F18 Industry Day Brief.pdf

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Acquisition Department Brief

Disclaimer (Reminder)

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• The remarks today of USG officials involved in the Repair and Overhaul (MRO) services for U.S. Navy and U.S. Marine Corps F/A-18A-F & E/A-18G aircraft should in no way be construed as a guarantee of the USG course of action in proceeding with the acquisition.

• The formal solicitation, when issued, is the ONLY document that declares the USG requirements.

• F/A-18A-F & E/A-18G Aircraft Maintenance and Repair

• Notice ID N6264924R0053

• AH-1Z & UH-1Y Aircraft Maintenance and Repair

• Notice ID N6264924R0050

• MH-60R/MH-60S Aircraft Maintenance and Repair

• Notice ID N6264923Q0029

• C-130 Maintenance & Repair Service

• Notice ID N6264924R0029

• CFT ISR USMC USN IN AUSTRALIA

• Notice ID N6264923R0088

FRC WESTPAC Active/Recent SAM.GOV Postings

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FRC WESTPAC goals and intent

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Goal:

To acquire the capability to provide depot-level aircraft MRO products and services for forward-deployed F/A-18A-F & E/A-18G Type/Model/Series (T/M/S) aircraft.

Intent:

To award a contract to a highly qualified Contractor possessing the required business practices and technical capabilities in order to increase responsiveness and flexibility in meeting customer needs.

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Requirements - Fleet to FRC WESTPAC

• Aircraft Maintenance, Repair & Overhaul (MRO)

• Integrated Maintenance Concept (IMC) Integrated Maintenance Plan (IMP)

• F/A-18A-F & E/A-18G IMP Specifications

• Planned Maintenance Interval (PMI)

• FRC WESTPAC Requirement

THE CONTRACTING PROCESS

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Fleet Readiness Center Western Pacific FRC WESTPAC serves as the requiring agency which includes the authority to write and interpret requirements based on stakeholder needs. FRC WESTPAC provides the Contracting Officer’s Representative, engineering and other technical expertise, all supplies and materials, and serves as the liaison for all other USG stakeholders.

Fleet Logistics Center Yokosuka FLCY serves as the contract agency which includes the authority to obligate the USG to pay for contracted services, and to manage and modify the contract. FLCY provides the Procuring Contracting Officer and the Contract Specialists. FLCY appoints the Contracting Officer’s Representative and the Administrative Contracting Officer.

Defense Contract Management Agency DCMA serves as the contract administrator which includes the authority to issue and administer task orders, provide surveillance of the contractor, and adjudicate invoices. DCMA provides the Administrative Contracting Officer, Quality Assurance specialists, Safety specialists, and other technical expertise.

PARTNERSHIP

Fleet Readiness Center Western Pacific

Fleet Logistics Center Yokosuka

Defense Contract Management Agency

• Single Award Contract

• IDIQ Contract for 1 base year and 4 Option Years (5 total contract years)

Planned Contract Overview

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Planned Contract Services – Section B

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• CLIN X001 – Scheduled Maintenance

• SLIN X001AA – SLIN X001AE: PMI-1 (Legacy), PMI-2 (Legacy), PMI (Super), PMI 1X, and PMI 2X

• CLIN X002 – Repetitive Maintenance

• SLIN X002AA – SLIN X002AR (Weight & Balance, Remove / Replace Servocylinder, etc.)

