANDBY FLIGHT INSTRUMENT SPECIFICATION, SUSTAINMENT, AND STATEMENT OF WORK

1.0 SCOPE

A requirement exists for the procurement and sustainment of a Standby Flight Instrument (SFI) for the United States Coast Guard (USCG) MH-65E. This requirement includes procurement of SFI, miscellaneous replacement parts and SFI repairs. Engineering support services and product improvement efforts will also be performed under this contract.

2.0 BACKGROUND

The USCG operates a fleet of 102 H-65 aircraft. The H-65 fleet is being improved to extend the aircraft service life through at least 2036. The improved aircraft will be designated as the MH-65E. The H-65 improvement design includes installation of the Common Avionics Architecture System (CAAS). Individual flight instruments are being removed and replaced with CAAS Multifunction Display (MFD) screens. An independent, reliable and supportable SFI is required to backup the MFD screens.

The MH-65E instrument panel has been redesigned to improve reliability and maintainability. All pitot-static system lines have been removed from the panel and terminated at the avionics compartment. There is a high level of electronic interference in the vicinity of the instrument panel. This activity is expected to interfere with the sensing of magnetic fields.

The MH-65E has multiple redundant power sources. A rechargeable battery that provides continuous operation of all functions when the 28 Volts Direct Current (VDC) source is not available is required. This requirement may be revisited through the final system safety analysis and redefined as an option.

3.0 APPLICABLE DOCUMENTS AND DESIGN CRITERIA

3.1 Definitions.

Acceptance Test Procedure (ATP). The Contractor’s ATP.

Aircraft on Ground (AOG). Condition indicating that an otherwise operational aircraft is temporarily grounded awaiting repair and return of a part or component to return the aircraft to operational status. This condition requires that the component be handled as a high priority and that the return be expedited.

Asset Computerized Maintenance System (ACMS). ACMS is the management information system used to schedule and record all USCG aircraft maintenance.

Cannibalize. Items covered in this contract in which integral parts are missing when the component is provided to the Contractor for repair. Items covered in this contract received by the Contractor missing consumable items are not considered to be cannibalized.

Class I Configuration Change. A class I configuration change is a change that affects the form, fit or function of the component. A class I change may affect the interface between the component and the aircraft. The parameters defined in the interface control document (ICD) may be changed. The following characteristics can be affected by a class I change: performance, weight, interface characteristics, and electromagnetic characteristics.

Class II Configuration Change. A class II configuration change is a change that does not affect the form, fit or function of the component. A class II change will not affect the interface between the component and the aircraft. The parameters defined in the ICD will not be changed. The following characteristics will not be affected by a class II change: Performance, Weight, Interface characteristics and Electromagnetic characteristics.

Commercial Catalog Price. This price is derived from the most recent Contractor commercial catalog price.

Common Avionics Architecture System (CAAS). An open architecture avionics system originally developed for the U.S. Army. The CAAS has been integrated into the HH-60 and MH-65 aircraft for USCG.

Interface Control Document (ICD). ICDs describe the system’s interfaces including any rules for communicating with them. The purpose of an ICD is to clearly communicate all possible inputs and outputs from a system for all potential actions whether they are internal to the system or transparent to system users. An ICD may describe the system interfaces to the lowest physical elements (circuits, voltage, watts, etc) to the user interface or any subset thereof. ICDs should only describe the interface itself and not any characteristics of the systems using it. Any features, functions, or logic supporting the system interface should be outlined within separate design and/or specification documents.

Line Replaceable Unit (LRU). Essential support item removed and replaced at field level to restore an end item to an operationally ready condition.

Objective. A desired feature beyond the minimum government requirement that would enhance the capabilities of the SFI system.

Ready-For-Issue (RFI). The classification RFI indicates a part that is airworthy and ready for installation in a Government aircraft.

Service Bulletins/Service Letters. Service instructions published by the Original Equipment Manufacturer (OEM). Two classes of service bulletin are recognized: Mandatory and Optional. “Mandatory” service bulletins are published by the OEM to provide technical instructions for maintenance actions, inspections and modifications that could affect safety. “Optional” service bulletins are published by the OEM to provide technical instructions for maintenance actions, modifications and improvements that are not considered mandatory. “Recommended” service bulletins are considered “Mandatory” for this contract. Instructions that are published by the OEM in other approved formats, such as “service letters” are handled in the same manner as service bulletins. See section 8.10 for additional information on contractor’s requirements.

Threshold. A SFI system minimum requirement that must be met to meet USCG requirements.

