J.5 Justification for Other Than Full and Open Competition_Redacted.pdf

Version 3.0

JUSTIFICATION FOR OTHER THAN FULL AND OPEN COMPETITION (JOFOC)

Lockheed Martin Aeronautics (LMA) C-130J Airframe

Identification Number: TBD

1. Identification of the agency and contracting activity (FAR 6.303-2(b)(1)).

The National Oceanic and Atmospheric Administration (NOAA), Acquisition and Grants Office (AGO), Eastern Acquisition Division (EAD) located in Norfolk, VA, proposes to enter into a contract on the basis of other than full and open competition in support of the - Office of Marine and Aviation Operations (OMAO), Aircraft Operations Center (AOC) located in Lakeland, FL.

2. The nature and/or description of the action being approved (FAR 6.303-2(b)(2)).

NOAA intends to award a new contract for an airborne science platform of the brand name C-130J aircraft manufactured by LMA for the purchase of up to four (4) aircraft, all modified to support NOAA’s various missions.

A firm fixed price (FFP) contract is contemplated for award, with a brand name specification included for the C- 130J airframe portion of the requirement and specifically covered by this document.

3. A description of the supplies or services required to meet the agency’s needs (including the estimated value) (FAR 6.303-2(b)(3)).

The two (2) current WP-3D aircraft, designated as tail numbers “N42RF” and “N43RF”, were delivered to NOAA in June 1975 and January 1976, respectively, both aircraft are now approximately 45 years old. In 2011, NOAA conducted an analysis of alternatives (AoA) to compare options for meeting earth observation requirements when these aircraft reach the end of their design service lives, which was then projected to occur in 2019-20. The recommended alternative was to extend the WP-3D service life by ten (10) years to 2030. In 2013, OMAO received funding for a WP-3D Service Life Extension (SLE) program. The program included the purchase and installation of re-winging kits (which added approximately 7,500 flying hours to each aircraft’s service life); an engine upgrade (which increased fuel efficiency and reduced maintenance costs); and the replacement and/or upgrade of aging communications, avionics, instrumentation, and radar systems (which further reduced maintenance cost and enhanced capability). Aircraft N42RF began re-winging in March 2015 and returned to service in August 2016;

N43RF began re-winging in October 2016 and returned to service in February 2017. With the completion of the SLE, the operational life of both aircraft was extended to approximately 2030.

The two (2) current NOAA WP-3D Hurricane Hunter aircraft are nearing their lifecycle end and ultimate decommission in approximately 2030; therefore, replacement aircraft are required by January 2028 to begin operations and ensure all modifications function as intended. As the current WP-3Ds are approximately 45 years old, both aircraft require continuous equipment overhauls, repairs, maintenance, and inspections on various components and spare equipment to maintain their operability and mission support until decommissioned. The otherwise competitive solicitation to replace the WP-3D aircraft and expand the fleet will include a Brand Name restriction as documented in this justification, which only covers the airframe portion of this acquisition, not the modifications. The four (4) airframes themselves have an estimated cost of . In order to provide flexibility to AOC, the phrase “up to four (4)” airframes will be utilized and referenced throughout the requirement’s acquisition as well as within the remainder of this document. Each airframe has an associated delivery lead time of approximately 48 months and will then undergo multiple modifications outfitted to NOAA’s unique mission needs over the course of a five (5) year ordering period. As such, the Government intends to initially order two (2) airframe(s) from the contractor, with options to purchase an additional two (2) airframes. The contractor will be required to deliver the initial two (2) fully modified aircraft by January 2028, approximately 51 months from the projected award date, which is considered sufficient time to complete the work, conduct inspections, and resolve discrepancies. The optional line item(s) will be exercised within five (5) years of the contract award under FAR 52.217-7, Option for Increased Quantity – Separately Priced Line Items. This will allow the OMAO/AOC to accomplish its mission of promoting global environmental assessment, prediction and stewardship of the Earth's environment. NOAA's aircraft operate throughout the United States, around the world, and over open oceans, mountains, coastal wetlands, and Arctic pack ice. These versatile aircraft provide scientists with airborne platforms necessary to collect the environmental and geographic data essential to their research. These vital aircraft specifically assist in NOAA’s mission of the prediction of changes in climate, weather, oceans, and coasts, and the sharing of that knowledge with others. An important part of that mission is conducting reconnaissance, surveillance, and research of tropical cyclones (TCs)—rotating, organized systems of storms that originate over tropical or subtropical waters and are characterized by a closed, low-level circulation.

4. An identification of the statutory authority permitting other than full and open competition (FAR 6.303-

2(b)(4)).

