RFP KC-130J_IDIQ_Attachment_01_PWS_(2023-06-23).docx
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- Attached to
- C-130 Maintenance & Repair Services
- Solicitation number
- N6264924R0029
About this file
This document is a Performance Work Statement (PWS) that defines the scope and provides the framework of requirements to be performed under a KC-130J Integrated Maintenance Plan (IMP) Planned Maintenance Interval (PMI) Indefinite Delivery/Indefinite Quantity Contract (ID/IQC).
The PWS outlines the scheduled and unscheduled maintenance requirements for the KC-130J aircraft, including induction, inspection, repair, and final processing procedures. Key priorities are quality, schedule, and safety. The contractor shall provide program management, workforce qualifications and training, logistics management, engineering, and technical publications support. The contractor may request government-furnished material/equipment on an as-needed basis. The contractor shall comply with information security and facilities requirements. The government will assign a Quality Assurance Representative to oversee contractor performance.
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Solicitation N62649XXXXXXX
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
23 June 2023
DOCUMENT REVISION HISTORY
Rev. level with description of change Effective Date
| Original RFP PWS |
| 23 June 2023 |
N62649XXXXXX
Attachment (1) 23 June 2023 iii
Table of Contents
| Paragraph | Title | Page |
| 1. | INTRODUCTION | 1 |
| 1.1 | Contract Goals and objectives | 1 |
| 1.2 | Method of tasking | 1 |
| 1.2.1 | PWS approach | 1 |
| 1.2.2 | SOO approach | 1 |
| 1.3 | Scope of PWS | 2 |
| 1.4 | Background of USMC KC-130J | 2 |
| 1.5 | Explanation of USG Responsibilities and Relationships | 2 |
| 2. | APPLICABLE AND REFERENCE DOCUMENTS | 3 |
| 2.1 | PMI Specifications | 3 |
| 2.2 | Other Applicable Publications | 3 |
| 3. | SCHEDULED AND UNSCHEDULED MAINTENANCE REQUIREMENTS | 5 |
| 3.1 | Scheduled Maintenance - Planned Maintenance Interval (PMI) | 6 |
| 3.1.1 | Induction of the Aircraft | 6 |
| 3.1.2 | Surface Conditioning of the Aircraft | 7 |
| 3.1.3 | Disassembly of the Aircraft | 7 |
| 3.1.4 | Inspection/Evaluation of the Aircraft | 7 |
| 3.1.4.1 | Classification of Defects/Discrepancies | 8 |
| 3.1.5 | Maintenance, Repair, and Reassembly of Aircraft | 8 |
| 3.1.5.1 | Correction of Defects/Discrepancies Related to PMI | 8 |
| 3.1.5.2 | Repetitive Maintenance | 8 |
| 3.1.5.2.1 | Complete Restoration of KC-130J Exterior | 9 |
| 3.1.5.2.2 | Scuff, Sand, and Overspray of KC-130J Exterior | 9 |
| 3.1.5.2.3 | Aircraft Weight and Balance (AWB) | 9 |
| 3.1.5.2.4 | Corrosion Control | 9 |
| 3.1.5.2.5 | Flight Hour Dependent (FHD) Non-Destructive Inspections (NDI) | 9 |
| 3.1.5.2.6 | Other Repetitive Maintenance | 10 |
| 3.1.6 | Final Processing | 10 |
| 3.1.6.1 | Aircraft Weight and Balance (AWB) | 10 |
| 3.1.6.2 | Operational Tests | 10 |
| 3.1.7 | Functional Flight Check (FCF) | 11 |
| 3.1.8 | USG Acceptance | 11 |
| 3.1.9 | Scheduled Maintenance - Miscellaneous | 11 |
| 3.1.9.1 | Fueling/Defueling | 11 |
| 3.1.9.2 | Other Aircraft Services | 12 |
| 3.1.9.3 | Aircraft Records Management | 12 |
| 3.2 | Unscheduled Maintenance | 12 |
| 3.2.1 | Over and Above (O&A) Tasks | 13 |
| 3.2.2 | Technical Directives (TD) | 13 |
| 3.2.3 | Customer Service Request (CSR) | 13 |
| 3.2.4 | In-Service Repairs (ISR) | 14 |
| 3.2.5 | Unscheduled Maintenance - Miscellaneous | 14 |
| 3.2.5.1 | Ferry Flight | 14 |
| 4. | USG PRIORITIES | 14 |
| 4.1 | Quality | 14 |
| 4.1.1 | Contractor’s Quality Control Program | 14 |
| 4.1.2 | Work Deck Validation Requirement | 15 |
| 4.1.3 | USG Quality Assurance Representative (QAR) | 15 |
| 4.1.3.1 | USG Quality Assurance Plan (QASP) | 15 |
| 4.1.3.2 | Corrective Action Request (CAR) and Corrective Action Plan (CAP) | 15 |
| 4.1.4 | Aircraft Acceptance Inspection Deficiency Report (AIDR) | 16 |
| 4.1.4.1 | Contractor Correction or Re-performance under Warranty | 16 |
| 4.2 | Schedule | 16 |
| 4.2.1 | Turn Around Time (TAT) Expectation | 16 |