3.2 Applicable Commercial Documents. Unless otherwise specified herein, the Contractor shall comply with its own internal written standards relative to design, quality, and configuration specifications. The following are acceptable commercial standards:

RADIO TECHNICAL COMMISSION FOR AERONAUTICS (RTCA):

RTCA DO-160G Environmental Conditions and Test Procedures for Airborne Equipment

RTCA DO-178 Software Considerations in Airborne Systems and Equipment Certification

SOCIETY OF AUTOMOTIVE ENGINEERS, INTERNATIONAL (SAE) STANDARDS:

ARINC 408A Air Transport Indicator Cases and Mounting

AS50881, Rev D Wiring, Aerospace Vehicle

INTERNATIONAL ORGANIZATION FOR STANDARDIZATION (ISO) STANDARD:

ISO 10303 Standard for the Exchange of Product Model Data (STEP)

NATIONAL ELECTRICAL MANUFACTURERS ASSOCIATION (NEMA) PUBLICATION:

WC 27500 Standard for Aerospace and Industrial Electrical Cable

3.2.1 Availability of Commercial Documents. The above referenced commercial documents can be purchased on the Internet from the following locations: RTCA, “www.rtca.org”; SAE, “http://store.aviation-ia.com/cf/Store/?item_id=16” and “http://standards.sae.org/as50881/”; ISO, “www.iso.org”; and NEMA, “www.nema.org.” The Government will not supply these commercial documents, nor will cover any expense to obtain them for this requirement.

3.3 Government Documents. The following specifications, standards, and handbooks of the latest revision at the date of the original release of this specification listed below form a part of this specification to the extent specified herein.

DEPARTMENT OF DEFENSE (DOD) STANDARDS:

MIL-STD-3009 Lighting, Aircraft, Night Vision Imaging System (NVIS) Compatible

Note: Supersedes MIL-L-85762A

MIL-STD 464C Electromagnetic Environmental Effects, Requirements for Systems

MIL-STD 461F Electromagnetic Interference Characteristics, Requirements for Equipment

MILHDBK-235-1C Military Operational Electromagnetic Environmental Profiles

MIL-DTL-38999 Connectors, Electrical, Circular, Miniature, High Density, Quick Disconnect (Bayonet, Threaded or Breech Coupling), Environment Resistant with Crimp Removable Contacts or Hermetically Sealed with Fixed, Solderable Contacts, General Specification for

MIL-STD-810G Environmental Engineering Considerations and Laboratory Tests

MIL-HDBK-516C Airworthiness Certification Criteria

FEDERAL AVIATION ADMINISTRATION (FAA):

FAA Technical Standard Orders (TSO):

TSO-C113a Airborne Multipurpose Electronic Displays

TSO-C179a Permanently Installed Rechargeable Lithium Cells, Batteries, and Battery Systems

FAA Federal Aviation Regulations:

14 CFR 91 General Operating and Flight Rules

14 CFR 29 Airworthiness Standards: Transport Category Rotorcraft

14 CFR 27 Airworthiness Standards: Normal Category Rotorcraft

FAA Advisory Circulars (AC):

AC 29-2C Certification of Transport Category Rotorcraft (Changes 1-3 incorporated)

AC 43-4A Corrosion Control for Aircraft

USCG COMMANDANT INSTRUCTION (COMDTINST):

COMDTINST M3710.1G USCG Air Operations Manual

U.S. ARMY REGULATIONS (AR):

U.S. Naval Air Systems Command (NAVAIR) Manual:

01-1A-505-1 to 1-1A-14 Aircraft Electric and Electronic Wiring

3.3.1 Availability of Government Documents. The following documents are available on the Internet from these locations: All FAA documents at “www.faa.gov”; USCG COMDTINST at “www.uscg.mil/directives”, and US Army Regulations at “www.apd.army.mil.”

SPECIFICATIONS

3.4 Government Design Criteria.

3.4.1 Airworthiness. All SFI units produced and repaired under this requirement must be airworthy and suitable for installation on USCG aircraft. Each production component or returned repair component sent to Aviation Logistics Center (ALC) must be tagged with a FAA Form 8130-3 Airworthiness Approval Tag, European Aviation Safety Agency (EASA) Form 1, or DOD equivalent in accordance with (IAW) MIL-HDBK-516C. This form shall be packaged with each component.

The MH-65E shall safely perform all assigned missions IAW FAA Part 29, FAA Part 91, and the USCG Air Operations Manual, COMDTINST M3710.1G. Exceptions to Federal Aviation Regulation 29 requirements are allowed for public use aircraft. Deviations from the Federal Aviation Regulation and/or agency requirements must be approved by the Government.

3.4.2 Night Vision. The aircraft will be NVIS compatible. New production SFIs shall be designed to be compatible with the use of Type I, Class B, NVIS, IAW MIL-STD-3009. NVIS capability is used routinely to prosecute USCG missions. Interior and exterior system compatibility will ensure that the aircrew can safely and effectively carryout their mission.

3.4.3 Wiring. New wiring installation shall conform to the SAE AS50881, Rev D. Wiring maintenance/repair shall conform to the NAVAIR 01-1A-505 series. General aircraft wiring shall be IAW NEMA publication WC 27500. Kapton wiring SHALL NOT be used in Government aircraft.

3.6 Section References. Within this SOW, references to a given section number shall imply reference to all subsections. Where a group of sections is referenced, such as Section 3.2.1 through 3.5.1, the word inclusive after Section 3.5.1 is implied whether or not actually stated.