The statutory authority permitting other than full and open competition is 41 U.S.C. 3304(a)(1) as implemented by the Federal Acquisition Regulation (FAR) Subpart 6.302-1 entitled, Only One Responsible Source and No Other Supplies or Services will Satisfy Agency Requirements, under FAR 6.302-1(c), Application for Brand Name Descriptions.

5. A statement demonstrating the unique qualifications of the proposed contractor or the nature of the action requiring the use of the authority (FAR 6.303-2(b)(5)).

Given the steady increase in hurricane activity over the past few years, and the strain this places on both of the current aircraft to continue operations and critical mission support, NOAA intends to purchase a total of four (4) C- 130J Hurricane Hunter aircraft, modified to accomplish NOAA’s variety of missions. There are no restrictions on vendors other than their ability to acquire, modify, and certify, the name brand airframe.

The following criteria must be considered in order to maintain the success of AOC’s critical missions: payload, availability, and supportability. As such, the following aircraft platform options were considered: C-27J, P.1HH, A- 10, V-22, Bae-146, CP-140, KC/WC-135, B-52H, and the P-7A. These aircraft were eliminated as capable replacement platforms for the WP-3D for one (1) or more of the following reasons: the cabin footprint does not even amount to half of NOAA’s required capability, dimensions are fundamentally incompatible with the payload requirements for a hurricane research aircraft, phasing out of equipment and industry availability, or a previously developmental aircraft program that would prove too costly with major risks if pursued.

The Government has determined that the Lockheed Martin (LM) C-130J aircraft is the only suitable airframe that will meet NOAA’s requirements for payload, size, and ability to safely penetrate severe weather in the execution of mission requirements.

Specifically, the C-130 is a four-engine turboprop originally designed as a cargo transport capable of using short and/or unimproved runways. These aircraft were first introduced in the 1950s and have since undergone several improvements and modifications driven by various missions. The top-level criteria for choosing the C-130J focuses primarily on the engines – both their number and type. An aircraft with four engines has a clear advantage over an aircraft with two engines, when considering an aircraft that flies into and operates within a TC. On a twin-engine aircraft, if one of the engines were to fail during hurricane hunting mission, single-engine performance would prove critical. Three-engine performance of a four-engine aircraft easily shows its superiority to single-engine performance of a twin-engine aircraft. In addition, a turboprop engine performs better than a turbofan engine in the turbulent, wet environment of a cyclone. On a turbofan engine, the fan operates as the first stage of the compressor and will prove more prone to compressor stalls than a turboprop engine as it typically has the compressor located at the end or a duct, mitigating much of the turbulence. Few four-engine turboprop aircraft are in production today; the primary candidates are the LMAC C-130J and Airbus A400M. The C-130J is the less expensive of the two aircraft over the life of the airframe; this is not to be taken as a disadvantage, considering the U.S Air Force Reserve Command currently operates a fleet of hurricane-hunting WC-130J aircraft.

In general, the platform would operate much like the WP-3D, where the aircraft service ceiling is approximately 30,000 ft, and the aircraft would be used primarily at 20,000 ft and below. Because the basic C-130 was originally designed as a cargo-hauling aircraft, a greater proportion of its interior space is in the vertical dimension, with correspondingly less “horizontal” space (length × width) available for operator workstations. On the other hand, a common platform for NOAA and the Air Force Reserve Command could facilitate the transfer of new technology from research to operations, provide economies in training, or even allow a limited inter-fly capability for TC reconnaissance missions. The advantages of this alternative include the use of a widely-used and well-supported aircraft type, with the lowest recurring cost for maintenance and parts. Selection of this alternative could accelerate the transfer of technology from research to operations, since it would be relatively straightforward to install a future-generation system on the Air Force’s WC-130Js once its utility had been demonstrated on a NOAA C-130J. A common airframe could also provide economies in training and perhaps even allow a limited inter-fly capability for TC reconnaissance mission.

The brand name airframe (‘green aircraft’) shall be a new, multi-engine, transport category aircraft having the following required capabilities necessary for functionality and AOC critical mission support:

Airframe Requirements

• Service ceiling of at least 32,000 feet International Standard Atmosphere (ISA), where the C-130J has a service ceiling of 32,000 feet at 144,000 pounds with four (4) engines operating and 110,000 pounds with three (3) engines operating.

• Cruise speed range of 250-500 knots true airspeed (KTAS), where the C-130J cruises at 320 KTAS.