| 4.2.2 | Workload Expectation | 17 |
| 4.2.2.1 | Surge Capacity Expectation | 17 |
| 4.2.2.2 | Accelerated Delivery Expectation | 18 |
| 4.2.2.2.1 | Accelerated Delivery during FCF | 18 |
| 4.2.3 | Schedule Delay Impacts | 18 |
| 4.2.3.1 | Contract Delivery Date (CDD) Extensions | 18 |
| 4.3 | Safety | 19 |
| 4.3.1 | Contractor Support of U.S. Government Flight Representative (GFR) Procedures | 19 |
| 4.3.1.1 | Safe for Flight Release Procedures | 19 |
| 4.3.2 | Occupational Safety, Health and Environmental (OSHE) | 19 |
| 5. | SUPPORTING REQUIREMENTS | 20 |
| 5.1 | Program Management | 20 |
| 5.1.1 | Required Meetings | 20 |
| 5.1.1.1 | Program Management Review (PMR) | 20 |
| 5.1.1.2 | Production Status Reviews | 21 |
| 5.1.1.3 | Other Meetings | 21 |
| 5.1.2 | CDRL Deliverables | 22 |
| 5.2 | Workforce Management | 22 |
| 5.2.1 | Workforce Qualifications | 22 |
| 5.2.2 | Contractor Field Team (CFT) | 23 |
| 5.2.2.1 | Travel | 24 |
| 5.2.3 | Support Equipment (SE) Licensing | 24 |
| 5.2.4 | Training | 24 |
| 5.2.4.1 | USG -Provided Training | 24 |
| 5.2.4.2 | Training Records | 25 |
| 5.3 | Logistics Management | 25 |
| 5.3.1 | Supply Management | 25 |
| 5.3.1.1 | Parts and Materials | 26 |
| 5.3.1.1.1 | Procurement of Parts | 26 |
| 5.3.1.1.2 | Repairable Items | 26 |
| 5.3.1.1.3 | Local Manufacture of Parts | 27 |
| 5.3.1.1.4 | Cannibalization of Parts | 27 |
| 5.3.1.2 | Contractor Support Equipment (SE) | 28 |
| 5.3.1.3 | Government Furnished Property (GFP) | 28 |
| 5.3.1.3.1 | Requesting Government Furnished Material (GFM)/Government Furnished Equipment (GFE) | 29 |
| 5.3.1.4 | Contractor Acquired Property | 30 |
| 5.4 | Contractor Engineering Requirements | 30 |
| 5.4.1 | Contractor Education and Qualification | 30 |
| 5.4.2 | Contractor Generated Temporary Engineering Instructions | 30 |
| 5.4.3 | Contractor Engineering Analysis and Decisions | 31 |
| 5.4.4 | Contractor Generated Engineering Drawings | 31 |
| 5.5 | Technical Publications Requirements | 31 |
| 5.5.1 | Proprietary Information Agreement (PIA)/Proprietary Information Exchange Agreements (PIEA) | 32 |
| 5.5.2 | Technical Document/Data Sources | 32 |
| 5.5.2.1 | Incorporation of Received Technical Documents/Data | 32 |
| 5.5.2.2 | Technical Publication Deficiency Reports (TPDRs) | 32 |
| 5.5.2.3 | Commercial Standards/Specifications and Related Documents | 33 |
| 5.5.3 | Currency of Technical Publications | 33 |
| 5.5.4 | Personal Electronic Maintenance Aids (PEMA) | 33 |
| 5.5.4.1 | PEMA Software Updates | 33 |
| 5.5.5 | Audits of Contractor Technical Publication Library (TPL) | 34 |
| 5.5.6 | Document Obsolescence and Contract Completion | 34 |
| 5.6 | Information Security | 34 |
| 5.6.1 | Unclassified Contractor-Owned Network Security - Safeguarding of Unclassified Controlled Technical Information | 34 |
| 5.6.2 | Transmission of Controlled Unclassified Information (CUI) via e-mail | 34 |
| 5.6.3 | Transmission of Controlled Unclassified Information (CUI) via SAFE | 34 |
| 5.6.4 | Cybersecurity Requirements | 35 |
| 5.7 | Facilities | 35 |
| 5.7.1 | USG Access during Performance Period | 35 |
| 5.7.2 | USG Spaces in Contractor Facility | 35 |
| 5.7.1 | A204-9400(1-17) Contractor Unclassified Access to Federally Controlled Facilities, Sensitive Information, Information Technology (IT) Systems or Protected Health Information (Jan 2017) | 36 |
| 6. | ADDITIONAL REQUIREMENTS | 40 |
| 6.1 | Transition Requirements | 40 |
| 6.1.1 | Post-Award Conference | 40 |
| 6.1.2 | Phase-In Transition Plan | 40 |
| 6.1.3 | Phase-In Transition and Unpacking Requirements | 41 |
| 6.1.4 | Phase-Out Transition Plan | 41 |
APPENDIX
| Appendix | Title | Page |
| A | Acronyms | 38 |
vii 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 requirements 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 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/C-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 The U.S. Government (USG) 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 performance objectives are clearly defined, the USG will issue a TO based on a PWS approach. Under a PWS approach, the USG 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 USG will also provide other required TO documentation to the Contractor as appropriate.
