Attachment_01_KC-130J_PWS_AMD_0003.docx

Solicitation N6264919R0167

RFP Attachment 1

PERFORMANCE WORK STATEMENT (PWS)

FOR

KC-130J

INTEGRATED MAINTENANCE PLAN (IMP)

PLANNED MAINTENANCE INTERVAL (PMI) REQUIREMENTS

PREPARED BY:

FLEET READINESS CENTER WESTERN PACIFIC

ATSUGI, JAPAN

16 OCTOBER 2019

DOCUMENT REVISION HISTORY

Rev. level with description of change Effective Date

N6264919R0167 Attachment (1) 16 October 2019 ii

Table of Contents

APPENDIX

vi Performance Work Statement For

KC-130J

Integrated Maintenance Plan (IMP) Planned Maintenance Interval (PMI)

INTRODUCTION

This Performance Work Statement (PWS) defines the scope and provides the framework of basic requirements of the general tasks to be performed under the KC-130J Integrated Maintenance Plan (IMP) Planned Maintenance Interval (PMI) Indefinite Delivery/Indefinite Quantity Contract (ID/IQC). The Fleet Readiness Center Western Pacific (FRC WESTPAC) will procure both planned and unplanned depot-level maintenance, repair, and overhaul (MRO) products and services within the scope of this contract through Task Orders (TOs) placed under this ID/IQC. The tasks and detailed requirements for each aircraft will be defined in the Performance Work Statement (PWS), Statement of Objectives (SOO), NAVAIR KC-130J PMI Specification and related documents for each TO. Appendix A contains a list of acronyms used in this PWS and their meanings.

Contract Goals and objectives FRC WESTPAC goals and objectives are to acquire the capability to provide depot-level aircraft MRO products and services for forward-deployed KC-130J Type/Model/Series (T/M/S) aircraft. FRC WESTPAC intent is to award contracts to a pool of highly qualified Contractors possessing required business practices and technical capabilities in order to increase responsiveness and flexibility in meeting customer needs.

Method of tasking Government requirements issued under the basic ID/IQC will be met through individual TO. Individual TO will be issued based on two different approaches: 1) the PWS approach, and 2) the SOO approach. These two approaches are described in 1.2.1 and 1.2.2 below.

PWS approach In instances where the Government objectives are clearly defined, the Government will issue a TO based on a PWS approach. Under a PWS approach, the Government will prepare a TO utilizing this PWS to specify the work to be accomplished. Under a PWS approach, the NAVAIR KC-130J PMI specification and related Depot Level Maintenance (DLM) Specification Interim Change Notices (SICNs) and the Contract Data Requirements List (CDRL) items (DD Forms 1423) referenced in this PWS specify the measurable results and outcomes. The Government will also provide other required TO documentation to the Contractor as appropriate.

SOO approach Under the SOO approach, the request for proposals will include a Government-prepared SOO that is within the broad scope of this PWS but does not directly required by the NAVAIR KC-130J PMI Specification. The SOO approach is most likely to be used for urgent, emergent, or unscheduled aircraft maintenance needs. The SOO will describe the basic, top-level objectives of the individual TO from which the Contractor may propose innovative alternatives. In addition to the SOO, the Government may include separate product performance requirements. The Government may also include a set of minimum data item requirements for the TO in the form of CDRL items (DD Forms 1423). The SOO approach provides the Contractor with flexibility to propose innovative approaches to satisfy the Government's requirements. The Contractor's response to the SOO also demonstrates the Contractor's understanding of the effort to be performed. When the TO is awarded, a PWS or Statement of Work (SOW) based on the Contractor prepared-documentation shall replace the Government-prepared SOO.

Scope of PWS This PWS defines the requirement for Contractor performance of KC-130J PMI, as well as other KC-130J MRO tasks for both inducted and non-inducted aircraft. In general, requirements include maintenance and repair in accordance with the Integrated Maintenance Plan (IMP) specification, and associated MRO requirements for KC-130J T/M/S. Additional requirements outside the scope of the IMP specification include in-service repairs (ISR)/drop-in repairs (DIR), decontamination after operations in radioactive environments, customer service (squadron funded requirements), aircraft modification, airframe change, and management, maintenance & repair of Government-Furnished Equipment (GFE). The Naval Air Systems Command (NAVAIR) established the NAVAIR KC-130J PMI Depot Specification and associated documentation, herein referred to as the NAVAIR KC-130J PMI Specification.