• National Business Aircraft Association (NBAA) Instruction Flight Rules (IFR) range with max fuel of at least 2,000 nautical miles (nm) (longer range is desired), where the range of the C-130J with maximum fuel, 10,000 lb. payload, and external tanks is 2,600 nm with reserves.

• Certified for flight in day and night IFR and Visual Flight Rule conditions, and flight into known icing conditions, where the C-130J is a medium transport for intra-theater and inter-theater airlift operations in day/night or adverse weather conditions. Additionally, the C-130J incorporates avionics hardware and software elements to achieve compliance with numerous Communications Navigation Surveillance/Air Traffic Management System (CNS/ATM) system initiatives and requirements deemed mandatory by the various regulatory authority agencies worldwide. The ice protection system of the C- 130J aircraft includes airframe, engine, and propeller ice detection and de-icing/anti-icing, and window anti-icing/de- frosting/de-fogging.

• Seating, floor area, and carrying capacity for at least 13 persons plus four (4) crew (two (2) pilots, flight engineer, navigator) plus floor space for ten (10) equipment racks (approximately footprint 46x27in.), where the C-130J layout provides seating for 18 persons plus four (4) crew in flight deck, 12 workstations/racks and two (2) additional 6ft. tall equipment racks.

Required Aircraft Systems and Equipment

• Radios, navigation systems, required safety avionics (e.g. Traffic Collision Avoidance System (TCAS), Enhanced Ground Proximity Warning Systems (EGPWS), Automatic Dependent Surveillance – Broadcast (ADS-B) and Future Air Navigation System-1/A (FANS-1/A) and weather avoidance radar as appropriate for this class of aircraft operating in the conditions and regions listed above, where the C- 130J contains a dual embedded Global Positioning System/Inertial Navigation System (GPS/INS), as well as a Traffic Alert and Collision Avoidance System II (TCAS II), Terrain Awareness Warning System (TAWS), and Ground Collision Avoidance System (GCAS). Furthermore, the C-130J offers an ADS-B and FANS-1/A Data Link capability including ATS Facilities Notification (AFN), Controller- Pilot Data Link Communications (CPDLC), Automatic Dependent Surveillance-Contract (ADS-C), Line of Sight (LOS) FANS-1/A and other data links. Low Power Color Radar (LPCR), a Northrop- Grumman AN/APN-241, provides the flight crew with weather information, ground map data, and skin paint capability. The auxiliary crew stations on the flight deck have full control of the LPCR.

• A multi-level scanning weather radar (For Example: Collins WXR-2100 or Honeywell RDR-4000), integrated into the cockpit avionics display(s).

o A highly desired enhancement is to provide the radar display at one (1) or more of the cabin seat locations, using a stand-alone display unit.

o An additional desired capability is to allow a cabin seat location to control the radar settings (range and tilt) at the pilot’s discretion.

• These last two (2) desired enhancements are similar to the capability currently available on the NOAA WP- 3D. The C-130J offers LPCR controls and display that can be added to a limited number of workstations in the cargo compartment as well. The LPCR can detect adverse weather conditions at 100 nm with at least a .95 probability of detection. This weather radar can identify the following weather cells: (1) 3 nm in diameter, with rainfall rate of 25 nm/hr and range of 250 nm or (2) 10 nm diameter, with rainfall rate of 4 nm/hr and range of 10nm. Weather information is color-coded so the relative intensity of weather cells can be displayed together with areas of turbulence. Separate color-coding for weather cell and turbulence is provided. LPCR wind shear detection alerts the crew with advance advisories, cautions, and warnings of short duration weather disturbances, such as microbursts.

• Have interior closeout for cabin lighting and noise reduction, and an externally serviced lavatory, where the C-130J has an interior lighting system that includes flight station, cargo compartment (cabin) and emergency lighting. The aircraft internal lighting is compatible with the use of Class B style I and class B type Night Vision Imagining Systems (NVIS). Furthermore, the C-130J has standard cabin trim, propeller synchrophasing, and sound dampening acoustic blankets for noise reductions, with additional propeller noise reduction methods available that include the following: additional propeller synchrophasing, active noise control (ANC), and tuned vibration absorbers (TVA). Additional acoustic blankets and trim can be added to the fuselage to reduce the decibel level inside the fuselage emanating from the multiple external noise sources as well. Lastly, the C-130J includes a galley and lavatory mounted on a pallet with integral holding tanks that can be serviced from outside the aircraft thru the paratroop doors.

• Provide an Internal Communication System (ICS) for all cockpit and cabin seating locations, with at least two (2) independent intraship audio channels and the ability to monitor all communication radios from each seating location. The C-130J offers ICS communications between the flight station and cargo compartment crewmembers.