4.0 DEVELOPMENT

4.1 Design Modification. A proven system that does not require design modification to meet USCG requirements is the threshold.

5.0 SFI SPECIFICATION REQUIREMENTS AND TECHNICAL DESCRIPTION

5.1 Performance Specification. The SFI must meet the requirements of FAA TSO C113a (identified in SOW section 5.4.3.1), Federal Aviation Regulation 29 (identified in section 5.1.2 below), and the additional MH-65E requirements listed in this specification. The SFI shall be capable of serving as a standalone backup, with electrical power supplied either by the aircraft or a dedicated SFI battery, in place of the MFD screens. The SFI must be included in a TSO approval or have been derived from a TSO design with improvements designed for military applications such as NVIS compatibility, or enhanced shielding for Electro-Magnetic Interference (EMI), for shipboard operations and discharge of weapons.

5.1.1 An objective for the SFI unit is a solid state, self-contained electronic display system.

5.1.2 The SFI shall meet the requirement for a standby attitude instrument contained in Appendix B of Federal Aviation Regulation Part 29. The quote shall describe design features, testing and any US Government agency certification of the SFI capability to meet the Federal Aviation Regulation Part 29 requirements. The quote shall describe the system software verification and electromagnetic vulnerability including protection from the effects of lightening and high energy radio frequency fields in their submitted quote.

5.1.3 The SFI shall meet all requirements at the levels stated in the quote submitted while installed and flown in an operational aircraft. The SFI shall interoperate and conform with existing aircraft mechanical and electrical interfaces.

5.1.4 The SFI shall comply with all threshold requirements. Capabilities specified as objectives are beyond the minimum government requirement. The benefits provided by the objectives will be considered in the evaluation process.

5.1.5 The MH-65E is required to operate in a marine environment and the SFI is subjected to aircraft vibrations and EMI (see Appendix A). An objective of the SFI unit is design features and testing to verify additional marine environment, aircraft vibration, and EMI protection.

5.1.6 Quotes shall describe the SFI unit as a single product or a product consisting of multiple part numbers (P/N) and/or software for this requirement. The Contractor shall provide in their quote a description of strapping, set up and any other procedures required for the intended configurations to be implemented and managed in service.

5.2 SFI System Product Description. Quotes shall describe the offered SFI system and subcomponents.

5.3 Interface Definition.

5.3.1 Interface Control Document (ICD). The Contractor shall provide ICDs as part of their quote that will include drawings that clearly show the SFI system, cable assemblies and interconnects, and installation components. The ICD shall include tables that clearly describe in full detail all cable signal functions, descriptions, and connector information that will aid the Government in troubleshooting the SFI system. The ICD shall describe all software interface requirements for the SFI system. A copy of all applicable ICDs shall be turned in with the quote submitted against this requirement.

5.3.2 Technical Data - Solid Models. Solid models of 3D computer-aided design STEP files, IAW ISO 10303, of each LRU are an objective to support the interface design. This helps to ensure that when incorporated with Government aircraft structure designs the SFI will be mounted to/on there will be a proper load distribution prior to installation in the aircraft.

5.3.3 Display Installation.

5.3.3.1 MH-65E. The SFI display shall be capable of installation in the MH-65E instrument panel. The MH-65E Instrument Panel Cutout is depicted in figure 1. The display will be installed so that the face of the display forms a plane parallel to the instrument panel. The axis of the display shall be aligned parallel to the panel axis. The panel is installed parallel to the aircraft lateral axis. The panel faces form an angle of 17° 30’ forward of the aircraft vertical axis as shown in figure 2. Additional location information is provided in Appendix A. The depth of the display on the crew side of the panel is not defined. However, an objective is a compact display with associated knobs. The threshold for the display SHALL NOT exceed 3.6 inches in height and 4.06 inches in width. It is assumed that the display will be integrated together with a processor. However, this is not required. The threshold for allowable depth of the display processor body, measured from the panel face away from the crew is 10 inches, with an objective of 6 inches or less. Note: Connectors or other attachments may extend an additional 2.5 inches past the body. An objective is an SFI unit with a compact installation. The display/processor body must fit in hexagon shaped cutout as shown in figure 1 below. The Contractor shall provide a description of the requirements for mounting the SFI processor in the aircraft in their quote.

Figure 1 Instrument Panel Cutout (AIRINC 408A, 3 ATI-S)

Figure 2 Instrument Panel Installation

5.3.3.1.1 Display Roll Offset. The MH-65E aircraft attitude is 2 degrees right wing down in forward flight. The SFI system shall be capable of being configured so that the system can display level when the aircraft attitude is 2 degrees right wing down.

5.3.3.1.2 Pitch/Roll/Yaw Offsets. If the display and processor body are two separate units there must be a way for the integrator to adjust the pitch, roll, and yaw offsets of the processor unit to reflect the installation in the aircraft. Quotes shall describe a description of the requirements for mounting the SFI processor in the aircraft.