Background of USMC KC-130J The KC-130J is the primary United States Marine Corps (USMC) C-130 T/M/S aircraft operating forward-deployed in the U.S Indo-Pacific Command (USINDOPACOM) Area of Responsibility (AOR). The KC-130J aircraft are assigned to First Marine Aircraft Wing (1st MAW) squadron VMGR-152 aboard Marine Corps Air Station (MCAS) Iwakuni, Japan. VMGR-152 provides combat operational support to the armed forces of the United States and its allies, and provide Humanitarian Assistance and Disaster Relief (HADR) wherever required. These aircraft operate in all weather conditions during expeditionary, joint, and combined operations. Routine operation in harsh environments result in the need for significant upkeep to maintain the aircraft in a state of operational readiness. Operations in radioactive environments have also occurred in this AOR.

KC-130J aircraft from other USMC components and other Department of Defense Services may also utilize this ID/IQ.

Explanation of Government Responsibilities and Relationships The Fleet Logistics Center Yokosuka (FLCY), FRC WESTPAC, and the Defense Contract Management Agency (DCMA) are authorized to guide and/or direct the Contractor in the management and execution of the ID/IQC and/or TOs. See Attachment (2) for a detailed explanation of Government responsibilities and relationships to include authority references. Other Government entities not included herein are not authorized to direct the Contractor in any way.

APPLICABLE AND REFERENCE DOCUMENTS

The following documents of the issue listed form a part of this PWS to the extent specified herein. In the event of a conflict between documents referenced herein and the contents of this PWS, the contents of the PWS take precedence. Nothing in this PWS, however, supersedes applicable laws and regulations, unless a specific exemption has been obtained. The following documents may be updated to the latest applicable revision at each individual TO.

PMI Specifications Naval Air Systems Command (NAVAIR)

Dated 15 February 2019, or later

(Document available to authorized personnel at https://www.jtdi.mil/. All other requests may be submitted to FRC WESTPAC for adjudication.)

In-Service Support Center Cherry Point, NC, C-130 Fleet Support Team (C-130 FST)

Dated 15 February 2019

(Document available to authorized personnel upon request to FRC WESTPAC.)

Other Applicable Publications United States Code

(Document available at http://uscode.house.gov/search/criteria.shtml) Defense Federal Acquisition Regulations Supplement (DFARS)

(Document available at https://www.acq.osd.mil/dpap/dars/dfars/html/current/252204.htm) Defense Contract Management Agency (DCMA)

Dated 13 April 2018, or later

Dated 5 November 2018, or later

dated 5 April 2017, or later

(Documents available at http://www.dcma.mil/Portals/31/Documents/Policy/) Department of Defense (DOD)

Dated 14 Mar 2014

Dated 22 August 2018

(Documents available at https://www.esd.whs.mil/Portals/54/Documents/DD/issuances/dodi/850001_2014.pdf https://www.esd.whs.mil/Portals/54/Documents/DD/issuances/dodi/856001p.pdf?ver=2018-08-22-082328-107 Military Standards

MIL-HDBK-728/1

MIL-HDBK-728/2

MIL-HDBK-728/3

MIL-HDBK-728/4

MIL-HDBK-728/5

MIL-HDBK-728/6

Eddy Current Testing, 16 December 1985 Liquid Penetrant Testing, 16 December 1985 Magnetic Particle Testing, 28 December 1993 Radiographic Testing, 3 May 1994 Ultrasonic Testing, 16 December 1985

Dated 01 March 2007

Dated 11 May 2012, or later

(Documents available at http://quicksearch.dla.mil/) Department of the Navy

Dated 13 May 2014, or later

(Document available at https://www.public.navy.mil/NAVSAFECEN/Pages/instructions/instructions.aspx) Commander, Naval Air Forces (CNAF)

Dated 15 January 2017, or later

(Document available at http://www.navair.navy.mil/logistics/4790 (CAC required). All other requests may be submitted to FRC WESTPAC for adjudication.)

Naval Air Systems Command (NAVAIR)

dated 01 April 2016, or later

Dated 15 January 2018, or later

Dated 15 May 2014, or later

Dated 1 March 2018, or later

Dated 01 September 2012, or later

Dated 01 August 2015, or later

Dated 24 April 2013

(Documents available at http://mynatec.navair.navy.mil (CAC required). All other requests may be submitted to FRC WESTPAC for adjudication.)

Naval Supply Systems Command

Dated 16 October 2004, or later

(Document available to authorized personnel as a website at https://tarp.navsup.navy.mil/p700.nsf. All other requests may be submitted to FRC WESTPAC for adjudication.)

Fleet Readiness Center Western Pacific (FRC WESTPAC)

(Document available to authorized personnel upon request to FRC WESTPAC).