• Provide lighting, gaspers, and other Personal Service Unit (PSU) facilities at all cabin seating locations.

The C-130J offers additional personal lighting at each workstation and at each passenger seating to enable localized lighting control for individual usage when cargo lighting may be off or too low for individual preference. Also, gaspers can also be added at each passenger seating to allow conditioned air from aircraft to be rerouted and individually controlled. Lastly, PSU storage can be configured to provide individual storage at each seating location.

• Have passenger oxygen (diluter/demand masks with bottle oxygen supply) and other safety infrastructure appropriate for this class of aircraft to operate over water and internationally. The C-130J offers automatic pressure breathing regulators are used in the aircraft’s 300 psi diluter demand liquid oxygen (LOX) system, standard in the baseline aircraft. This systems has sufficient capability to provide approximately 95 man- hours of oxygen supply at 25,000 ft with the regulator in the normal position. The oxygen system flow capability is 9,000 liters per hour. The oxygen system includes a filler valve accessible from outside the aircraft and a manual shutoff valve in the main gas supply line.

Six (6) diluters demand automatic pressure-breathing regulators are installed for crew members in the flight station and four (4) locations within the cargo compartment. Four (4) portable oxygen bottles with rechargers are provided (two (2) in the crew compartment and two (2) in the cargo compartment) for use by crewmember at high altitudes to facilities movement within the aircraft or for emergencies. An additional LOX bottle, or emergency supplemental oxygen bottles at each seating location in the cabin area, can be added to the aircraft. Lastly, the C-130J comes with standby instruments, four (4) fire extinguishers, two (2) crash axes, twelve (12) first aid kits, four (4) smoke detectors, ten (10) life vests (additional life vests can be added), and three (3) 46-man life rafts, each with a survival kit and emergency radio/beacon.

Required Provisions for Scientific Systems (for future OMAO installation)

• At least 100 kilovolt-amperes (1,000 volt-amps - kVA) of 115V 3-phase, 400 Hertz (Hz) alternating current (AC) power available for mission systems, higher power capacity from the standard aircraft configuration is desired, but specialized generating equipment is not desired. The C-130J offers 3-phase 115/200 VAC 400 Hz power generated by the four (4) engine-driven AC generators, which is then distributed for consumption through multiple AC buses. AC electrical power will be available via the engine generators rated at 60/90 kVA, allowing more than 200kVA dedicated to NOAA mission equipment requirements and future needs.

• At least 12 kVA of 115VAC single phase 60 Hz power shall be available for mission use, provided by converting a portion of the available 400 Hz mission power. Frequency converters will be installed to provide 60 Hz of power on the C-130J; the converters (rated for 3.5 kVA each) take in 3-phase 115/200 VAC 400 Hz power and covert it to single-phase 115VAC 60 Hz power to meet the 12 kVA requirement for NOAA equipment.

• A minimum of 3 kVA of 115V single phase uninterruptable power (UPS) shall be available for mission use, either derived from the 400 Hz mission power or from a Direct Current (DC) source that provides battery backup. Static inverters are used to produce single-phase AC 400 Hz power via DC/AC inversion on the C-130J. Single-phase AC power is directed to the Essential Avionics AC bus (115VAC), Main Avionics AC bus (115VAC), and two (2) 26VAC buses, for subsequent distribution.

The inverters provide non-interruptible power to the transient-sensitive equipment on their respective buses under the normal operating presence of regulated transformer/rectifier unit (RTRU) DC power or battery backup DC power. Additional static inverter capacity will be implemented to provide the required 3 kVA of single-phase 115VAC uninterruptible power.

• A minimum of 100 amps of 28V DC power is required, derived from an aircraft 28V DC bus or by converting a portion of the AC mission power, higher capacity is desired. The C-130J will replace four

(4) standard 200 AMP RTRUs with four (4) 400 AMP RTRUs providing over 400 AMPS of DC power availability for the mission system while maintaining full redundancy for the aircraft systems with any RTRU failure.

• Control and relay circuits shall be included to automatically deactivate all mission system power except the UPS in the event of single generator operation or manual deactivation by the pilot, with override provisions for ground operation on APU, single engine or external power. The UPS subsystem shall have a separate manual deactivation switch accessible to the pilot. On the standard C-130J aircraft, the mission system can continue to operate with a single generator or single RTRU failure, as the power is automatically redistributed to the remaining generators or RTRU. An auto load shedding of the mission system can be implemented upon a generator or RTRU failure using the bus messaging provided by the aircraft for generator and fail status. Manual load shedding panels can also be added to the cockpit.