5.3.4 Magnetic Sensor. The SFI system must include a magnetic sensor. However, the magnetic sensor may be suitable for installation away from the display processor. The capability to accommodate a wire run threshold of 420 inches is required if not part of the SFI display.

5.3.5 Air Data Receiver. The SFI system must also include an air data receiver. The system may include a remote air data receiver suitable for installation adjacent to the aircraft static ports. The capability to eliminate the requirement for pitot-static lines to the MH-65E instrument panel and to accommodate a wire run threshold of 200 inches is required if not part of the SFI display.

5.3.6 Aircraft Electrical Power Requirements. The SFI shall operate from a 28 VDC source (18 to 32 VDC). A SFI system that operates on 3 Amps or less is the threshold. Minimum current draw is a desired objective. The SFI shall also be capable of being powered by a dedicated SFI battery specified by the Contractor. The SFI shall include all brackets and mounts and any unique connectors/equipment required for the system to operate. Wiring, pitot-static system tubing and standard connectors and hardware will be provided by the Government.

5.3.6.1 SFI Battery. A rechargeable battery that provides continuous operation of all functions for 30 minutes when the 28 VDC source is not available is required. The battery may be installed in the SFI or provided as a separate LRU. Quotes shall provide documentation defining the suitability of their proposed battery installation for safe operations in aircraft. The safety documentation shall describe the design of the battery and installation requirements. The quote shall include providing notification if the battery includes lithium compounds and address applicable lithium battery safety issues including TSO-C179a. For purpose of evaluation, the maximum flight time utilizing the SFI will be one hour.

5.3.6.2 Battery Manufacturer. The quote shall state who manufactures the battery provided. Regardless of the source, the Contractor shall remain responsible for the performance of the battery specified to satisfy the requirements listed in section 5.3.6.1.

5.4 Performance & Capabilities.

Note: The attitude display must present information in a format that is consistent with the primary flight displays in CAAS. Gyroscopically stabilized data will be presented at the center of the display. The gyroscopically stabilized data must include a “Sky Pointer” at the top of the stabilized data. The “Sky Pointer” must show the vertical direction and remain stationary with respect to the earth’s horizon. The display will depict aircraft attitude relative to the gyroscopically stabilized data. The aircraft attitude will be shown by an aircraft symbol in the center of the display and also by an index to display the aircraft roll relative to and immediately above the “Sky Pointer”.

5.4.2 Temperature Range. -55 to +70 degrees Celsius is the objective temperature range. The temperature range threshold is a system that operates from -20 to +50 degrees Celsius.

5.4.3 Environmental Compliance. Compliance with the following RTCA DO-160G requirements are objectives of the SFI unit: shock, waterproofness, sand and dust, and fungus. Protection from MH-65E specific aircraft vibration and shipboard EMI are also objectives. SFI requirements are identified in section 5.4.3.1 below.

5.4.3.1 Electro-Magnetic Environment (EME). The testing required by TSO-C113a satisfies the threshold for the SFI. However, additional protection that has been verified by test is a desired objective. The SFI equipped aircraft will be qualified to operate when subjected to the EME specified in MIL-STD 464C section 5.3 Table 1 (Flight Deck levels), Table 2 (Main Beam Levels) and Table 5 (RW operations-shore use only), and requirements for control of the EMI emission and susceptibility characteristics of electronic, electrical, and electromechanical equipment per MIL-STD 461F. MILHDBK-235-1C offers guidance on Military EME Profiles. The USCG uses the "Standard Navy Rotary Wing EME" which is based on shipboard surveys (measurements/calculations) of the actual field strength levels in the Navy fleet. The aircraft must be able to operate safely in close proximity to vessels of the USCG and Navy. Takeoffs, hovering, and landings that cross into the line of fleet radar are expected to occur. It is a desired objective that the SFI incorporates protection that will increase the system capability to operate normally in proximity to vessel radar. As a threshold, the SFI shall be capable of continued operation after exposure to the electro-magnetic emissions described above.

5.4.3.2 Corrosion Resistance. Quotes shall describe how their design provides corrosion resistance. Policies that avoid the use of dissimilar metals that would create galvanic couples within the system or system integration shall be described.

5.4.4 Size & Weight. An objective of the SFI unit is a compact, low weight system.

5.4.4.1 The threshold for the display assembly installed in the instrument panel is a maximum of 5 lbs. A total system weight less than 10 lbs is the threshold. The total system weight shall include the battery and all components described in the system description (section 5.2).

5.4.4.2 The size of the display processor is dependent on the display installation thresholds defined above. The MH-65E has a cooled avionics rack (AVRACK) available for the installation of additional system components, such as the air data receiver. The space available in the AVRACK is 10 inches deep, 5.5 inches wide and 6 inches high. There is also room for equipment, such as the SFI battery, in the MH-65E nose compartment. The nose can accommodate equipment that is 16 inches deep, 11 inches wide and 9 inches high. The nose compartment is not cooled. The remaining dimensions are left to the Contractor’s discretion. The dimensions of the display processor and all other subcomponents of the SFI shall be provided in the submitted quote.