Aerospace Industries Association (AIA)

Dated 19 December 2014

(Document available at https://www.astm.org/Standards/E1742.htm) American Society for Quality (ASQ)/American National Standards Institute (ANSI)/ International Organization for Standardization (ISO)

(Documents available at https://asq.org/quality-press/display-item?item=T1040) ASTM International

(Document available at https://www.astm.org/Standards/E1742.htm)

SCHEDULED AND UNSCHEDULED MAINTENANCE REQUIREMENTS

The requirements defined herein form the basis for depot-level MRO work performed for the Government as a part of this KC-130J IMP PMI contract. These requirements are categorized as “scheduled maintenance basic requirement” which is the PMI task, and “unscheduled maintenance” associated with the PMI discrepancies, correction of discrepancies, and non-PMI tasks.

Scheduled Maintenance Basic Requirement - Planned Maintenance Interval (PMI) The Contractor shall perform basic requirement of PMI scheduled maintenance for airframe and component inspection, defect correction, preventative maintenance, and technical directive compliance in accordance with the NAVAIR KC-130J PMI Specification and released Depot Level Maintenance (DLM) Specification Interim Change Notices (SICN). PMI activities are broadly divided into the following phases: induction; surface conditioning; disassembly; inspection/evaluation; maintenance, repair and reassembly; final processing; functional flight check (FCF); and Government acceptance.

Induction of the Aircraft Induction occurs when the Government has delivered the aircraft, completed its reporting custodian responsibilities, and has made the aircraft available for the Contractor to begin work. The date of induction will be recorded as the day immediately following the Government’s delivery of the aircraft, unless otherwise established in the task order. KC-130J inductions for aircraft configurations outside the NAVAIR KC-130J PMI Specification will be coordinated by DCMA at least five (5) calendar days prior to the induction date.

Declassification of the aircraft will be completed by the Government prior to induction. The Contractor shall not perform operational checks on mission related systems that require classified equipment to perform such checks. If an aircraft is inducted with classified equipment installed, the Contractor shall immediately stop work on the aircraft and notify DCMA and PMTR. The PMTR will ensure that the classified equipment is removed by qualified Government personnel, then notify DCMA when the aircraft is ready for the Contractor to recommence work.

During the aircraft induction, the Contractor and Government shall complete a joint aircraft inventory check, conduct a screening analysis of the logbook and aircraft records, and verify any recorded defects. The contractor shall perform induction screening of aircraft logbooks per COMNAVAIRFORINST 4790.2C to identify high time components and unincorporated Technical Directives (TDs). The contractor shall notify DCMA and PMTR of any high time components discovered, and any outstanding TDs.

The Contractor shall complete the engine and propeller inspection and preservation no later than three (3) working days after aircraft induction or removal of the engine from a shipping container. The Contractor shall immediately notify DCMA and PMTR upon receipt of unserviceable engines or of engines with major discrepancies. Unserviceable engines shall be removed from the aircraft and replaced in accordance with normal maintenance procedures by the Contractor. If an unserviceable engine can be made serviceable by use of organizational-level repair procedures, DCMA may negotiate with the Contractor to perform this task.

The Government may conduct additional oversight for the first PMI aircraft inducted to ensure the Contractor performance is in accordance with the NAVAIR KC-130J PMI Specification and this PWS. This oversight may include a formal pre-induction meeting, post-induction meeting during the repair phase, or other activities deemed necessary.

The Contractor shall submit the Technical Directives Requirement 10-Day Report (CDRL A001) and the Discrepant Part on Induction Report (CDRL A004) as required.

Surface Conditioning of the Aircraft Surface conditioning consists of cleaning the aircraft, stripping the painted surfaces, removing corrosion, then painting the aircraft. The Contractor shall perform disassembly as required to complete this task. The Contractor shall provide the required facilities for the clean, strip and paint processes and shall comply with hazardous material handling requirements during this phase.

Disassembly of the Aircraft The goal for disassembly is to gain access to the portions of the aircraft that require inspection. The Contractor shall removal parts, components, structures, and substructures necessary to complete the requirements of the KC-130J PMI inspection and evaluation. This includes the removal of additional components needed to investigate suspected damage. Disassembly shall normally be limited to the removal of bolts and screws. However, removal of rivets or high strength fasteners may be required to determine the extent of corrosion or permit inspection for suspected damage. Discrepancies discovered during disassembly shall be recorded and reported to DCMA and PMTR.

Inspection/Evaluation of the Aircraft The Contractor shall perform a thorough and comprehensive inspection of selected aircraft structures and flight critical components by visual and appropriate non-destructive inspection (NDI) methods. This includes zones as defined in the NAVAIR KC-130J PMI Specification as well as systems, components, and structures. The Contractor shall complete the mandatory non-destructive inspections and the flight hour dependent non-destructive inspections. All discrepancies discovered during this phase shall be reported to DCMA and PMTR.

