KC-46 PBL RFI (RD 1).docx

REQUEST FOR INFORMATION

KC-46 Landing Gear PBL

1.0 Scope

The 424th KC-46 Landing Gear Supply Chain Management Squadron (424 SCMS), Air Force Life Cycle Management Center (AFLCMC) KC-46 Program Office, Enterprise Hill Commodity Council (EHCC) and Defense Logistics Agency (DLA) are seeking information towards developing a Performance Based Support strategy to provide overhaul and remanufacture support for KC-46 Landing Gear and field level replaceable subcomponents. The scope of this initiative comprises KC-46 Landing Gear end items and subcomponents, which will include the NIINs listed in Attachment 1. The KC-46 Landing Gear acquisition team plans to utilize Key Performance Indicators to measure and incentivize awardee’s performance to meet critical goals in support of the warfighter mission.

2.0 Background

The KC-46 Aircraft provides worldwide, day and night, and adverse weather aerial refueling to receiver-capable US, allied, and coalition military aircraft, including unoccupied aircraft. The KC-46 Tanker is a commercial derivative of the Boeing 767-2C aircraft, finished to meet unique KC-46 Tanker requirements. The KC-46A fleet will be in need of full overhauls of the installed landing gears (1x nose landing gear (NLG) and 2x main landing gear (MLG) left/right) and field level subcomponent support.

3.0 Developing Strategy

The Air Force intends to engage a Performance Based Logistics (PBL) provider to enter into a partnership to facilitate the overhaul and remanufacture of the parts listed in Attachment 1. The contract is anticipated to be a Fixed Price, outcome-based support approach.

The objectives of this performance based Long Term Contract (LTC) are to: (1) Support 100% Program Depot Maintenance (PDM) remanufacture (AF and DLA Material) under an outcome-based/PBL payment structure; (2) 100% Sub-Component/Field level support (AF and DLA Material); (3) Organic depot transition support starting around year 5 with 100% completion targeted by year 10; and (4) Engineering support for organic depot and Tinker AFB PDM line.

The KC-46 Landing Gear acquisition team is asking for feedback from industry representatives regarding the performance-based outcome support for KC-46 Landing Gear end items (1x nose and 2x main) and field level subcomponents through the construct of a USAF/DLA contractual relationship. The KC-46 Landing Gear acquisition team is looking to industry to help shape the strategy of this effort through their open comments/feedback on the topics/questions below.

Questions:

1. Please provide the following business information for your company and for any teaming and joint venture programs:

a. Company Name

b. Address

c. Point of Contact

d. Cage Code

e. Unique Entity ID

f. Business Unit

g. Phone Number

h. E-mail Address

i. Web Page URL

j. Size of Business and North American Industry Classification (NAICS) Code

2. The USAF requires a less than 75-day average turn time, and all turn times less than 90 days. What are your capacity constraints if any in relation to the required turnaround time?

a. Utilizing the attached PDM schedule (Attachment 2), what is the best supply support structure for overhauls to meet this requirement? The USAF intends to provide 6 ship sets (1 nose and 2 main). What would your recommended inventory posture look like?

b. What are the most important components to buy now? Provide justification, e.g. longer lead times, higher demands, less availability, etc.

c. What are the average and max/min overhaul turn times for NLG vs MLG?

3. Do you have capacity to handle attached PDM schedule for 767-300/KC-46 gear?

a. How close to capacity are you?

b. How much lead time would be required to stand up repair for a KC-46 remanufacture contract?

4. This requirement supports a closed loop approach for landing gear ship sets. The USAF requires all ship sets provided be overhauled and returned back to the Government. USAF must ensure this effort is not trading brand new landing gear components for commercial components near end of life. Do you see any concerns with this approach?

5. What are the logistical concerns of shipping a fully assembled landing gear? How do you see the shipping, transportation, and handling being executed for this strategy?

a. How does landing gear arrive in your facility? What level of assembly?

b. What level of assembly do you ship landing gear out of your facility?

c. Does the landing gear need to be disassembled prior to shipment to your facility?

d. Are you capable of receiving fully assembled landing gear with Wheels and Brakes attached?

e. Do you have capability to stand up disassembly/assembly shop near PDM line/outside gate of Tinker AFB?

f. How long would that take?