SOO approach In the instances where the performance objectives are within the broad scope of this PWS but are not directly required by the NAVAIR KC-130J PMI Specification, the SOO approach will be used. The SOO approach is most likely to be used for urgent, emergent, or Unscheduled 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 USG may include separate service performance requirements. The USG 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 USG’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 USG-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 PMI Depot Specification, and associated MRO requirements for KC-130J T/M/S. Additional requirements outside the scope of the PMI Depot Specification include in-service repairs (ISR)/drop-in repairs (DIR), decontamination after operations in radioactive environments, Customer Service Requests (CSR) (squadron funded requirements), technical directives, and management, maintenance and 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/C-130J aircraft from other USMC components and other Department of Defense Services may also utilize this ID/IQ.
Explanation of USG Responsibilities and Relationships The Fleet Logistics Center Yokosuka (FLCY), FRC WESTPAC, and the Defense Contract Management Agency (DCMA) are the USG entities 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 USG Contract Administration Plan (CAP) to include authority references. Other USG 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)
| NAVAIR KC-130J PMI |
| – |
| Planned Maintenance Interval (PMI) Depot Specification, Navy Model KC-130J Aircraft |
Dated 01 October 2022
(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)
| Depot Level Maintenance (DLM) Specification Interim Change Notice (SICN) Notice Number TBD |
| – |
| TBD |
(Document available to authorized personnel upon request to FRC WESTPAC.)
Other Applicable Publications United States Code
| Title 10, Section 2451 - 2456 |
| – |
| Defense Supply Management |
(Document available at http://uscode.house.gov/search/criteria.shtml) Defense Federal Acquisition Regulations Supplement (DFARS)
| DFARS 252.204-7012 |
| – |
| Safeguarding Covered Defense Information and Cyber Incident Reporting |
| DFARS 252.211-7003 |
| – |
| Item Unique Identification and Valuation |
(Document available at https://www.acq.osd.mil/dpap/dars/dfars/html/current/252204.htm) Defense Contract Management Agency (DCMA)
| DCMA MAN 2303-01 |
| – |
| Surveillance |
Dated 17 May 2020
| DCMA INST 8210.1C Change 1 |
| – |
| Contractor’s Flight and Ground Operations |
dated 5 April 2017
(Documents available at http://www.dcma.mil/Portals/31/Documents/Policy/) Department of Defense (DOD)
| DODI 8500.01 |
| – |
| Cyber Security |
Dated 14 Mar 2014
| DODI 8560.01 |
| – |
| Communications Security (COMSEC) Monitoring |
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
| – |
| Nondestructive Testing, 16 December 1985 |
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
| MIL-STD-865D (USAF) |
| – |
| Selective, Brush Plating, Electro-Deposition |
Dated 01 March 2007
| MIL-STD-882E |
| – |
| DoD Standard Practice for System Safety |
Dated 11 May 2012
(Documents available at http://quicksearch.dla.mil/) Department of the Navy
| OPNAVINST 3750.6S |
| – |
| Naval Aviation Safety Management System |
Dated 13 May 2014
(Document available at https://www.public.navy.mil/NAVSAFECEN/Pages/instructions/instructions.aspx) Commander, Naval Air Forces (CNAF)
| COMNAVAIRFORINST 4790.2D CH-1 |
| – |
| Naval Aviation Maintenance Program (NAMP) |
Dated 15 February 2022
(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)
| NAVAIR 00-25-100/300 |
| – |
| Naval Air Systems Command Technical Publications Library Management Program |
Dated 01 April 2016
| NAVAIR 00-80-T-109 |
| – |
| Aircraft Refueling NATOPS Manual |
Dated 15 January 2018
| NA-01-1A-16-01 |