The Contractor shall identify and requisition all required repair parts and materials using the Contractor’s supply channels. Requests for Government engineering support shall be submitted in accordance with paragraph 5.4 below. Requests shall be submitted periodically as the need for such requests are discovered and developed (i.e. do not submit engineering requests in bulk as this hampers the Government’s ability to provide timely responses).

The Contractor shall submit the Aircraft Condition Evaluation Report (CDRL A009), an updated Production Plan (CDRL A005), and the Non-Destructive Inspection (NDI) Report (CDRL A013) as required.

Maintenance, Repair, and Reassembly of Aircraft The Contractor shall perform repairs of systems, components, and structures during this phase in accordance with the NAVAIR KC-130J PMI Specification and authorized Authoritative Engineering Documents (AED). The Contractor shall complete adjustments, checks, tests, repairs, component rework, preventative maintenance, and coincidental rework procedures per the applicable directives and publications.

After aircraft repairs have been accomplished, the Contractor shall reassemble the aircraft in accordance with the NAVAIR KC-130J PMI Specification and other applicable documents. Such reassembly includes installation of parts or components and reinstallation of non-operational parts or components that were reported as ‘noted but not corrected” (see paragraph 3.2.1 below) as directed by DCMA.

As-Required Maintenance Normally, maintenance tasks that have occurred at least three times within the scope of this contract will be termed “as-required” maintenance. The Government will then negotiate additional fixed prices for these frequently occurring maintenance tasks. The Contractor shall complete as required maintenance upon receipt of a task order issued by DCMA. There are four (4) as-required maintenance tasks pre-defined in this contract as defined below, in addition to Other As-Required Maintenance:

a. Complete restoration of KC-130J exterior

b. Scuff, sand, and overspray of KC-130J exterior

c. Aircraft weight and balance (AWB)

d. Corrosion control

e. Flight Hour Dependent (FHD) Non-Destructive Inspections (NDI)

Complete Restoration of KC-130J Exterior The Contractor shall accomplish the Complete Restoration of KC-130J Exterior as an as-required maintenance task. Complete Restoration of KC-130J Exterior shall include the following major tasks:

a. Aircraft coating removal

b. Exterior cleaning and preparation for painting

c. Surface treatment

d. Sealing seams and surfaces

e. Application of primer

f. Application of paint, decals insignias and markings

g. Application of non-skid

Scuff, Sand, and Overspray of KC-130J Exterior The Contractor shall accomplish the Scuff, Sand, and Overspray of KC-130J Exterior as an as-required maintenance task. Scuff, Sand, and Overspray of KC-130J Exterior shall include the following major tasks:

a. Scuff and sand exterior

b. Exterior cleaning and preparation for painting

c. Application of paint, decals insignias and markings

Aircraft Weight and Balance (AWB) The Contractor shall accomplish the Aircraft Weight and Balance as an as-required maintenance task. The AWB shall be performed per the COMNAVAIRFORINST 4790.2C and NAVAIR 01-1B-50 instructions. The Contractor shall verify platform scales used for AWB are certified and calibrated at time of use. The Contractor shall use the Automated Weight and Balance System (AWBS) approved by the Government (PMTR or DCMA) for recording the AWB, including updates to Chart A, Form B, Chart C, and Form F in support of FCF. The Contractor shall update the Aircraft Custodian’s Weight and Balance Binder, including provision of an updated computer disk.

Prior to assigning new technicians to participate in AWB duties on a Government aircraft, the Contractor shall notify the GGR in writing and provide copies of training and certification documents (see paragraphs 5.2.1, 5.2.4, 5.2.4.1).

The Contractor shall submit Weight and Balance Reports (CDRL A011) as required.

Corrosion Control The Contractor shall accomplish the corrosion control as an as-required maintenance task. The corrosion inspection, removal, treatment and reporting shall be performed per the NAVAIR KC-130J PMI Specification, applicable documents and drawings. When the corrosion damage after corrosion removal exceeds the service limits allowed by applicable documents or manufacturer drawings, the Contractor shall coordinate with DCMA, PMTR, and FRC WESTPAC Engineering for repair or replacement. See paragraph 5.4 for Contractor engineering requirements.

Flight Hour Dependent (FHD) Non-Destructive Inspections (NDI) The Contractor shall complete FHD NDI as an as-required maintenance task. The FHD NDI shall be performed per the NAVAIR KC-130J PMI Specification, applicable documents and drawings. The task order as issued by DCMA will list which FHD NDI are required on the inducted aircraft.