• CLIN X003 – Unscheduled Maintenance

• SLIN X003AA – Over & Above (O&A)

• SLIN X003AB – In-Service Repairs (ISR)

• SLIN X003AC – Customer Service Requests (CSR)

• SLIN X003AD – TD and Aircraft Modifications

• CLIN X004 – Supply Support

• CLIN X005 – CDRL Deliverables

• CLIN X006 – Accelerated Delivery

• CLIN X007 – GFM Handling

• SLIN X007AA – Preserve & Pack

• SLIN X007AB – Ship & Transport

• SLIN X007AC – Repair of GFM

• CLIN X008 – Travel

• SLIN X008AA – Travel

• CLIN X009 – Relocation

• CLIN X010 – Post Award Conference – RESERVED (Minimum Guarantee)

• CLIN X011 – Transition

The Performance Work Statement

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• The Performance Work Statement (PWS) defines the scope and provides the framework of requirements to be performed under the F/A-18A-F & E/A-18G Integrated Maintenance Plan (IMP) Planned Maintenance Interval (PMI) Indefinite Delivery/Indefinite Quantity Contract (ID/IQC).

• Together with the Specifications and other reference documents, it establishes the work the Contractor is required to perform.

• Establishes the requirement, provides the induction schedule and funds the work

• Provides the aircraft for induction

• Revises and adjusts requirements, schedule and funds as required

• Provides most of the aircraft repairable, replacement parts and consumables required to complete the scheduled PMI event

• Provides Engineering support and guidance to the Contractor Engineers to resolve issues in processes, materials, technical data and other areas as required

• Receives the aircraft to perform Functional Check Flight (FCF) and Acceptance

• Provides most of the required Support Equipment

• Provides most of the consumables, parts, and materials

*This is a general list and does not limit the USG functions and roles of the contract.

USG Functions and Roles

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• Additional USG’s functions and roles:

Responds to Contractor requests and recommendations for O&A work Performs contract oversight and surveillance Provide Ground Government Flight Representative (GGFR) Performs Quality Assurance on Safety of Flight and other highly critical items Determines whether to perform modifications , and provides modification kits as appropriate Determines level of maintenance action for aircraft repair: squadron level

(O-Level), Intermediate (I-Level), or Depot Level Repair (D-Level).

Determines whether to task the Contractor to perform off-site repairs with

Contractor Field Teams (CFT)

The PWS also describes some of the USG functions and roles in relation to the F/A-18A-F & E/A-18G IMP program in the FRC WESTPAC Area of Responsibility (AOR).

* This is a general list and does not limit the USG functions and roles of the contract.

Additional USG’s functions and Roles

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• Achieve required Turn-Around-Time (TAT) (outlined in the contract)

• Perform inspection and repair as outlined in USG provided technical requirements

• Implement quality control into all aspects that relate to the performance on this contract

• Perform Basic Requirement at FFP

• Manage the Supply Chain

• Responsible for developing the Contractor workforce

• Responsible to monitor program for possible requirements changes

• Provide required data reporting

• Plan/execute for the phase-in/out transition period

• Prepared to achieve nominal to surge workload capability requirements

• Achieve the required performance standards

The Contractor’s Role

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* This list is not all inclusive.

• The USG will provide the facilities (including electricity and water) for Contractor use during the life of this contract for Scheduled Maintenance as required. The Contractor will not be permitted to make any facility modifications.

• The Contractor shall perform Scheduled Maintenance at Marine Corp Air Station (MCAS) Iwakuni, Iwakuni, Japan.

• The Contractor shall coordinate with the appropriate installation organizations to perform to the requirements and standards of this PWS. These organizations include, but are not limited to:

• Airfield Operations for flight line driving privileges and specific airfield locations not adjacent to the hangar

• Provost Marshall Office to coordinate unescorted installation access and flight line access

• Facilities to coordinate internet connectivity and any other office building requirements

• Logistics for hazardous material and shipping/receiving.

• Transportation for Forklift Licensing

Facilities

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• When required by the USG, the Contractor shall support relocation of the F-18 PMI line from one USG facility to another USG facility.

• Any relocation determination will be negotiated prior to issuance of a task order.

• Relocation tasks may include preservation of materials, preparing materials for shipment, HAZMAT relocation, floor mapping of new work zones, etc.

Facilities Relocation Support

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Turn-Around-Time

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• Turn-Around-Time (TAT) is the period of time from aircraft induction (when the aircraft is made available to the Contractor at a designated location in a designated configuration) until the US Government acceptance of the aircraft.

