HSCG38-16-Q-200075_SOW_(MRB).docx

ATTACHMENT 1

STATEMENT OF WORK (S0W)

HSCG38-16-Q-200067

STATEMENT OF WORK (SOW)

HSCG38-16-Q-200075

1.0 GENERAL

1.1 Background

The MH-65 helicopter is primarily a Short Range Recovery (SRR) aircraft used by the USCG to perform search and rescue, law enforcement and homeland security missions. The USCG missions require frequent operation at lower altitudes and in salt-laden environments. These environments accelerate corrosion on airframe structures, engines and components of the aircraft.

2.0 SCOPE

2.1 The USCG requires test, evaluation, and repair of Main Rotor Blades, Part Numbers (P/N) 366A11-0010-03 and 366A11-0010-05. These components are used on the USCG MH-65 aircraft. Repair work shall be performed in accordance with (IAW) the Original Equipment Manufacturer (OEM), Airbus Helicopters (ETS DEMARIGNANE) Aeroport Marseille France, Marignane, France 13700 (Cage Code F0210) Component Maintenance Manual (CMM) AS 366 GA and this SOW.

The USCG does not have access to and cannot provide the CMM. Contractors must be able to obtain the CMM including updates, service bulletins or engineering changes directly from the OEM as distribution of this data is controlled by the OEM. If the Contractor receives a component for which sufficient or proper repair procedures do not exist, the Contractor shall immediately notify the Contracting Officer in writing. Disposition instructions will be provided via issuance of a modification to the applicable purchase order.

The Contractor shall provide all labor, parts, tooling, test equipment and facilities necessary to repair the Main Rotor Blades IAW the OEM’s CMM at firm fixed prices established in the schedule of supplies/services.

The Contractor must be approved by the OEM to repair the Main Rotor Blades and to incorporate any service bulletins or engineering changes. The Contractor must be Federal Aviation Administration (FAA) Approved or European Aviation Safety Agency (EASA) approved to repair the Main Rotor Blades. Repair components shall be certified to be airworthy and suitable for installation on a USCG aircraft.

3.0 APPLICABLE DOCUMENTS

3.1 Government Documents

3.1.1 FAA Advisory Circular AC 43-4A, dated 7/25/91, Corrosion Control for Aircraft; A copy of this circular is available at www.faa.gov.

3.1.2 FAA Advisory Circular 43-205, Guidance for Selecting Chemical Agents and Processes for Depainting and General Cleaning of Aircraft and Aviation Products.

3.2 Industry Documents.

3.2.1 Industry documents consist of any OEM specifications and drawings which apply to Main Rotor Blades. Industry documents are not available from the USCG and must be obtained from the applicable OEM if so approved by the OEM.

3.3 Order of Precedence. In the event of conflicts between OEM specifications and procedures and USCG specifications and procedures, the order of precedence is as follows:

3.3.1 USCG specifications.

3.3.2 OEM specifications and procedures.

4.0 REQUIREMENTS

4.1 Certification. The Contractor shall be OEM and FAA certified or EASA approved certified to perform repairs on the Main Rotor Blades and associated components. The Contractor shall maintain OEM certification and FAA certifications or EASA approval throughout the life of the contract for the components listed in the schedule of supplies/services and shall immediately provide written notification to the Contracting Officer of the loss of either certification

4.2 OEM Manuals and Data. The Contractor must have access to the OEM’s CMM, including any updates and service bulletins issued during the life of the contract, to ensure main rotor blades are repaired, calibrated, balanced, tested and operating in accordance with the OEM’s current specifications and procedures.

4.3 USCG Review of procedures. The USCG reserves the right to review and modify inspection, repair and test procedures to make them more suitable to the USCG environment. The Contractor shall advise the USCG within fifteen (15) working days of any OEM changes to repair procedures and any effect the change may have on the firm fixed repair price. Incorporation of any such change will be made by a modification to the contract in accordance with FAR 52.212-4(c).