Other As-Required Maintenance Other as-required maintenance tasks may include typical engine and propeller maintenance tasks that are outside the NAVAIR KC-130J PMI Specification. These changes will be negotiated by DCMA with the Contractor prior to allocating costs against a reserved sub line item number (SLIN).

Final Processing During final processing, the Contractor shall perform weight and balance of the aircraft, update the logbooks and ensure the inventory recorded at induction is returned to the aircraft (e.g. de-preservation of engines, servicing fluids, lubrication, etc.).

The Contractor shall submit Scheduled Removal Cards Report (CDRL A007), Noted But Not Corrected (NBNC) Report (CDRL A010), Maintenance History Summary (MHS) Report (CDRL A012), and Corrosion Inspection (CI) Report (CDRL A014) as required.

Operational Checks The Contractor shall perform all flight critical systems checks, operational checks, alignment, and rigging as required by the NAVAIR KC-130J PMI Specification and for systems disturbed during contract performance regardless of system status upon induction. This phase also includes updating logs and records, inventorying equipment, hydraulic system sampling, compass calibration and aircraft servicing. Any inspections required for flight, such as the daily inspection, shall be completed based on the timeline for FCF crew arrival. This includes preflight and prestart checks, but does not include engine start, taxi or run-up.

Functional Flight Check (FCF) KC-130J FCFs will be performed at the Contractor’s facility at the completion of PMI scheduled maintenance and prior to Government acceptance of the aircraft. The Government will provide the qualified aircrew to perform FCF. Contractor support during FCF shall include, but is not limited to, the following:

a. Provide appropriate takeoff, landing, and forward flight operating areas

b. All inspections required for flight

c. All repairs required for safety of flight

d. All required aircraft servicing

e. Firefighting and other airfield services

f. Post-flight inspections

g. Repairs to correct discrepancies discovered during FCF (the first 100 hours of repairs during FCF are chargeable to the Scheduled Maintenance-Basic Requirement; repairs beyond 100 hours are chargeable to Unscheduled Maintenance) The Contractor shall support FCF for each day that FCF is scheduled without interruption by weekends or designated holidays. On‐going FCF activities that extend outside normal business hours, including overtime, weekends, and holidays, regardless of responsible party, shall be supported by the Contractor when requested by DCMA or PMTR.

Government Acceptance Upon successful completion of PMI scheduled maintenance and FCF, the Contractor shall submit the DD250 to DCMA with the completed inspection cards for review and acceptance. Government personnel will reinstall classified, confidential and sensitive equipment.

Scheduled Maintenance Basic Requirement - Miscellaneous Fueling/Defueling The Contractor shall defuel all KC-130J aircraft brought to its facility for PMI in accordance with the NAVAIR KC-130J PMI Specification and any other applicable instructions (i.e., NAVAIR 01-1A-35). The Contractor shall provide fuel for KC-130J FCFs, KC-130J return flights after completion of PMI, and return flights of other military aircraft flown to the Contractor's facility for the purpose of supporting and administering the contract.

The Contractor shall only use JP-5 or JP-8 fuel in support of the KC-130J. The Contractor shall credit the value of fuel removed from PMI aircraft at induction against the fuel provided to the Government under the same task order. The Contractor shall not bill the Government for fuel disposal costs.

The Contractor shall test all fuel removed from inducted PMI aircraft to ensure proper storage or disposition. The Contractor shall follow a certified commercial standard for fuel testing that either meets or exceeds the requirements of NAVAIR 00-80-T-109 and shall ensure that all fuel provided to the Government meets the required quality standards. The Contractor shall not hold the Government liable for cross-contamination between fuel removed from an inducted PMI aircraft and any fuel stored in bulk at either the Contractor's or a sub-contractor facility.

The Government will not provide fueling/defueling vehicles nor oil vehicles under this contract.

Other Aircraft Services The Contractor shall provide support for the Government to procure other general aircraft services for aircraft visiting the Contractor’s facility, to include procurement of liquid oxygen (LOX) and nitrogen. These other aircraft services will be requested and negotiated by DCMA on an as-needed basis.

Aircraft Records Management The Contractor shall screen, maintain, and update the aircraft logbook and records throughout all the PMI phases in accordance with the NAVAIR KC-130J PMI Specification and COMNAVAIRFORINST 4790.2C. The Contractor shall provide to the PMTR and DCMA the information required for compliance with Event History Record (EHR) and Scheduled Removal Component (SRC) card recording, consolidation, purging, and forwarding to Configuration Management Information System (CMIS) Repository.

Ferry Flight The Contractor may, but is not obligated to, provide Ferry Flight services upon agreement with the Government aircraft custodian as negotiated with the PMO and DCMA. The process for Ferry Flight will be established after MAC award.