• TAT is a critical element for the US Government to ensure it has the aircraft resources required to perform its missions.

• TAT is a Key Performance Parameter (KPP) by which the Contractor’s performance is measured.

• TAT is measured in Calendar Days (includes weekends and holidays).

• TAT is the primary schedule metric used by the USG.

• The Contractor shall execute F/A-18A-F & E/A-18G Planned Maintenance Interval (PMI) requirements (in accordance with the most current specification*) within the contract defined Turn-Around-Time (TAT).

PMI Turn-Around-Time

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*Current Contract TAT, Follow-on Contract TAT TBD*

Aircraft PMI Event PMI TAT (calendar days)*

FA-18A-D PMI-1 180

FA-18A-D PMI-2 63

FA-18A-D PMI-1X TBD (est. 143) FA-18A-D PMI-2X TBD (est. 47)

FA-18E/F & EA-18G PMI 58

• Technical Document/Data Sources is a number of documents, drawings and associated documentation that define, specify, guide and control what work will be performed, how the work is performed, what cannot be done, materials and processes used, certifications required and other aspects that the Contractor must use to achieve the program goal for each inducted aircraft.

• The Contractor shall request Technical Document/Data Sources and most associated Government documents from FRC WESTPAC Technical Library POC. Technical Document/Data Sources are regularly revised and updated. FRC WESTPAC monitors updates for relevant changes.

• The Contractor is also responsible to monitor Technical Document/Data Sources changes and inform USG of relevant changes impacting the work.

• The USG will provide Personal Electronic Maintenance Aids (PEMAs) for viewing the technical document/data sources to perform the requirements of this contract.

Technical Document/Data Sources

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Contractor Quality Control

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• The Contractor is responsible for implementing Quality Control Program into all aspects of its management, performance, workforce, processes, tools and tooling, material, supply chain, Sub-Contractors and any other aspects of its business that relates to the performance on this contract.

• The Contractor shall comply with ISO 9001:2015 or equivalent requirements applicable to this ID/IQ.

• The DCMA provides oversight, inspection approval, verification of safety of flight, critical safety items, and performs quality assurance surveillance of the Contractor. DCMA will also evaluate the Contractor’s Quality Control Program including an annual assessment of the effectiveness of Contractor’s Quality Control processes.

• A Contracting Officer’s Representative (COR) from FRC WESTPAC will also be assigned to provide overall contract surveillance and coordination functions.

• The NAVAIR F/A-18A-F & E/A-18G PMI Specifications include requirements for six (6) PMI events, each with specific requirements.

• The Contractor shall perform PMI Scheduled Maintenance for airframe and component inspection, defect/discrepancy correction, preventative maintenance, and technical directive compliance IAW the NAVAIR F/A-18A- F & E/A-18G IMP PMI specifications and released DLM SICN(s).

• The IMP PMI activities are generally divided into the following phases:

induction; cleaning/preservation; surface conditioning; disassembly;

inspection/evaluation; maintenance, repair and reassembly; final processing; and USG acceptance.

• The Contractor performs all scheduled maintenances tasks within CLIN X001 at a FFP per each inducted aircraft.

Scheduled Maintenance Requirements

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Unscheduled Maintenance is further divided into four (4) subcategories:

Over and Above (O&A) In-Service Repairs (ISR) Customer Service Requests (CSR) Depot Technical Directives (TDs)

• When there is Unscheduled Maintenance required, other CLINs may apply, such as CLIN X002 (Repetitive Maintenance) or CLIN X003 (Unscheduled Maintenance). The Contractor may be requested to provide work-hour estimates for performing CLIN X003. The quantity of hours required to perform work under CLIN X003 will be negotiated, typically between the Contractor and DCMA.