5.5 Additional Desired Features.

5.5.1 The following features are highly desired system objectives: Slip & Skid, Remote Air Data Receiver, Display Dimmer Control, and Vertical Speed.

5.5.2 Supportability.

5.5.2.1 A SFI processor that is easily removed and replaced is a system objective.

5.5.2.2 A test mode is a system objective.

5.5.2.3 Built-In Test (BIT) capability is a system objective. Any failure of the BIT circuitry shall not cause failure or degradation of any other operational performance requirement.

5.5.2.4 The system shall be designed to remain in service for not less than 3,000 flight hours or five years without failure. A more reliable system is a an objective.

5.5.2.5 Electrical Connectors. Connectors that comply with MIL-DTL-38999 are required.

5.5.3 Simulator Compatibility. The capability to interface with and display attitude and heading information provided by a flight training simulator device is highly desired objective.

5.5.4 Installation Support Capability. The Contractor shall provide setup and installation instructions as part of their submitted quote. The SFI installation will be accomplished by the Government with Contractor support as required (CLIN 0016). The SFI shall be optimized to ensure performance requirements are met when the SFI is installed and subjected to vibrations induced throughout the aircraft flight envelope.

6.0 FIRST ARTICLE TESTING, PRODUCTION, AND SUSTAINMENT REQUIREMENTS

6.1 SFI First Article. The Contractor shall provide quantity four (QTY 4) SFI units to be tested on Government aircraft at ALC within ninety (90) days of receipt of the delivery order (DO) per CLINs 0001-0004. Upon completion of installation and testing in the aircraft by the Government, the Contracting Officer’s Representative (COR) will approve the SFI units for the production phase. The Contracting Officer (KO) will notify the Contractor in writing of conditional approval, approval, or disapproval of the first article systems within 210 calendar days after receipt of the first article systems. This approval process is only required for first article units. Once in the production stage, all SFI units that are shipped and do not work properly will be returned under warranty with a Product Quality Deficiency Report (PQDR) at no cost to the Government.

6.2 Repair of SFI. The Contractor shall perform all repair activities IAW with the OEM’s technical requirements.

6.2.1 Repair Procedures. Components shall be repaired for the specific fault for which they were returned. A DD Form 1577-2, Unserviceable (Reparable) Tag-Material, or CG-1577-A (11-90), Unsatisfactory Report Tag, will be attached to each non-ready for issue (RFI) item describing faults. The Contractor shall perform an inspection and functional tests and correct deficiencies found. This shall include, but is not limited to, replacement of missing or broken parts and the removal of any foreign matter or corrosion. Repairs are identified in the Schedule as CLINs 0009-0012 and subsequent Option Period CLINs.

6.2.2 Test and Evaluation (T&E) / No Fault Found (NFF). If, after visual and functional inspections, an item is found to meet manufacturer's minimum performance specifications and is considered to be RFI the item shall be classified as “No Fault Found”. The Contractor will be allowed the firm fixed price for T&E only identified as CLIN 0013 and subsequent Option Period CLINs in the Schedule. If the component is considered to be Beyond Economical Repair (BER) it shall be IAW with section 6.3. The parts shall be marked "RFI” or “BER” and returned to ALC.

6.2.3 Repair Procedures Development. The Contractor shall make a reasonable effort to develop a repair procedure for component parts when none exists. The Contractor shall submit the procedure and proposed price breakdown (hourly rate or fixed repair cost) to the Government for review and approval prior to implementation.

6.5 Certification. The Contractor shall maintain FAA or DOD certification for manufacture and repair of the components identified in the Schedule for the entire duration of this contract. In addition to FAA or DOD certification, the Contractor shall maintain OEM certification, if not the OEM, for repair of the components identified in the Schedule for the entire duration of this contract. The Contractor shall provide immediate notification to the KO upon loss of required FAA, DOD, or OEM certification.

6.6 P/N Changes. The awarded P/Ns that will be listed in the schedule are considered to be the “head of family”. If required, new P/Ns may be issued for items requiring product/engineering changes per USCG Engineering that require materials and labor to produce a significantly different part than on the Schedule. The terms of this contract apply to subsequent P/N changes for the same part.

6.7 Replacement Parts. Parts of a component found to be in a serviceable condition as a result of inspection and functional testing shall be reused. Missing parts and parts found to be defective or that require replacement by manufacturer’s instructions shall be replaced with parts meeting the manufacturer’s specifications and drawings. Replacement parts shall be new. Repair of all items shall be based on condition received and IAW the applicable item component maintenance manual (CMM). The cost for parts that are replaced systematically during repair shall be included in the fixed repair price listed in the schedule as CLINs 0009-0012 and subsequent Option Period CLINs.

6.7.1 Discounted Price List. The discounted price list shall be derived from the manufacturer’s most current commercial catalogue minus the best discount offered to any commercial or Government customer. The Government may purchase from the discounted price list through separate purchase orders to support the SFI. The Discounted Price List shall be included in the submitted quote.