Unscheduled Maintenance Requirements Unscheduled maintenance requirements are those which are not specifically delineated as scheduled maintenance requirement as described in the NAVAIR KC-130J PMI Specification. Unscheduled maintenance can be initiated in several ways such as discovery during the PMI phase, request from the operational fleet, or an emergent, urgent need. Unscheduled maintenance items are further divided into four (4) subcategories:

a. Over and Above (O&A) PMI-related discrepancies

b. Technical Directives (TDs) and Modifications

c. Customer Service Requests (CSR)

d. In-Service Repairs (ISR) Unscheduled Maintenance Related to PMI Unscheduled maintenance discovered in conjunction with PMI are typically called “discrepancies.” Discrepancies can be discovered during any phase of the PMI scheduled maintenance by both the Government and Contractor personnel. The Contractor shall promptly notify DCMA and PMTR when discrepancies are discovered on an inducted aircraft. Unscheduled maintenance discrepancies may be directly related to the NAVAIR KC-130J PMI Specification or may be outside the bounds of the specification. The following are some examples of activities that can be used to identify unscheduled maintenance requirements:

a. Review of aircraft logbooks and records

b. Operational and functional testing of systems

c. Examination of the aircraft and its associated components during PMI

d. Failure during fleet operational activities where the repair is outside of organic capabilities including crash damaged/battle damaged aircraft Discrepancies that result from the Contractor’s negligence shall be corrected at the Contractor’s expense.

Classification of PMI-related Discrepancies Upon identification of a PMI-related discrepancy, the Contractor shall classify each discrepancy as depot-level, intermediate-level (I-level), or organizational-level (O-level) using the definitions in the NAVAIR KC-130J PMI Specification. The Contractor’s defect classification shall be subject to review by DCMA. The correction criteria for each discrepancy are in the NAVAIR KC-130J PMI Specification. The Contractor shall correct any and all discrepancies that affect Safety of Flight or Personnel, regardless of classification.

The discrepancies classified as intermediate- or organizational-level may be further classified as “noted but not corrected” (NBNC) using the guidelines in the NAVAIR KC-130J PMI Specification. The Government may elect to have Contractor correct the O or I level discrepancies; this will be negotiated by DCMA for each TO. The Government’s goal is to minimize the NBNC discrepancies on the accepted aircraft.

The Contractor shall submit the Noted But Not Corrected (NBNC) Report (CDRL A010) as required.

Correction of PMI-related Discrepancies – Over & Above Over & Above (O&A) discrepancies are typically related to PMI requirements but are not otherwise specifically required by the NAVAIR KC-130J PMI Specification. O&A discrepancies are those repairable within tolerance thresholds. Some O&A discrepancies may be unrelated to PMI, however the task order modification and repair process will be the same.

The Contractor shall negotiate an O&A repair process with DCMA with emphasis on rapidly processing the modification in order to start work as soon as possible. Upon identification of an O&A discrepancy, the Contractor shall initiate the written requests to DCMA for authority to perform O&A repairs. All O&A tasks requiring fewer than 500 man-hours for completion will be authorized by DCMA prior to the Contractor commencing work. O&A tasks requiring over 500 man-hours to complete shall be routed to the PMTR for concurrence before the Contractor submits the written request to DCMA.

Unscheduled Maintenance Unrelated to PMI Requests for unscheduled maintenance can come from a variety of sources to include any US military service component or ally who fly a KC-130J T/M/S aircraft. These aircraft include all KC-130J aircraft in the Government inventory, crash and battle damaged aircraft, and Foreign Military Sales (FMS) aircraft. Unscheduled maintenance requests come in the form of Technical Directives (TD) or Aircraft Modifications, Customer Service Requests (CSR), and In Service Repairs (ISR). The Contractor shall perform modifications and repairs in support of unscheduled maintenance requests.

Technical Directives (TD) and Aircraft Modifications.

It is common to incorporate TDs and approved aircraft modifications concurrent with PMI scheduled maintenance. The Contractor shall incorporate authorized TDs and aircraft modifications as negotiated in the associated task order. Place of performance may be at either the Contractor’s facility or at other locations as identified in the task order. The Contractor shall notify DCMA and PMTR when an extended contract delivery date (CDD) is required in order to complete a TD or aircraft modification, or if the CDD of a PMI aircraft will be delayed by Contractor performance required to complete a TD or aircraft modification.

The Government will normally provide modification kits, special materials, and special support equipment listed in the TD or aircraft modification instruction. In the event that the Government cannot provide such items, DCMA may negotiate with the Contractor to procure or manufacture the items.

The Contractor shall submit the TDC Kit Receipt and Report of Kit Discrepancy (CDRL A003) and the Technical Directives Report (CDRL A002) as required.