Unscheduled Maintenance Requirements

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• USG provides the majority of the Government Furnished Equipment (GFE) (material, parts, support equipment (SE))required to perform the F/A-18A-F & E/A-18G PMI process. For those items the USG cannot provide, the Contractor shall provide “Contractor-acquired property” as GFE to perform the contract. All new GFE shall be registered in the Item Unique Identification (IUID) Registry IAW

DFARS 252.211-7003.

• The Contractor is responsible to determine all parts/material are required for each aircraft and initiates the material requisition process in a timely manner.

• FRC WESTPAC and the Contractor must effectively partner in our respective roles in Supply Management to achieve program success.

Supply Management

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• The USG will provide all required F/A-18A-F & E/A-18G support equipment (SE) during the performance of this contract.

• The Contractor shall inventory, manage, maintain, and repair all GFE provided for the performance of this contract.

• GFE list Includes 275 IMRL Program Items and 183 Non-IMRL Items.

• Higher labor items include:

• 16 Tripod Jacks (Require Load Testing)

• 10 Weight and Balance Scales (Require Packing and Shipment for Calibration

Every 6 months )

• 4 Aircraft Engine Carts

Government Furnished Equipment/Support Equipment

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The Contractor Workforce

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• The Contractor is fully responsible for developing its workforce knowledge, skills, and abilities, providing appropriately qualified, certified and experienced personnel necessary, and in adequate quantity, to achieve all of the F/A-18A-F & E/A-18G PMI program requirements.

• The Contractor shall make every effort to independently acquire training on USG systems and unique F/A-18A-F & E/A-18G systems. The Contractor may request training on USG systems and unique F/A-18A-F & E/A-18G systems as required.

• Examples of Contractor qualifications:

* This list is not all inclusive and does not limit the required qualifications in any way.

The Contractor Workforce

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CUI

Skill Certification Reference/Criteria

(a) Aircraft weight and balance In accordance with NAVAIR 01-1B-50

(b) NDI *

Capable of eddy current, ultrasound, and florescent dye penetrant.

Level 2 IAW NAVAIR 01-1A-16-01, NAVAIR 01-1A-16-02, MIL-HDBK-728/1 /2/3/4/6 or authorized equivalent; 4855.8 section 300, 302, 304, 306, 308, and 310 or authorized equivalent.

(c) Basic airframe repair, including sheet metal repair N/A

(d) Aircraft corrosion control and painting N/A

(e) Chemical conversion coating N/A

(f) Certified composite repair, composite sealants/laminating, and bonding adhesives. *

Includes metal to metal bonding, carbon fiber, fiberglass, Kevlar, double vacuum debulk (DVD) method

Certified IAW Local Process Specifications (LPS), COMFRCTRA 4855.8 section 302, 312 and 313 or approved equivalent process.

Annual recertification required.

(g) Cold work processes, installation and removal of Force- Mate bushings and ForceTec nut plates

COMFRCTRA 4855.6 section 301, 303, and 305 or authorized equivalent.

(h) Welding NAVAIR 01-1A-34 Intermediate and Depot Level Maintenance Instructions, Aeronautical Equipment Welding, COMFRCTRA 4855.11 section 300 or authorized equivalent.

(i) Heat treatment of aluminums and steels* COMFRCTRA 4855.7 section 300/308 (aluminum) and 304 (steel) or authorized equivalent.

(j) Plastic Media Blast (PMB) COMFRCTRA 4855.1 section 300 and 302 or authorized equivalent.

(k) Plating COMFRCTRA 4855.10 section 306 OR 310 OR 314 or authorized equivalent.

(l) Flight control rigging N/A

(m) Hydraulic system test N/A

* refers to Contractor having qualified personnel available either at their facility or as an outsourced capability.

Monitor Program Requirements Changes

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• The Contractor will monitor for changes to documentation, processes, materials, tooling, required skills, training and certifications, and monitor the status of each inducted aircraft and aircraft logbook. Identified changes and trends that are relevant to TAT and quality will be reported to the US Government for investigation. The Contractor’s engineers will support and assist the FRC WESTPAC Engineering Department in assessing such changes and trends.