5.0 MAJOR TASKS

5.1 Repair. Components shall be shipped by the USCG to the Contractor for repair via individually funded fixed price task orders. The Contractor shall test and evaluate (T&E) components and repair deficiencies in order to return the component to an airworthy and ready-for-issue (RFI) condition. The Contractor shall replace missing or broken parts and the removal of any foreign matter or corrosion in accordance with the firm fixed repair prices established in the schedule of supplies/services. The Contractor shall certify all repaired components to be airworthy and suitable for installation on USCG aircraft. Components shipped to the Contractor will have a DD Form 1577-2, Unserviceable (Reparable) Tag-Material attached that identifies the component’s specific fault(s) rendering the component as non-ready-for-issue (non-RFI).

The Contractor shall repair the component for the specific fault and correct deficiencies found during test and evaluation under the firm fixed repair prices established in the schedule of supplies/services. The Contractor shall package with each repaired component with a completed DD Form 1574 Serviceable Condition Code Tag, FAA Form 8130-3, Airworthiness Certification Tag and a Certificate of Conformance (COC) in its entirety.

5.2 Failure Data Report. The Contractor shall submit a failure data report (in numerical order, by P/N for each repaired main rotor blade. This report shall include National Stock Number (NSN), P/N, serial number (S/N), nomenclature, date of repair, purchase order number, line item numbers, description of the repaired failure, the USCG reported failure, a listing of parts repaired, a listing of parts replaced, and the schematic location of parts that were replaced or repaired. The Contractor’s in-house work order may be used to satisfy this requirement if the work order contains information requested above. This report shall be included with the packing slip, which shall be included with the repaired component when shipped.

6.0 MANDATORY ACTIONS

6.1 Static balance check. This check may be accomplished both before and after repair effort on all main rotor blades. MRVP 62.10.00.805 applies.

6.2 Balances. The Contractor shall ensure that anytime the balance is adjusted for a repair, the spanwise and chordwise balances are within the manufacturer’s tolerances and will be included in the firm fixed repair price.

6.3 Trim Tab Settings. The Contractor shall ensure, after the repair has been completed, that the manufacturer’s trim tab setting on tabs 1 through 4 remain the same as indicated in the Significant Component History Report (SCHR) to ensure the blade will track properly. This task shall be included in the firm fixed repair price.

6.4 High visibility paint scheme. This task is to be performed on all main rotor blades and shall be included in the firm fixed repair price. MRB 62.10.00.795 MOD # OP 11B 40 52 applies.

6.5 Main rotor blade deflection checks. This check shall be performed only after known main rotor blade incidents and will be included in the firm fixed repair price. WC62.10.00.604 applies.

6.6 Serviceable Parts. Parts of a component found to be in a serviceable condition as a result of inspection and functional testing shall be reused. Parts found to be defective shall be replaced with parts meeting the manufacturer’s specifications and drawings. Replacement parts shall be factory new.

7.0 TEST AND EVALUATION (T&E) / NO FAULT FOUND (NFF) / BEYOND ECONOMICAL REPAIR (BER) ITEMS

If, after T&E a component is determined to be NFF (found to meet manufacturer's minimum performance specifications and requires no parts or labor) or is determined to be BER the Contractor will be allowed only the firm fixed price for test and evaluation only. The Contractor shall notify the Contracting Officer in writing of the applicable material condition and identify the applicable purchase order and line item number(s). The purchase order and applicable line item number(s) will be reduced from the firm fixed repair price to the T&E/NFF/BER fee and disposition instructions will be provided by issuance of a modification.

The Contractor shall prepare and include a failure data report as described in paragraph 5.2, with all returned components, indicating the USCG’s reported failure and the fact that no fault was found or why the part was deemed BER.