6.8 Separately Priced Replacement Parts. The Contractor may designate certain high cost infrequently used parts as separately priced replacement parts as CLIN 0019 and subsequent Option Period CLINs prior to contract award. If these parts require replacement during repair they will be billed separately using the prices listed in the discounted price list (section 6.7.1). The Contractor shall include pricing for any Separately Priced Replacement Parts in the schedule. Authorization will be made by modification to the task order (TO) for use of the Separately Priced Replacement Part(s) or provide disposition instructions as necessary. The Government reserves the right to provide separately priced replacement parts as Government Furnished Material on an as-needed basis. The delivery schedule will be adjusted accordingly for any delay associated with requesting and obtaining the approval to utilize the specified separately priced replacement part(s).

6.9 Special Tools & Test Equipment. The Contractor shall provide special tools and test equipment required to support the SFI, if necessary. The special tools and test equipment shall be shipped with the delivery of first article SFI systems. Special tools and test equipment will be issued as Contractor property at the rate determined in CLIN 0020. If any special tools or equipment are damaged or lost, they can be replaced at the rate determined in CLIN 0020 and subsequent Option Period CLINs.

6.10 Documentation.

6.10.2 Failure Data Report. The Contractor shall submit a failure data report for each repaired component (including when no fault is found) which shall be attached to the packing slip and shipped with the repaired component. This report shall include National Stock Number (NSN), P/N, S/N, nomenclature, date of repair, contract number, TO number, line item number, description of the repaired failure, the Government’s reported failure, a listing of parts repaired, and a listing of parts replaced. The Contractor’s in-house work order may be used to satisfy this requirement if it includes the information requested above.

6.10.2.1 Replacement Parts Summary. Upon request by the COR, The Contractor shall submit a summary listings of all replacement parts utilized in the repair and/or modification of each component. The replacement parts listing shall include the contract number, DO number, Contractor's work order number, component S/N, nomenclature, replacement parts listed in numerical order and quantity of each used. This listing shall be submitted electronically no more than once per year. The information shall be sent to:

6.10.3 Asset Computerized Maintenance System (ACMS) Procedures. ACMS is the management information system used to schedule and record all USCG aircraft maintenance. Tracked components will be shipped to the Contractor with a Significant Component History Report (SCHR).

6.10.3.1 SCHR. The SCHR records the maintenance history of S/N tracked components. The SCHR remains with its corresponding part until reinstalled on an aircraft or annotated “BER” and returned to the address specified in section 6.10.2.1.

6.10.3.2 Component Repair Record (CRR). The CRR records the maintenance performed on S/N tracked components by the Contractor and enrolls or removes components from ACMS when those components are scrapped, added to or removed from the USCG parts inventory. Within five working days following issuance of a Certificate of Conformance, one (1) copy of the CRR shall be mailed to Commanding Officer, USCG ALC, ATTN: Building 63, ACMS Documents and Control, Elizabeth City, NC 27909-5001. The original copy of the CRR shall be packed with the component for return to the USCG. The Contractor shall retain copies of the CRR’s for ninety (90) calendar days after the item is shipped back to the USCG. The Contractor may request that their failure data report, described in section 6.10.2 be accepted to fulfill the CRR requirement.

6.10.4 Publications/Updates. Within sixty (60) calendar days following contract award, the Contractor shall provide an updated copy of all applicable OEM-approved CMMs for components listed in the schedule to the COR. The CMMs shall reflect the latest procedures used in the repair of components. If the contractor determines that current procedures detailed in the CMM should be changed, two (2) copies of recommended changes shall be submitted to the USCG for review and approval/disapproval. The contractor shall continuously update all applicable CMMs during the life of the contract. The contractor shall submit revisions to CMM to the USCG within sixty (60) calendar days of receipt.

6.10.5 Certificates. The Contractor shall furnish a Certificate of Conformance IAW FAR Clause 52.246-15 (Apr 1984) and a Certificate of Airworthiness for all components. The Certificate of Airworthiness shall be provided in the form of a FAA Form 8130-3, EASA Form 1, or DOD equivalent. For repairs accomplished IAW USCG approved procedures and not included in a FAA repair station authorization, each component returned after repair shall be tagged with a DD Form 1574 Serviceable Condition Code Tag, completed in its entirety. These forms shall be packaged with each component. FAILURE TO SUBMIT THE APPROPRIATE CERTIFICATES WILL RESULT IN NONPAYMENT.

6.10.6 Subcontracting Reports. The Contractor shall provide subcontracting reports IAW FAR Clause 52.219-9, if the offeror is a large business and subcontracting opportunities exist.