Additional Requirements of Aircraft Functionality

a) Floor attachments for racks and seats – appropriate seat track or other fittings to allow attachment of mission equipment racks and seats in the cabin. Flexibility in certified configurations and attach locations to allow for changing mission equipment requirements. Wall and/or ceiling attach points may be included if rack weight and Center of Gravity (CG) desired limits necessitate additional attach points. The C-130J offers a large cargo space with an open canvas for interior arrangements and workstations. A baseline interior layout can be established and pallet design options and seat track locations are understood and can be configured.

b) Satellite Communication

• An Inmarsat-based system for voice and data. Two channels of voice communications. Data services with at least the speed provided by SwiftBroadband coupled with a High Gain Antenna, with Ethernet network connection. Enhancement of a higher speed service with similar coverage area and a single provider service, such as Global Xpress. Enhancement of a dual system for redundancy. The C- 130J offers a standard Civil SATCOM voice capability integrated within the Inmarsat Satellite Data Unit (SDU) system. Inmarsat receive and transmit audio is routed directly between the Inmarsat SDU and ICS DSU to facilitate duplex voice communications via an ICS headset. The aircraft has compatibility for Inmarsat Broadband Unit (SBU) including a mounting tray, interface wiring for power, control of, and access points to separate dedicated Ethernet RJ45 and ISDN ports for standalone voice and data connectivity. If a higher bandwidth system is required, a Jetwave system that connects to the Global Xpress Inmarsat is available, as well as a Jetwave Wi-Fi connection throughout the aircraft.

• An Iridium-based system for voice and data. Data services of at least 4800 bps with Ethernet network connection. Enhancement of a higher speed service, either through a multi-channel combiner or Iridium-Next. Iridium based Sky Connect tracking system with automatic reporting of time stamped position, altitude, ground speed, and ground track information. Iridium SATCOM can be installed on the C-130J, as the system fully integrates to the aircraft with mounted antennas, LRU, and tunable through the common aircraft ICS system. In addition, an installation option interfaces with a handheld device that connects through a data port at the auxiliary crew station.

c) Network Infrastructure – Runs of copper and fiber optic network cabling from rack and equipment locations to a patch panel, with provisions for network equipment (routers and/or switches) in the same location (network closet or similar); specifics of cable type, connectors and locations to be determined if/when an RFP is issued. The C- 130J offers a palletized floor system that can incorporate wiring chases to allow for standard wiring connectivity between the adjacent pallets and routing between workstations and equipment racks.

d) Flight-level meteorological data systems. These systems include high-accuracy inertial and GPS navigation;

radar and pressure altimeters; and instruments that collect data on angle of attack, pitch, and vertical acceleration, as well as ambient static and dynamic pressure, dew point temperature, and air temperature.

The C-130J mission computer software has an embedded Special Mission Processor Interface (SMPI) that provides the ability for 3rd party applications to obtain any data received or transmitted between the C-130J mission computers and the avionics components within the system. The GPS/INS system can transmit more than 3,000 bus messages defined in a published Interface Control Document (ICD) from the air data computers. SMPI supports data transfer using Ethernet, MIL-STD-1553, or ARINC-429 interfaces and is configured to support data transfer of up to 255 16-bit data words at 40Hz. Additionally, aircraft SMPI connectivity could be accomplished through the Quick Universal Interface Panel (Quip) to the mission equipment.

e) Vertical scanning Doppler radar. The aircraft must be able to accommodate a radar system that scans 360 degrees in a vertical plane perpendicular to the line of flight. This may be accomplished by either a mechanically rotated antenna or by electronically steered phased array antennas. The C-130J offers two (2) main options to integrate the vertical scanning doppler radar including the following: a single tail boom or wing pods and integrated fuselage arrays. With two (2) pairs of wing mounted pods on the second wing hardpoints, a total of four (4) total arrays for each wing pod to have one (1) forward scanning radar and one

(1) aft scanning radar in order to cover the total 360 degree view.

f) Horizontal scanning navigation and research radar. The aircraft must be able to accommodate a radar system that scans 360 degrees in a horizontal plane. This may be accomplished by either a mechanically rotated antenna or by electronically steered phased array antennas. The C-130J offers a horizontal scanning multi-mode radar mounted on the belly of the aircraft with the following modes of operations: Long Range Search, Antisubmarine Warfare (ASW), Moving Target Indicator (MTI), Doppler Beam Sharpening (DBS), Synthetic Aperture Radar (SAR) Inverse Synthetic Aperture Radar (ISAR), Range Signature (RS), and Air-to-Air (A/A).