• The US Government encourages the Contractor to make recommendations that may improve program performance and reduce schedule.

Data Requirements

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• The PWS includes Contract Data Requirements List (CDRL) reporting items. Many of these reports are required for each inducted aircraft, with due dates at various points or phases of the work completed.

• It is recommended the Contractor enable efficient report generation and timely delivery by automating collection of most of the required data. Exceptions to the required reporting format as defined in the CDRLs must first be approved by the US Government.

• CDRLs are Not Separately Priced (NSP)

Phase-In/Out Transition Period

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• Phase-In Transition is not required if the awardee is the incumbent Contractor. Phase-in transition shall be executed and completed 180 days or less after contract award.

• A shorter transition period is allowable as long as the Contractor is fully prepared to perform the PMI requirements on the first aircraft inducted.

• The Phase-In transition period shall be completed prior to the first F/A-18A-F & E/A-18G scheduled PMI induction.

• Phase-Out transition begins 90 calendar days prior to the termination or completion of the contract and will continue as necessary for any task order(s) still in work.

• Phase-In/Phase-Out is included in CLIN X001 FFP

Contracting Office Brief

Ground Rules

No information presented during this Industry Day commits the U.S.

Government to any acquisition approach, agreement or contract.

Any future published information or documentation will take precedence over information presented today or in response to questions.

The Government will not publish industry-proprietary questions/comments.

The Government will publish industry-general frequently asked questions (FAQs) with Government prepared responses.

Industry is ENCOURAGED to ask questions

NAVSUP FLCY

Naval Supply Systems Command (NAVSUP) Fleet Logistics Center Yokosuka (FLCY) is the Western Pacific region’s largest U.S. Navy logistics command. From its headquarters off Truman Bay, just 26 miles (41 kilometers) due south of Tokyo, the NAVSUP FLCY enterprise networks more than 20 detachments, sites and fuel terminals from Misawa, Japan, to Sydney, Australia; Diego Garcia in the Indian Ocean to Guam. Together, these detachments and sites provide logistics support to the Navy, Marine Corps, other Department of Defense (DoD) and federal activities within the 7th Fleet Area of Responsibility (AOR).

Yokosuka

San Diego

Puget Sound

Jacksonville

Norfolk/VA. Beach

Philadelphia

Sigonella

NAVSUP is a Fleet-Focused Organization with Global Reach

Mechanicsburg

USPACOM

NAVSUP

Weapon Systems Support

(WSS)

NAVSUP

Fleet Logistics Centers

(FLC)

NAVSUP

Business Systems Center

(BSC)

Navy Exchange Service Command

(NEXCOM)

Naval Supply Systems Command

Pearl Harbor

USSOUTHCOM

USPACOM

USEUCOM

USAFRICOM

Bahrain

USCENTCOM

USNORTHCOM

NAVSUP SPAN

NAVSUP FLCY’s Mission

NAVSUP FLC Yokosuka's mission is to serve the Asia Pacific Region's forward deployed maritime warfighter with 24/7 operational logistics support integrating an extensive service provider network to deliver fuel, material, mail and supply chain services across the U.S. Navy’s largest geographical area of operations.

NAVSUP FLCY’s Role

FLCY will serve as the contracting authority for F/A-18A-F & E/A- 18G Contract.

FLCY will provide the Procurement Contracting Officer (KO) and Contract Specialist (CS) in support of this requirement.

FLCY will conduct the Source Selection process.

FLCY will handle all communications between requirements owner and industry.

Source Selection Process

AwardSelection of Source

NegotiationEvaluationSolicitation

Solicitation Phase: FLCY will issue the Request for Proposals through the SAM.gov website for 90 days under Solicitation number N6264925RR008.

Evaluation Phase: Conducted by FRC WESTPAC and FLCY.