8.0 OVER AND ABOVE SEPERATELY PRICED TASKS

Over and Above Separately Priced Items are tasks that are outside the repair scope of the OEM’s CMM and are activated on a case-by-case basis via a modification to the applicable purchase order. If an over and above task(s) is required to complete repair work, the Contractor shall stop work on the applicable Main Rotor Blade and promptly notify the Contracting Officer in writing. The Contractor shall identify the applicable purchase order number, line item number and the required additional tasks that need to be performed and estimated completion time. Over and above work shall be authorized and funded via issuance of a modification to the purchase order. The Contractor shall not perform any over and above tasks without having authorization to do so in the form of a modification to the purchase order.

8.1 Whirl Tower Testing. This test shall be performed on blades requiring dynamic balancing after repair and/or refinish when such actions require a weight shift that is greater than the maximum cell weight, or when the cells have insufficient weight to make the required shift, or if three (3) or more of the trim tab sections have been replaced during repair, or as required by the OEM CMM or as directed by the Contracting Officer. The Master Blade for Whirl Tower Testing is located only in France. The Contractor MUST have the capability to forward any Main Rotor Blades for this specific testing to France.

All blades requiring whirl tower testing shall be refinished prior to return to the Government. When whirl tower testing is required, all changes and adjustments (i.e., tab and delta I changes), shall be included in both the Failure Data and Component Repair Record reports.

Main rotor blades which cannot be properly balanced after installation on USCG aircraft will be returned to the Contractor for repair. If no fault can be found after visual and technical inspections, the Contractor shall notify the Contracting Officer immediately for authorization for whirl tower testing. Upon agreement of the terms of the additional repair tasks, a modification will be issued and shall be priced as specified under CLIN 4. For those blades which faults can be found and were a part of the original repair, the necessary repair tasks shall be accomplished by the Contractor at no additional cost to the USCG.

8.2 Metallic Tip Block. Replacement, Root End Bushings Replacement and Bushing Re-bonding and Touch Up, Structural Skin Repair No Fault/Refinish With Whirltower and High Visibility Paint. These tasks shall be performed IAW the OEM’s CMM AS 366 GA at the firm fixed prices established under CLIN’s 5 and 6.

9.0 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:

Obvious misuse Cannibalization Crash damage Acts of God

Because the HH-65 helicopter is used primarily around salt water at low altitude for search and rescue missions, corrosion is to be anticipated and is considered “normal” for the aircraft. Corrosion does not constitute unusual damage. Only components meeting one or more of the above criteria may be considered as Unusually Damaged. All other components shall be repaired in accordance with the fixed repair prices established in the Schedule of Supplies/Services.

10.0 CORROSION AND ENVIRONMENTAL REQUIREMENTS

10.1 Corrosion Environment. The USCG aircraft operate primarily around salt water, at low altitude, and are subject to corrosion. During inspection and functional test, the presence of corrosion shall constitute reason for a more thorough disassembly and inspection.

Should corrosion be found, disassembly shall be made only to the extent necessary to remove corrosion or replace the part or parts affected. Corroded parts shall be replaced, except in those cases where removal of corrosion from a part will not impair efficiency or safe operation of the part. Corrosion removal and treatment of affected areas shall be accomplished in accordance with OEM work card procedures and technical instructions for the removal/treatment of corrosion and preservation of the rotor blade.

10.2 Environmental requirements. All parts must be thoroughly cleaned IAW applicable CMMs or FAA Advisory Circular 43-205, Guidance for Selecting Chemical Agents and Processes for Depainting and General Cleaning of Aircraft and Aviation Products, to ensure they are as free as practicable of all hazardous dust to include hexavalent chromium, cadmium, lead, etc. prior to being returned to ALC. ALC may take random samples of parts to ensure they are free as practicable of all hazards. Information on these hazards can be found in Occupational Safety and Health Standards 1910.1025(lead), 1910.1026 (Hexavalent Chromium) and 1910.1027 (Cadmium).