6. What part numbers do you consider to be a “landing gear assembly”? What part numbers are you contracted to repair for commercial customers?

a. USAF has two full up landing gear P/Ns one with Wheels and Brakes installed and one without for both NLG and MLG. Are you able to receive and overhaul either P/N? Is there any concerns with having the Wheels and Brakes attached?

7. A requirement for remanufacturing/sparing of Sub-Component/Field level NSNs is needed. Based on the attached NSN list (Attachment 1) are you capable of meeting these requirements?

8. What parts of overhaul are subcontracted? Where do you see the main supply constraints, are parts of the overhaul subcontracted or are they overhauled in-house?

9. What condemnation rates are typical with 767-300 gear?

a. What components condemn most frequently?

b. What are the driving causes of condemnation? (Corrosion, wear, cracking, etc…)

10. When parts condemn, what is lead time to acquire replacements?

a. What FAA documentation is required when procuring overhauled parts?

b. When overhauling commercial gear, do commercial customers provide a spares pool for when parts condemn, or do you have a pool of spares available for all commercial customers?

11. Part of this PBL will be to transition to organic overhaul capability starting by year 5 with 100% completion targeted by year 10. Is this achievable? If not, what contract timeframe would be more realistic? e.g. 10yr… 15yr…

a. What is your view and capability with transitioning and supporting a shift to depot repair/support at a rate of X% per year?

12. Is your company able to include a response to a request for a no-cost ROM on overhaul and sub-components remanufacture costs? If so, please provide a no-cost ROM from the attached NIIN list to include new procurement and remanufacture.

13. Can your company provide any demand and historical usage data from like items for the attached NIIN listing (Attachment 1)?

a. As the initial overhaul/remanufacture process starts all assets will be new, as landing gear and subcomponents go through the 1st, 2nd, and 3rd overhauls, how do you predict the failures/demands to change from initial wear life estimates?

14. Please describe your experience and performance with partnering and/or with Performance Based Logistics contracts.

15. What do you see as the largest concerns in this PBL strategy?

16. What performance metrics would you recommend for this effort?

17. What diminishing sources issues are you seeing with 767-300 gear?

a. Is there a healthy manufacturing base of new parts?

18. Are there any overhaul processes that are becoming obsolete/difficult to support?

19. Is your company FAA certified and approved for repair/maintenance on 767/300 landing gear?

20. Do you use any customer specific supplements to Component Maintenance Manual (CMM)/overhaul data? Have you developed any supplemental data to CMM/overhaul manuals that you use generally for all customers (or even for specific customers)?

a. What is your process for parts outside CMM/Supplier Component Maintenace manuals (SCMM) guidance?

b. Do you have or are you able to gain the necessary CMM documents needed to repair the KC-46 landing gear and sub-components?

21. Do you have a Designated Engineering Representative (DER) onsite?

22. How involved is customer engineering in your overhaul process?

a. Are they involved in deviation waivers, or as a repair station can you go straight to Boeing with questions?

23. Overhaul records:

a. Are overhaul operations recorded by serial number?

b. How easily can overhaul records be accessed?

c. How long are records retained for?

24. Would this acquisition be considered commercial? (see FAR part 2) Why or why not?

a. Is PDM remanufacture for the 767-300/KC-46 gear considered commercial of a type? Why or why not?

b. Are Sub-Components/field level support considered commercial of a type? Why or why not?

25. What is your experience with Cost and Software Data Reporting requirements IAW DFAR 252.234-7004 Cost and Software Data Reporting System (CSDR)?

a. What costs (estimate) are typically associated with a CSDR requirement?

26. What timeframe would be needed to provide a response to the governments RFP for this PBL strategy?

27. Are there any recommendations, from the industry perspective that should be considered for impact / adjustment / influence / incorporation into the strategy?

28. What additional information, details, or other documentation would you need us to provide?

The government is accepting responses to this request for information via email only. Please provide written responses to the Contracting Officer and Program Managers by July 12, 2024 at the following email addresses:

Bradley Baggiano Contracting Officer bradley.baggiano@dla.mil

Austin Gardner Program Manager austin.gardner@us.af.mil

Clay Rasmussen Program Manager clay.rasmussen@us.af.mil

Attachment:

1. KC-46 Landing Gear NIIN/Parts List

2. KC-46 PDM/C-Check Schedule