g) Microwave radiometer. Provisions for this system that measures microwave emissions of surface water molecules to provide inferred measurements of surface winds. The equipment is a current or a future upgrade of the Stepped Frequency Microwave Radiometer (SFMR) currently installed on both the WP-3D and the Air Force Reserve WC-130J aircraft. The C-130J offers a third wing hardpoint installation, missionized wingtip, or defensive countermeasures dispenser box for the microwave radiometers.

h) Airborne Vertical Atmospheric Profiling System (AVAPS). The AVAPS consists of an expendable unit (the dropsonde), a launch chute assembly in the aircraft, antennas for telemetry (400 MHz Very High Frequency [VHF], mounted under the aircraft) and Global Positioning System (GPS) (L1/L2 band, mounted on top of aircraft), and a receiver/processor system, which is rack mounted in the cabin. More information about the AVAPS can be found at https://www.eol.ucar.edu/observing_facilities/avaps-dropsonde-system.

• A dropsonde launch chute is required, with location and design determined to allow for launch of expendables with adequate separation from the aircraft and without excessive g-loads or tumbling upon launch. The C-130J offers a dropsonde launch tube installation at the forward workstation position or co- located with the Type A sonobuoy launcher(s) located in the aft section of the aircraft.

• Installation of up-looking (GPS) and down-looking (VHF Telemetry) antennas, with coaxial cabling to a cabin location to be determined if/when an RFP is issued. Antenna locations to be selected to maximize field of view and minimize coaxial cable distance to AVAPS rack-mounted receiver equipment. The C- 130J antennas can be mounted to the outside of the aircraft; the antenna coaxial cables will connect at the Quip inside the aircraft.

i) Optical ports. A total of five optical ports shall be installed in each aircraft, in suitable orientations (upward, downward, and side-looking). The largest ports would be approximately 12 to 15 inches in diameter. The C- 130J is equipped with multiple small windows in the forward cargo compartment, but fuselage side sponsons restrict the addition of more window locations along the remaining fuselage. To enable additional windows in the fuselage without aircraft modification, large viewing windows can be installed in the emergency exit doors, where interior locations of workstations can be located by these emergency door windows to provide viewing by mission operator personnel. Additionally, the base C-130J aircraft includes large windows at the aft paratroop doors for viewing out the side. Folding crashworthy scanner seats can be installed adjacent to the paratroop doors for safe, seated viewing with integrated foot and arm rests. For additional large field of view options, viewing domes may be installed in the forward upper escape hatch and the aft cargo door locations, as well as aerodyne’s bubble door and rotating seat assembly installation that would allow the operator to rotate into the door cavity and extend the field-of-view outside the fuselage.

j) Inlets. Approximately 12 air inlets shall be created at selected locations on the fuselage. The C-130J can provide for access to the outside environment.

k) Hardpoints. Modified aircraft shall be equipped with a total of 3 to 4 hardpoints on each wing, as well as 8 to 10 hardpoints at various locations on the fuselage. These hardpoints shall be designed to accommodate a wide range of instrumentation, for either direct mounting (e.g., probes, radiometers) or pod mounting. The C-130J currently has two (2) standard hardpoints on each wing, and a universal pylon is available to provide a standard 14 inch/30- inch lug pylon rack for flexibility of adding a variety of options. An additional third hard point can be added to the wing with specified weight limitations. Furthermore, a modular missionized wing top that allows for the swap out of the standard wing top provides additional space provisions to house sensors and other scientific equipment. In addition, this new wing top provides uninterrupted field of regard for side/down facing sensors. Lastly, a new bolt on modular wing tip results in a fourth hardpoint location on this wing type. In regards to the fuselage, several hardpoints can be added to the underside of the fuselage or on the side lower quadrant of the fuselade just forward of the wheel well sponsons.

l) Ventilation and cabin exhaust. Provisions shall be made for the safe exhaust of toxic gases from the aircraft cabin. The C-130J includes provisions for the safe exhaust of toxic gases from the aircraft built into the current capability Environmental Control System.

m) Expendables launch subsystem. A launch system shall be provided to allow the aircraft to release Airborne Expendable BathyThermograph (AXBT’s), small Unmanned Aerial Vehicle (UAVs), and other expendables in addition to and independently of the AVAPS dropsonde launcher. Several various installations of sonobuoy launders are available on the C-130J and will be configured based on pre-loading on the ground and re-loading at altitude needs.