7.0 UNUSUAL DAMAGE

The USCG intends that all components specified in the schedule will be shipped for repair within the firm-fixed prices established in the resulting contract. Occasionally, components may be received in a condition outside the confines of the CMM. Those components may be determined Unusually Damaged. In order to be determined Unusually Damaged, a component must be received for routine repair and upon evaluation any one of the following conditions are discovered:

7.1 Unusual Damage Reporting Requirements. When a component is processed for Unusual Damage Evaluation, the Contractor shall notify the KO in writing within 15 calendar days. The Government may request the Contractor to submit an inspection condition report, pictures of the damage, and a repair quote listing all parts and labor needed to return the component to serviceable condition that meets CMM specifications. The quote shall include the TO number, line item number, NSN, P/N, and S/N of the component, turn-around-time, and use the hourly labor rate established in the Schedule of Supplies/Services under CLIN 0014 and subsequent Option Period CLINs. The quote shall not include the work involved in the teardown and inspection, which will have already occurred, as this is covered by the firm-fixed price specified under CLINs 0009-0012 and subsequent Option Period CLINs.

The Contractor’s delivery obligation shall stop from the date of notification that an item has been determined to be a candidate for “Unusual Damage Evaluation.” The delivery obligation will be specified in the TO modification and will apply only to those items specifically addressed by the modification. The Contractor is obligated to deliver all other components not individually addressed by the modification under the original delivery date specified on the TO.

The Contracting Officer shall either initiate negotiations for a firm-fixed repair price with the Contractor or if repair is not desired provide dispositions instructions for the component. Authorization to proceed with repair work or disposition instructions if repair is not authorized shall be given via issuance of a TO modification. If a component is returned to the USCG in a disassembled condition, the Contractor shall be entitled only to the T&E Fee established in the Schedule of Supplies/Services under CLIN 0013 and subsequent Option Period CLINs.

8.0 TECHNICAL PERFORMANCE ACCESS AND DISCLOSURE

8.1 Technical Performance General. Information provided under this section will not be disclosed outside of the Government without prior written authorization from the party that provided the data. Contractor personnel working for the Government will be considered part of the Government workforce and provided access to data under nondisclosure agreements. Technical performance disclosure shall be provided until the SFI is retired from service. The Government will ensure that nondisclosure agreements are signed prior to providing data under this contract. All nondisclosure agreements signed will be filed in the contract for records management.

8.2 Notification. The Contractor shall immediately notify the COR upon identification of any quality issue, failure, or situation that could possibly affect the reliability of the SFI system. Any significant reported quality issue or failure on the same or similar product reported by any operator will be disclosed to the Government within 24 hours of notification.

8.3 Access. The Contractor shall provide Government personnel access to relevant SFI technical performance information developed by OEMs. Technical performance information includes information pertaining to flight safety, equipment reliability and delivery performance. Inquiries by Government technical personnel shall be answered as soon as possible and in no case later than 24 hours after request for flight safety issues. Access will be provided to review manufacturer quality assurance and engineering documentation as required to support Government flight safety investigations.

8.4 Technical Data. The Government shall maintain the SFI IAW Contractor instructions as approved by Government Engineering. The Contractor shall provide technical publications, publication updates, amendments and related information. The required publications shall be listed in Appendix B, which may be edited by the offerors discretion.

8.4.1 Format. The Contractor shall provide electronic copies of the technical data delivered IAW this SOW. The electronic copy will include the current publication's xml file, graphics files, folder structure, Document Type Definition and Formatting Output Specification Instances. Documents and Graphics shall be formatted as described below in sections 8.4.2 and 8.4.3.

8.4.2 Documents. Documents that are primarily text shall be delivered as follows:

A. XML file linked to applicable graphics in Autotrol Technical Illustrator-derived .cgm files that shall be capable of being accurately viewed, printed, and modified using Arbortext Editor version 6.0M020, and B. Adobe .pdf files that are electronically searchable.

C. Graphics associated with these documents shall also be delivered separately per the following sections.

8.4.3 Graphics. Graphics (drawing, wiring diagram, or illustration) shall be delivered as follow:

A. Drawings or wiring diagrams shall be capable of being accurately viewed, printed, and modified in:

a. CoCreate Drafting 2008, or

b. Earlier compatible version of One Space Designer in .mi file format; or

c. The latest version of Autotrol Technical Illustrator in .dg format.

B. Illustrations other than drawings or wiring diagrams shall be capable of being accurately viewed, printed, and modified using the latest version of Autotrol Technical Illustrator in .dg format.

8.5 Rights in Data – General. The Government shall be provided limited rights as defined in FAR Clause 52.227-14, Rights in Data – General, Alternates I and II. The Contractor shall provide technical change orders (specifications, drawings, etc.) developed to implement modifications, as required. Underlying supporting data is not required except that the Contractor must provide data required by the Government in order to validate system performance and airworthiness.

8.5.1 The Government may disclose data outside the Government for the following purposes:

Use (except for manufacture) by support service Contractors.

Evaluation by non-Government evaluators.

Use (except for manufacture) by other Contractors participating in the Government’s program of which the specific contract is a part.

Emergency repair or overhaul work.

8.6 Technical Support Services. Upon receipt of a request for quote for a specific task, the Contractor shall prepare and submit a quote to the KO per CLIN 0015 and subsequent Option Period CLINs. This quote shall be prepared IAW the procedures defined for engineering changes in section 8.9. Specific deliverables will be identified on individual DOs.