Customer Service Request (CSR) Customer Service Requests typically come from the operational fleet or the T/M/S program office for work that either supplements or is beyond the capability of the component requesting the service. CSRs include, but are not limited to, task similar to the following:

a. Special and phase inspections

b. Organizational and intermediate level services (including minor aircraft repairs and repair or manufacturing of parts and components)

c. Support equipment repair

d. Application of non-standard paint finishes and color schemes The Contractor shall support CSRs as negotiated with DCMA. Task orders for CSR work can be issued for both inducted and non-inducted aircraft. If the Contractor receives a CSR directly from a component other than DCMA or PMO, the Contractor shall respond by forwarding the request to DCMA and PMTR for adjudication. DCMA will negotiate with the Contractor to incorporate CSRs into the task order prior to any work being performed.

In-Service Repairs (ISR) In-Service Repair requests typically come from the operational fleet or the T/M/S program office for work that either supplements or is beyond the capability of the component requesting the service. ISRs include, but are not limited to, tasks similar to the following:

a. Miscellaneous aircraft services

b. Aircraft component or part repair

c. Corrosion control; rework

d. Drop-in repair; parts manufacturing

e. Management of radioactive materials and radioactive decontamination of aircraft The Contractor shall perform ISRs as negotiated with DCMA. Task orders for ISR work can be issued for both inducted and non-inducted aircraft. If the Contractor receives an ISR request directly from a component other than DCMA or PMO, the Contractor shall respond by forwarding the request to DCMA and PMTR for adjudication. DCMA will negotiate with the Contractor to incorporate ISR tasks into the task order.

It is common for ISR requests to require support at a forward-deployed location. See CFT support requirement at paragraph 5.2.2.

GOVERNMENT PRIORITIES

Quality, schedule, and safety are the Government priorities. The Contractor shall reflect these priorities.

Quality Contractor’s Quality Control Program The Contractor shall comply with ISO 9001:2015 or equivalent requirements applicable to this ID/IQC. The Contractor shall implement a Quality Control Program establishing effective and efficient procedures for ensuring the quality of work performed under this contract. At a minimum, the Program shall specify the area(s) to be inspected on both a scheduled and unscheduled basis, frequency of inspections, and the title and organizational placement of the inspector(s). The Program shall also provide a description of the methods to be used for identifying, correcting, and preventing unacceptable performance. The Contractor shall generate and keep records documenting inspections and corrective or preventative actions taken. Records of inspections shall be kept and made available to the Government throughout the contract performance period and for the period after contract completion until final settlement of any claims under this contract.

Work Deck Validation Requirement Upon request from DCMA, the Contractor shall allow for the C-130 FST to review and concur with initial work decks prior to the induction of the first PMI aircraft.

Ten (10) days prior to the scheduled start of FCF, the Contractor shall provide work decks to the Government QAR for validation that all items were correctly stamped and certified as work complete.

Government Quality Assurance Representative (QAR) The Government will assign a QAR who will be responsible for implementing DCMA INST 309 and performing quality assurance surveillance of the Contractor. The QAR will evaluate the Contractor’s Quality Control Program including an annual assessment of the effectiveness of Contractor’s Quality Control processes. The QAR will provide oversight and approve the inspection and verification of safety of flight, critical safety items, and select additional areas as identified by the Government pertinent to DCMA MAN 8201-2 and DCMA INST 8210.1C Change 1.

Government Quality Assurance Plan (QASP) The Government will monitor the Contractor’s performance in accordance with the QASP in Attachment (3). The QASP is the primary process for the COR to perform contract surveillance functions and is distinct from the function performed by the Government’s QAR. A Surveillance Matrix is part of the Contract QASP and identifies performance objectives, performance standards, and surveillance methods that the Government will apply in its surveillance. The contents of the QASP and Surveillance Matrix are subject to revision at any time deemed appropriate by the Government. The Government reserves the right to survey all services called for in the contract and task orders. The absence of any contract requirement from the Surveillance Matrix shall not detract from its enforceability nor limit the rights or remedies of the Government under any other provision of the contract.

Corrective Action Plan (CAP) Within 10 days of receipt of a Corrective Action Request (CAR) from the GFR or GGR, the Contractor shall submit a CAP in accordance with DCMA MAN 8201-2 and DCMA INST 8210.1C Change 1. The CAP shall include the cause of the defect and the preventative measure(s) implemented to prevent any future occurrence.

If the Contractor fails to take necessary action to ensure future performance of the contract requirements, the Government may negotiate adequate consideration or enact other remedies as allowed by the contract and Government regulations.