FLCY will perform the price evaluation and FRC WESTPAC will perform the technical evaluation. The length of the evaluation phase will depend on the numbers of Offerors.

Negotiation Phase: If award not made on initials, FLCY will conduct negotiations with input from FRC WESTPAC.

The Government will seek the Best Value for the contracted services, and will apply a Tradeoff Source Selection process.

The evaluation factors for this solicitation, in descending order of importance:

Past Performance Technical Risk Technical Price

Past Performance is more important than Technical Risk, which is more important than Technical, which is more important than Price.

Together, Past Performance, Technical Risk, and Technical are significantly more important than Price.

Adequate Price Competition (FAR 15.403-1(c)(1)

Price Analysis based on Comparison of Offers (FAR 15.403- 1(c)(1)(ii)(2)(b)

Only One Offer Received (DFARS 215.371)

Certified Cost or Pricing Data (DFARS 215.371-3(b)

DCMA Field Pricing Assistance (DFARS PGI 215.404-2(a))

DCAA Audit Assistance (DFARS PGI 215.404-2(c))

Price Evaluation

FLCY Points of Contact

Sara Robinson Email: sara.e.robinson19.civ@us.navy.mil Phone: 046-816-8412

Jonathan Groeschel Email: jonathan.j.groeschel.civ@us.navy.mil Phone: 046-816-1724

Dale Crawford (Division Director) Email: dale.a.crawford.civ@us.navy.mil Phone: 046-816-1697 mailto:sara.e.robinson19.civ@us.navy.mil mailto:jonathan.j.groeschel.civ@us.navy.mil mailto:dale.a.crawford.civ@us.navy.mil

Questions?

F-18 Industry Day 23 January 2025 Questions and USG Responses

Releasable to SAM.Gov

Question: What is the general PMI flow?

Answer: The general flow for a PMI is; induction, disassembly, surface conditioning & evaluation, repair, assembly, final paint, and return to customer (USG).

Question: Can TAT be renegotiated as unanticipated discrepancies are discovered?

Answer: The NAVAIR F-18 PMI specifications classify each defect/discrepancy and establish the defect correction criteria (DCC) into seven (7) or eight (8) – depending on T/M/S - categories. Rectification of DCC #1 and #2 shall be included in the contract defined PMI TAT. The contractor may request additional TAT for rectification of DCCs aligned to customer service requests, in-service repairs, and Over & Above, subject to adjudication by DCMA and the IPTL.

Question: Who is responsible for broken SE?

Answer: The USG (normally DCMA) investigates damaged support equipment (SE) and assigns responsibility (Contractor or USG). The ACO determines the remedy for repair or replacement of damaged SE.

Question: What is removed from the aircraft prior to PMI and who performs the removal?

Answer: Prior to aircraft induction, all classified items and explosives are removed by the aircraft reporting custodian (i.e. squadron). Such equipment is reinstalled by the aircraft reporting custodian upon completion of PMI. If ejection seats are to be removed, then the aircraft reporting custodian is responsible for such removal.

The contractor is typically not required to perform any work inside of the cockpit.

Question: Are the aircraft engines removed prior to PMI induction?

Answer: The aircraft reporting custodian (i.e. squadron) perform aircraft engine removal and preservation prior to PMI.

Question: What is meant by “the Contractor will manage the supply chain”?

Answer: While the USG will provide most materials and parts in support of the contract, the Contractor is responsible for planning, managing, ordering (through the FRC WESTPAC Supply Department) and tracking delivery of all parts and materials. Further details can be found in the Supply CDRLs provided in the official solicitation RFP documentation.

Question: In the PMI process, who performs systems checks and functional check flights (FCF) after the aircraft is reassembled?

Answer: After reassembly and delivery of the PMI aircraft back to the USG, the aircraft reporting custodian (i.e. squadron) is responsible for performing systems checks and FCF.

Question: Are cannibalization actions ever performed on PMI aircraft?