11.0 CONTRACTOR VERIFICATION OF COMPONENTS

Upon receipt of components, the Contractor shall notify the Contracting Officer in writing and provide the following information: (1) date the component(s) received at the Contractor’s facility and, (2) confirmation of P/N’s and S/N’s on the equipment received and advise if any of this information does not exactly match the purchase order. The contractor shall NOT start work on equipment received that have P/N’s or S/N’s different than what is shown on the purchase order unless a modification to the purchase order is issued correcting the discrepancy. The Government reserves the right to have “discrepant equipment” returned “as is”. The Contractor’s failure to confirm the equipment received may result in the Government’s assumption that the components were received at the contractor’s facility within seven (7) calendar days of the date on the delivery order and the P/N and S/N information on the equipment matches exactly the information on the purchase order for the equipment.

12.0 PART NUMBER CHANGES

Certain repair tasks may necessitate the part number of the repaired main rotor blade to be changed according to the standards established in the OEM specifications and/or procedures. The Contractor shall notify the Contracting Officer in writing of the part number change. A modification will be issued authorizing the contractor to change the blade part number on the blade. The contractor shall report the change on the Failure Data Reports and ACMS Reports. NOTE: All repairs must be accomplished for the blade part number to change, otherwise the part number remains the same.

13.0 QUALITY ASSURANCE

13.1 Quality Control System. As a measure of quality the contractor shall be either a FAA Certified repair station or an EASA Approved Maintenance Organization for repair of the Main Rotor Blades.

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 subcontractors. 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 Contracting Officer when there is a change in quality control procedures including describing the change and any impact to contract performance.

The Contractor shall submit a copy of their Quality Assurance (QA) Manual with their quote and advise if the QA Manual has been reviewed and approved for use by the FAA for repair of Main Rotor Blades. Records of conformance shall be maintained on file at the Contractor’s facility and made available or provided for review by the Government upon request. The Government reserves the right to conduct a site visit of the Contractor’s facility to verify the existence, adequacy and effectiveness of its quality assurance system as it pertains to USCG requirements.

13.2 Product Quality Deficiencies Report (PQDR). Repaired components found to have deficiencies will be returned to the contractor for investigation under a no-cost warranty repair purchase order. The purchase order will include a copy of the QDR outlining the component deficiency. The Contractor shall report findings of the investigation to the Contracting Officer within thirty (30) calendar days after receipt of the component. If agreed upon between parties that the component’s deficiencies are not related to previous repairs completed by the contractor, the contractor’s report of findings shall include a detailed quote that includes a complete breakdown of parts and labor necessary to return the component to serviceable condition. The Contracting Officer will either initiate negotiations for the work or accept the contractor’s quote and issue a modification to the purchase order authorizing and incorporating pricing for the repair work. The terms and conditions of the base contract including delivery obligations shall apply to all no-cost warranty repair purchase orders.

14.0 AVIATION COMPUTERIZED MAINTENANCE SYSTEM (ACMS) REQUIREMENTS

14.1 The ACMS used by the USCG is designed to capture, store, and report asset maintenance information. The Contractor shall comply with all USCG ACMS documentation requirements.

Components are serial tracked under USCG ACMS. The Component Repair Record (CRR) records the maintenance performed by the contractor on a S/N tracked component. This tracking provides historical records of repairs, flight times, cycles, item location, status, and an effective method of configuration control. Components that are S/N tracked under USCG ACMS should, at the time of receipt, have a blank CRR and a current SCHR attached to the component. The contractor shall complete the CRR to ensure the maintenance performed on a component is documented.

The Contractor shall verify the data included in the CRR and SCHR that is attached to the component correspond with the NSN, P/N, and S/N of the component received. The Contractor shall promptly report discrepancies to the USCG Contracting Officer prior to performing any work.

The original CRR, which includes pre-printed identification for each part, will be supplied with the part and must be returned with the part. The following areas of the CRR must be correctly documented: Narrative summary of work performed (cannot include references to an offsite database), facility performing work, facility work order number, date work performed. Mark “appropriate maintenance procedures” completed during rework/overhaul and authorizing signature. If unsure about which “appropriate maintenance procedures” were completed contact the Contracting Officer for clarification.