Aircraft Acceptance Inspection Deficiency Report (AIDR) COMNAVAIRFORINST 4790.2C states the reporting custodian of the aircraft will submit the initial AIDR within five (5) calendar days after completion of the Government acceptance of FCF, then submit a supplemental AIDR 30 calendar days after Government acceptance of FCF, if required. The AIDR is used to document any deficiencies discovered after acceptance that may indicate faulty workmanship. The COR will review all AIDR findings to verify whether the deficiencies identified are indicative of faulty workmanship or nonconformance to the requirements of the contract which may result in Contractor correction or re-performance.

Contractor Correction or Re-performance under Warranty The Contractor shall correct, at no additional cost to the Government, all discrepancies identified in the AIDR and verified by the COR to be Contractor responsibility. The corrections or re-performance associated with the final AIDR disposition report shall be completed within ten (10) calendar days of receipt of notice. This may require the Contractor to travel to aircraft custodian’s location if the Government determines that it is unsafe or uneconomical to return the aircraft to the Government’s maintenance facility. If the Contractor corrects a deficiency and it is later determined that the Contractor was not at fault, DCMA will modify the task order to provide adequate consideration reimbursing the Contractor for its efforts. If the Contractor is unable to perform the work (e.g., due to the location of the aircraft) DCMA may take appropriate action, including modification of the task order to seek adequate consideration or seeking actual damages against the Contractor.

Schedule Turn Around Time (TAT) Expectation Turn Around Time (TAT) is one of the Government’s Key Performance Parameters (KPP) and is the most objective indication of the Contractor’s ability to successfully perform the requirements of this contract. The TAT is expressed in terms of threshold and objective. The threshold value is the minimum acceptable TAT, however the objective TAT, or lower, is the goal. The Contractor bears the full responsibility and accountability for achieving the threshold TAT. The Contractor shall plan, perform and manage its work to accomplish all scheduled and unscheduled services within the following TAT:

Threshold TAT:

Objective TAT:

A “calendar day” is defined as the 24-hour period beginning at one second after midnight (00:00:01 a.m.) and ending on the following midnight (00:00:00). Calendar days include all weekdays (Sunday through Saturday), regardless of any other categorization such as holiday, weekday, weekend, workday, etc.

TAT shall begin on the day the aircraft is inducted and end after the completion of a FCF when the Government accepts the aircraft as recorded on the signed DD250. The date of induction will be recorded as the day immediately following the Government’s delivery of the aircraft, unless otherwise established in the task order.

When DCMA requests the Contractor perform additional work beyond the basic requirement that cannot reasonably be accomplished within the TAT, the Contractor may negotiate an increase to TAT. DCMA may grant TAT extensions to accommodate delays related to completion of FCF that are caused by circumstances beyond the Contractor’s control. The Contractor shall ensure that any other work requested on non-inducted aircraft (e.g., CSR or ISR requirements) will not affect the TAT of an inducted PMI aircraft.

Workload Expectation The Contractor shall be capable of supporting a nominal workload of two (2) to three (3) KC-130J PMI aircraft simultaneously in flow. The Government will provide the KC-130J induction plan on regular intervals to facilitate workload planning.

Surge Capacity Expectation The Contractor shall be capable of supporting surge capacity workload of three (3) to five (5) aircraft simultaneously in flow (nominal workload plus surge). Surge capacity applies to both scheduled and unscheduled maintenance, and includes all necessary docks, space, tools, equipment and workforce manning.

Surge aircraft are those inducted for PMI in addition to the nominal workload. If the Government inducts more than two (2) aircraft into simultaneous flow, the third and subsequent inducted aircraft shall be designated as a surge aircraft for the duration that there is more than two (nominal) aircraft in flow. Within 30 days of being informed by DCMA or PMTR of the expectation for surge aircraft to be inducted, the Contractor shall provide a written plan indicating the expected ramp up time to achieve full capacity to meet the established PMI TAT for the surge aircraft. The Contractor may negotiate additional TAT for the surge aircraft. The Contractor shall submit a written request to DCMA for the increased TAT with justification no later than 3 days prior to issuance of task order for a surge aircraft.

Accelerated Delivery Expectation DCMA may direct accelerated delivery of an inducted PMI aircraft. Accelerated delivery requests may require the Contractor to work outside of normal working hours and will be negotiated on a case-by-case basis. If the Contractor recognizes the workforce demands accompanying an accelerated delivery could delay the CDD or extend the TAT of another aircraft already in flow, the Contractor shall report such risk to DCMA and PMTR within two (2) calendar days of discovery. CDDs may be renegotiated for other task orders directly affected by the accelerated delivery requirement.

The Contractor may choose how to achieve the required accelerated delivery date, to include work outside normal operating hours.