The currently utilized WP-3D aircraft has a service ceiling of approximately 32,000 feet above mean sea level, and most of its work is accomplished at approximately 10,000 to 20,000 ft. However, in considering the full range of NOAA missions, NOAA technical experts considered missions flown at altitudes below 10,000 feet, as well as missions occurring in the upper reaches of the troposphere. As such, the WP-3Ds are not the only aircraft that support TC observing requirements; for example, NOAA also operates a Gulfstream-IV (G-IV) that performs TC surveillance. In addition, the Air Force Reserve Command, 53rd Weather Reconnaissance Squadron (53rd WRS), at Keesler AFB, Mississippi, operates ten (10) WC-130J aircraft that perform TC reconnaissance.

Therefore, the Government has determined that the Lockheed Martin (LM) C-130J aircraft is the only suitable airframe that will meet NOAA’s requirements for payload, size, and ability to safely penetrate severe weather in the execution of mission requirements.

6. A description of efforts made to ensure that offers are solicited from as many potential sources as is practicable, including whether a notice was or will be publicized as required by FAR 5.2 and, if not, which exception under FAR 5.202 applies (FAR 6.303-2(b)(6)).

In accordance with FAR 5.2, an appropriate solicitation will be posted to the Government Point of Entry (GPE), SAM.gov, with the redacted final approved justification included as a referenced attachment for all interested and capable sources. In addition, a Request for Information (RFI) was posted to SAM.gov on March 19, 2021, requesting interested companies propose platforms for consideration that would provide the same operational and mission support as the current WP-3D airframe in conducting TC reconnaissance and mission research requirements. Details regarding the capabilities of the responses received can be found in Section 8 (below) of this document.

7. Determination by the contracting officer that the anticipated cost to the Government will be fair and reasonable (FAR 6.303-2(b)(7)).

The contracting officer will determine that the anticipated price(s) are fair and reasonable for the airframe based on pricing data for similar aircraft currently performing Air Force operations. In addition, the base platform (LM C- 130J) has been purchased by the US Department of Defense in multiple quantities, over several contracts and in several variations. This information will provide further justification for fair and reasonable pricing on NOAA’s purchase of the brand name airframes.

Prior to award of the proposed contract, cost or price information shall be obtained from the contractor and a price/cost analysis will be performed and documented to sufficiently determine that the cost to the Government of the proposed acquisition will be fair and reasonable.

8. A description of the market research conducted (see FAR Part 10) and the results or a statement of the reason market research was not conducted (FAR 6.303-2(b)(8)).

Market research was conducted by OMAO/AOC and EAD to identify available sources and to evaluate the availability of the marketplace to meet the requirement as follows.

NOAA/AOC surveyed the available green aircraft capabilities available on the market. The following aircraft platform options were considered: C-27J, P.1HH, A-10, V-22, Bae-146, CP-140, KC/WC-135, B-52H, and the P- 7A. Ultimately, all of the aforementioned platforms were eliminated as capable replacements for the WP-3D for one

(1) or more of the following reasons: the cabin footprint does not even amount to half of NOAA’s required capability, dimensions are fundamentally incompatible with the payload requirements for a hurricane research aircraft, phasing out of equipment and industry availability, or a previously developmental aircraft program that would prove too costly with major risks if pursued.

The Government came to this determination upon conducting several years of market research in various forms and through various avenues. For example in June of 2015, as part of AOC’s plan to have replacement aircraft operational by January 2028, OMAO tasked an independent third party contractor to perform a formal AoA for the replacement platform. The study addressed the full range of NOAA missions that might be supported by this platform in the future, with an emphasis on TC data. It took into account the contributions of other NOAA aircraft (e.g., the Gulfstream-IV), other Federal partner aircraft (e.g., the WC-130Js operated by the Air Force Reserve Command’s 53rd Weather Reconnaissance Squadron [53rd WRS]), and other types of observing systems (e.g., floating platforms, satellites, and unmanned aerial vehicles [UAVs]). The AoA TC reconnaissance and research requirements, along with necessary operational effectiveness in respect to the full range of NOAA missions and requirements. Following this analysis, the current WP-3D aircrafts (N42RF and N43RF) both underwent SLEs, as mentioned in Section 3 (above). Following the SLEs, in early 2021, OMAO representatives visited members of the 53rd WRS leadership and operational team to discuss the operational aspects of, and modifications to, the WC-130J aircraft. Based on this visit, the group analyzed and documented all specifications of the “W” Base Aircraft, along with flight characteristics, standard features not desired, and maintenance requirements of the airframe. Based on the attendees’ visit, and considering the results of the AoA, the group determined that some modification of the C130 airframe would be the most advantageous and similar to the current WP-3D aircraft utilized to successfully conduct AOC’s missions and to obtain vital information the nation depends on for the public’s safety.