Answer: Parts canalization actions involving PMI aircraft are occasionally performed. Such action can be performed either by the Contractor or by the USG.

Question: How do current TAT achievements compare with CONUS numbers?

Answer: Comparing CONUS TAT with OCONUS TAT is difficult to do, as OCONUS readiness and workup cycles are vastly different. Stateside TAT is often PMI specific and more NBNCs/Over and Above work is deferred back to the squadrons. For OCONUS squadrons, sometimes slightly longer TAT is preferred by the customer if it ensures PMI spec fully completed while also adding on additional Over and Above work to help alleviate the squadron’s manpower/maintenance efforts in support of a faster work-up cycle.

Question: After USG acceptance of the PMI aircraft, if the aircraft reporting custodian (i.e. squadron) identifies deficiencies during initial operational checks and functional check flight (FCF), what is the procedure for assigning responsibilities and correcting the identified deficiencies?

Answer: After aircraft acceptance by the USG, the aircraft reporting custodian is responsible for submitting Acceptance Inspection Deficiency Report (AIDR) through the Joint Deficiency Reporting System (JDRS).

Once an AIDR is submitted, DCMA typically leads an investigation and establishes responsibility for the deficiency. If the Contractor is responsible for the deficiency, then the DCMA ACO will determine the contractual remedy.

Question: How many PEMAs are currently issued to support the F-18 PMI line?

Answer: Approximately twelve (12) PEMAs currently support the FRC WESTPAC F-18 PMI Line.

Question: Considering the past performance portion of the source selection criteria, accept past performance on the individual companies in a joint venture if the joint venture does not have past performance?

Answer: The USG will make allowances to consider the past performance of individual companies in the joint venture.

Question: Will the Contractor be required to perform all NDI inspections and be qualified for the same?

Answer: The Contractor will be required to perform all NDIs and for having qualified personnel available to perform the required NDIs.

Question: Will the Contractor be responsible for fueling or defueling the aircraft?

Answer: For PMI requirements, the aircraft reporting custodian (i.e. squadron) is responsible for defueling (prior to induction) and refueling (after aircraft acceptance) the PMI aircraft. However, the Contractor may be required to perform such actions as part of an In-Service Repair (ISR) or Customer Service Request (CSR) requirement.

Question: Where is DCMA Japan located?

Answer: DCMA Japan performs contract management and surveillance in multiple locations across Japan.

DCMA Japan’s headquarters is aboard Naval Air Facility (NAF) Atsugi, Japan.

Question: When will the solicitation for this follow-on contract (F/A-18 MRO) be released?

Answer: Currently, the USG intends to have the solicitation posted on SAM.GOV in about six (6) to nine (9) months (mid to late 2025).

Question: Will there be opportunities for the Contractor to offer innovative solutions?

Answer: The USG encourages its Contractors to offer innovative solutions.

Question: Will the Contractor be required to perform data entry (e.g. to systems such as OOMA) for aircraft maintenance?

Answer: The Contractor will not have access to nor be required to perform data entry into USG systems. All information provided to the USG will be captured in CDRL requirements.

Question: How many PMI inductions, “Legacy” and “Super,” can be expected annually?

Answer: The USG currently anticipates about four (4) to five (5) inductions per year. These numbers are not guaranteed. The USG does not anticipate inducting legacy F/A-18 aircraft for PMI. There may be In-Service Repair (ISR) requirements for F/A-18 legacy aircraft.

Question: What is the timeline for solicitation, contract award and mobilization?

Answer: The USG estimates six (6) to nine (9) months for RFP release, and two (2) to four (4) months after RFP release for contract award. The USG currently intends to allow up to 180 days for any new contractor to mobilize.

Question: what will be the sources selection criteria?

Answer: The Government will seek the Best Value for the contracted services, and will apply a Tradeoff Source Selection process. The evaluation factors for this solicitation, in descending order of importance: Past Performance, Technical Risk, Technical, and Price. Past Performance is more important than Technical Risk, which is more important than Technical, which is more important than Price. Together, Past Performance, Technical Risk, and Technical are significantly more important than Price.