The information provided in the CRR will be used by the USCG to update the component SCHR. Any original CRR returned not properly completed will not be accepted by the Government.

14.2 The Contractor shall provide two (2) copies of the completed CRR as follows:

1) The original copy of the CRR shall remain with the material and is to be returned with the component upon completion of the repair.

2) A second copy of the CRR shall be mailed to:

COMMANDING OFFICER

ATTN: ACMS

USCG AVIATION LOGISTIC CENTER

1664 WEEKSVILLE ROAD BLDG 63

ELIZABETH CITY, NC 27909-5001

15.0 SPECIAL INSTRUCTIONS

15.1 Aircraft on Ground (AOG) Situations. An Aircraft on Ground (AOG) situation necessitates a special schedule and requires accelerated repair completion and expedited delivery to the applicable USCG Air Station. In the event an AOG status occurs as a result of a lack of any of the components specified in the schedule, the Contractor will be notified by the Government in writing of the AOG situation and the applicable USCG Air Station and will be requested to provide a written response within twenty-four (24) hours of the request. The Contractor’s response shall provide 1) status of the component(s) needed to satisfy the AOG condition that includes what USCG items in-house for repair are closest to completion under normal working conditions and 2) an estimate of the labor hours needed to accelerate repair completion. The accelerated repair work will be authorized via a purchase order modification in conjunction with mutually agreed upon prices, delivery, and shipping costs reimbursement for next day delivery to the applicable USCG Air Station.

In the event of an AOG situation, the purchase order and applicable purchase order line item number will be modified to reflect the USCG Air Station’s delivery address and the applicable USCG Requisition Number. The Contractor shall be required to ensure the Requisition Number is included on shipping/delivery tickets so that the Material Receipt can be processed by the applicable USCG Air Station receiving personnel.

16.0 ADDITIONAL CONTRACT INFORMATION

16.1 Packaging, Marking and Preservation. The USCG Aviation Logistics Center is a supply depot; therefore, material will be stored and transshipped to various users. The container shall be packed and labeled suitable for shipment via land, air, or sea. Each container shall have a minimum of metal bands securing the lid to ensure that the contents do not shift or fallout during shipment. Packaging shall NOT consist of the following material: popcorn, shredded paper, styrofoam of any type or peanut packaging. Each part shall be individually packed in a separate envelope, box, carton, or crate. If crate is used, material must be packaged in such a way that the material does not come in contact directly with wood to avoid wood splinters from penetrating material.

Each individual container shall be labeled on the inside with NSN, P/N, S/N, quantity, nomenclature, purchase order number, and line item number. Packing List and Certification/Documentation shall be placed on the outside of individual containers. The internal packing material shall be sufficient to prevent damage during shipment, handling, and storage. Preservation and protection shall be provided to prevent corrosion, deterioration, or decay during warehouse storage for a period of one year.

16.2 Marking of Warranted Items. The Contractor’s trade practice in warranty marking is acceptable if sufficient information is presented for supply personnel and users to identify warranted supplies. Markings may be brief, but should include the information below:

· A brief statement that a warranty exists

· The substance of the warranty

· The duration of the warranty

· Who to notify if the supplies are found to be defective

Proposals shall include a copy of the standard commercial warranty or a description of warranty terms, if any.

16.3 Inspection and Acceptance. Inspection and acceptance shall be in accordance with FAR 52.212-4(a) and will be performed at destination by local Quality Assurance personnel for count, condition and proper completed documentation. Inspection and acceptance deficiencies may delay or cause rejection of invoice payments.

16.4 Delivery Schedule. Required delivery is not later than 90 calendar days after the contractor receives the component(s). Early deliveries are acceptable providing there is no additional charge to the Government.

Items shall be shipped by the contractor to the following address:

USCG, ALC

Receiving Section, Bldg 63 Elizabeth City, NC 27909-5001 Purchase Order No. _____________________ (Assigned Upon Issuance)