In an even further effort to identify available sources, and to evaluate the availability of the marketplace to meet NOAA’s mission critical requirements a RFI was posted to the Government Point of Entry (GPE), SAM.gov on March 19, 2021. The RFI allowed interested companies to propose platforms for consideration that would provide the same operational and mission support as the current WP-3D airframe in conducting TC reconnaissance and mission research requirements. Two (2) responses were received from the following Large Businesses: L3 Harris and LMA. After review of the received capabilities, the OMAO/AOC designated both vendors as capable of providing the brand name requirement. Therefore, the Government determined that adequate competition to provide the C-130J platform to replace the current WP-3D aircraft can only be obtained through the manufacturer, Lockheed Martin. In regards to L3 Harris’ RFI response, the C-130J airframes would be obtained and produced by the Original Equipment Manufacturer (OEM), Lockheed Martin, and many modifications and outfitted specifications would be conducted by L3 Harris. Furthermore, the results of the RFI confirmed the results of the AoA conducted in 2015 (mentioned above), as the only base platform proposed by both respondents was the LM C-130J. Confirming AOC’s research that the C-130J is the only airframe that can meet NOAA’s operational and scientific requirements, both responses proposed the C-130J airframe as the solution.

To confirm the findings of the market research performed, the Government contracted the previously utilized independent third party to conduct an additional assessment of the market and identify and analyze alternatives for the WP-3D replacement. The findings of the assessment confirmed the findings of the Government’s market research.

In October 2021, the new AoA updated the 2015 AoA, where a study team reviewed the earlier findings, researched and collected new information (including new inputs from NOAA line-office stakeholders), revised the study approach as appropriate, and updated their findings. As part of the update, the team re-generated its quantitative estimates of operational effectiveness, cost, and cost-effectiveness. In addition, the new report encompasses industry developments that have occurred since the 2015 AoA as follows: observing TC mission requirements beyond 2032 will include continuous observation of inner core structure, measurement of thermodynamic processes in the air-sea boundary layer, improved data collection in “blind spots” such as clear air, and data assimilation intervals as short as an hour or less; and noteworthy information regarding the advancements of remote sensing, including the capability of platforms other than manned aircraft. The results of the 2021 AoA determined that the LM C-130J aircraft is the only suitable base platform that will meet NOAA’s requirements for payload, size, and ability to safety penetrate severe weather in the execution of mission requirements.

Limiting the “make” and “model” of the airframe platform does not limit the opportunities for companies other than the OEM of the C-130J to provide the eventual modified aircraft that will meet NOAA’s requirements, but there are limitations that narrow the list of companies that would qualify as responsible bidders. The primary limitation is that a bidder must have access to both new C-130 airframes and the engineering data required to modify those airframes for NOAA’s unique mission requirements. The C-130J OEM, Lockheed Martin, has worked with authorized resellers and other third party modification facilities in the past. A vendor’s capability to obtain new airframes from the OEM, obtain the engineering for modifications (including entering into an agreement with the OEM for base aircraft data), and their capability to perform the modifications, should all be detailed criteria considered in the solicitation; however, the aforementioned criterion does not narrow the list of potential contractors to a single source. The most cost effective replacement airframe, meeting all specifications and capabilities of the requirement herein, is the C-130J, manufactured by Lockheed Martin. As such, contractors that have the ability and technical capabilities to purchase and modify the C130J airframe from Lockheed Martin are uniquely qualified to provide the airframe to AOC; therefore competing this requirement as a full and open brand name requirement among the industry will be most advantageous to the Government.

9. Any other facts supporting the use of other than full and open competition (FAR 6.303-2(b)(9)).

All facts have been documented herein. There are no additional facts to be reported in this section.

10. A listing of any sources that expressed a written interest in the acquisition (FAR 6.303-2(b)(10)).

The OMAO/AOC and AGO/EAD solicited available capabilities from industry for a WP-3D airframe replacement platform to conduct TC reconnaissance and mission research requirements through notification of a RFI posted to the GPE, SAM.gov on March 19, 2021. Two (2) responses were received from Lockheed Martin and L3 Harris, both of which were deemed capable to meet the requirements.

11. A statement of any actions the agency may take to remove or overcome any barriers to competition, if subsequent acquisitions are anticipated (FAR 6.303-2(b)(11)).

The Government will continue to conduct thorough market research to gauge the marketplace capabilities for future aircraft replacement. The Government will seek competition of future acquisitions, according to the market research results, for future aircraft procurements.