Question: How should pricing for GFE maintenance be structured, if the USG cannot guarantee a minimum number of inductions?

Answer: Typically support equipment (SE) upkeep is covered under the firm fixed price for PMI. If there is a gap or prolonged cessation in anticipated inductions, the USG may take separate actions to manage/upkeep the SE that may or may not require Contractor involvement. Contract scope or pricing concerns may be addressed to the Procuring Contracting Officer (PCO).

Question: Will FCF support be required under the contract?

Answer: The aircraft reporting custodian (i.e. squadron) will provide its own support for functional check flights (FCF).

Question: Will the Contractor be required to access U.S. DoD or Navy IT systems?

Answer: The Contractor neither have access to nor be required to perform data entry into USG systems. All information provided to the USG will be captured in CDRL requirements.

Question: For the follow-on requirement, will there be many changes from the current contract?

Answer: The USG currently anticipates the requirement to continue as currently written. However, there are no guarantees of this and the final solicitation may contain significant changes to the current requirement.

Question: Will there be priced CLINs for Legacy F/A-18 aircraft PMIs?

Answer: Currently, the USG anticipates there will be CLINs for PMI of Legacy aircraft. This is to ensure such scope is captured in the follow-on requirement. However, as the USG does not guarantee that the CLINs for PMI of Legacy F/A-18 aircraft will be used.

Question: Will the USG continue to provide most of the parts and materials for this requirement?

Answer: That is the USG’s current intention. Any changes to the current requirement will be driven by decisions at a higher level.

Question: Is the company’s NAMP compliance “a plus” in source selection?

Answer: In general, the follow-on requirement will be for compliance with DCMA 8210 requirements. In addition, the USG has not finalized its Source Selection Plan.

Question: What is the most essential element to successfully performing the PMIs under this requirement?

Answer: Timely and effective communication with the FRC WESTPAC Engineering and Supply Departments is essential to the contract’s overall success.

Question: Does the USG intend to repair/overhaul components in Japan?

Answer: Only on a case-by-case basis (for PMI or ISR aircraft) and in limited quantities. The USG may require local repair or overhaul of components for which replacements will not be available in time to maintain the maintenance schedule. Under similar circumstances, the Contractor may be required to locally manufacture parts when requested and approved by the USG. Typical parts that are locally manufactured includes bushings, brackets, fittings, and other structural and non-structural items.

Question: Are the various aircraft ages considered in establishing the firm-fixed prices for PMI’s?

Answer: The contract will be awarded with firm fixed prices for the PMI requirements. The Contractor will be responsible for proposing fair and reasonable prices that account for variations in aircraft age and condition.

Question: 180 days is a long time for mobilization. How will the vendor’s proposed mobilization plan evaluated?

Answer: The USG is still finalizing the details of the Source Selection Plan.

Question: What’s the difference between PMI-1 and PMI-2 (Legacy)?

Answer: The specific differences between PMI-1 and PMI-2 events for Legacy F-18 aircraft can be found in the NAVAIR PMI specifications. However, the differences are mainly in the number of required inspections and extent of required corrosion prevention measures.

Question: Is the required PMI TAT only 58 days?

Answer: The current FRC WESTPAC required TAT for FA-18E/F & EA-18G PMI is 58 calendar days.

Question: Will there be a test line (i.e. FCF) for the follow-on F/A-18 MRO contract?

Answer: All functional check flight (FCF) support will be performed by USG personnel.

Question: Will the Contractor be required to coordinate with a Class Desk?

Answer: The Contractor will be required to coordinate with FRC WESTPAC Production’s F/A-18 Integrated Product Team Lead (IPTL), who is also the Contracting Officer’s Representative (COR).

RELEASABLE F-18 Industry Day Q&As for SAM PDF