8.7 Technical Support. The Contractor shall maintain a permanent presence in the United States, staffed with qualified, English speaking technical support personnel. The Contractor shall provide answers to basic questions from Government engineers at no additional cost to the Government. The Contractor shall provide up to 10 man-hours per quarter of technical support labor at no additional cost to the Government. In the event that a requested task cannot be completed within 10 man-hours per quarter, the Contractor shall immediately notify the KO and provide a preliminary estimate of the time and costs required for completion. This support shall be required throughout the contract period of performance. The COR and contractor will be responsible for tracking man-hours each quarter. The labor rate will be specified in the Schedule as CLIN 0015.

8.8 Installation Support. The Contractor shall provide technical support for the Government installation efforts. The Contractor shall provide answers to basic installation questions from Government engineering at no additional cost to the Government. In the event that the Contractor requires payment for on-site support (CLIN 0016 and subsequent Option Period CLINs), the Contractor shall immediately notify the KO and provide a preliminary estimate of the time, travel, and costs required for completion. If additional support is required, it will be managed IAW the procedures for engineering change quotes in section 8.9. If Contractor travel is necessary, the Contractor will send the travel charges to the KO for review/approval. No travel will be completed without written approval from the KO.

8.9 Product/Engineering Changes. The Contractor may develop designs and/or processes that will improve the reliability, maintainability, or operational performance of SFI components. These may be provided to the KO for consideration and approval. A proposal shall also be provided that reflects the contractor’s costs and an incremental charge to be assessed each time the product change is incorporated into the component. The proposal shall include a breakdown of labor hours, material, and other costs. The labor rates will be as specified in CLIN 0017 and subsequent option line items. Authorization for the contractor to incorporate the change will be by a modification to the contract and applicable task orders. The Contractor shall not incorporate proposed product changes prior to receipt of written authorization from the KO.

8.10 Service Bulletins. The Contractor shall provide two copies of all service bulletins to the COR within 10 calendar days of receipt of service bulletins (or other instructions) that may affect Government components. The KO will notify the Contractor in writing when incorporation of mandatory or optional service bulletins is required. Within 30 calendar days following receipt of notification from the KO, the Contractor shall submit a detailed proposal for incorporation of service bulletin(s). This proposal shall include a listing of replacement parts and/or materials required, the time needed to effect the modification, an estimated price breakdown of each part and the number of labor hours required. The Government will normally incorporate all mandatory service bulletins. The labor rate will be as specified in the Schedule as CLIN 0018.

9.0 QUALITY ASSURANCE PROVISIONS

9.1 Responsibility for Inspections and Tests. The Contractor shall establish an inspection system IAW FAA and/or DOD procedures for all components. The Government reserves the right to review the Contractor operation and/or facilities at any time during the period of the contract.

9.2 Testing. The Contractor shall ensure each new production SFI component described in the product description (section 5.2) undergoes full acceptance testing IAW the Acceptance Test Procedures (ATP). The acceptance testing required for repair components must include verification of repair of the fault for which it was returned and other testing as required to verify RFI status. The Contractor shall provide a copy of their ATP to the Government for review with their submitted quote. Acceptance testing for repaired SFI systems shall be conducted IAW the Government reviewed ATP. The Contractor shall make available to the Government all acceptance test results and, as applicable, discrepancy reports with corrective actions taken for each SFI component. The ATP may be incorporated into the manufacturer’s publications.

9.2.1 Changes to Repair Test Procedures. The Contractor shall provide written notification to the KO no later than fifteen (15) working days following changes to applicable OEM Repair ATPs. The Government reserves the right to verify that the Contractor’s procedures are adequate to insure the delivery of RFI parts.

9.3 Quality Control System. As a measure of quality the Contractor shall be a FAA certified production and repair facility for the SFI. The Contractor shall have a Quality Control System in place that documents an Inspection Program and describes inspection procedures, quality assurance, inspections personnel and responsibilities, traceability of parts to the OEM and addresses work performed by any subcontractors, if applicable. The Contractor shall maintain and use the Quality Control System for the life of the contract unless a change in procedures becomes necessary. The Contractor shall immediately notify the KO when there is a change in quality control procedures including describing the change and any impact to contract performance.

9.4 Inspection and Acceptance. Inspection and acceptance shall be performed at destination by Government personnel for count, condition and proper completed documentation. Components determined to be non-RFI upon installation may be returned to the Contractor with a Product Quality Deficiency Report for repair at no additional cost to the Government. Inspection and acceptance deficiencies may delay or cause rejection of invoice payments. Equipment found to have operational deficiencies will be reported on standard form "SF 368", Product Quality Deficiency Report, to the Contractor for investigation. The Contractor shall report findings of the investigation to the KO, within thirty (30) calendar days after receipt of the component.

9.5 Product Quality Deficiencies Report (PQDR). Production or repaired SFI units found to have…