| – |
| Nondestructive Inspection Methods, Basic Theory |
Dated 15 May 2014
| NA-01-1A-16-02 |
| – |
| Nondestructive Inspection General Procedures and Process Controls |
Dated 1 March 2018
| NAVAIR 01-1A-35 |
| – |
| Aircraft Fuel Cells and Tanks |
Dated 01 September 2012
| NAVAIR 01-1B-50 |
| – |
| Aircraft Weight and Balance |
Dated 01 August 2015
| NAVAIRINST 4200.56 |
| – |
| Critical Item Management, AIR-4.1.9 |
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
| NAVSUP P-700 |
| – |
| Common Naval Packaging (CNP) |
Dated 16 October 2004
(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)
| FRCWP P-4000 |
| – |
| Naval Air Pacific Repair Activity (now FRC WESTPAC) Supply Handbook |
(Document available to authorized personnel upon request to FRC WESTPAC).
Aerospace Industries Association (AIA)
| NAS410 4th Edition |
| – |
| NAS Certification and Qualification of Nondestructive Test Personnel |
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)
| ASQ/ANSI/ISO 9001:2015 |
| – |
| Quality Management Systems - Requirements |
(Documents available at https://asq.org/quality-press/display-item?item=T1040) ASTM International
| ASTM E1742/E1742M |
| – |
| Standard Practice for Radiographic Examination |
(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 USG as a part of this KC-130J IMP PMI contract. These requirements are categorized as “Scheduled Maintenance” and “Unscheduled Maintenance.” Scheduled Maintenance are the tasks delineated in the NAVAIR KC-130J PMI Specification and tasks that occur in areas not normally accessed by organizational level personnel. Unscheduled Maintenance are tasks that are not related to a specific PMI inspection in NAVAIR KC-130J PMI Specification other than those in areas not normally accessed by organizational level personnel.
Scheduled Maintenance - Planned Maintenance Interval (PMI) The Contractor shall perform the PMI Scheduled Maintenance for airframe and component inspection, defect/discrepancy correction, preventative maintenance, and technical directive compliance in accordance with the NAVAIR KC-130J PMI Specification and released DLM SICN(s). 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 USG acceptance.
Induction of the Aircraft Induction occurs when the USG 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 USG 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 USG 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 FRC WESTPAC Integrated Product Team Lead (IPTL). The IPTL will ensure that the classified equipment is removed by qualified USG personnel, then notify DCMA when the aircraft is ready for the Contractor to recommence work.
During the aircraft induction, the Contractor and USG shall complete a joint aircraft inventory check, conduct a screening analysis of the logbook and aircraft records, and verify any recorded defects/discrepancies. The contractor shall perform induction screening of aircraft logbooks per COMNAVAIRFORINST 4790.2D to identify high time components and unincorporated Technical Directives (TDs). The contractor shall notify DCMA and IPTL 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 IPTL upon receipt of unserviceable engines or of engines with major defects/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 USG 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 following reports as required:
· Technical Directives Requirements 10 Day Report (CDRL A001)
· Discrepant Part on Induction Report (CDRL A004)
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. Defects/discrepancies discovered during disassembly shall be recorded and reported to DCMA and IPTL in accordance with paragraph 3.1.4.1 below.
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 defects/discrepancies discovered during this phase shall be recorded in accordance with paragraph 3.1.4.1 below and reported to DCMA and IPTL.
During inspection/evaluation of the aircraft, the Contractor shall identify the required repair parts and materials needed to complete Scheduled or Unscheduled Maintenance. Requests for USG engineering support during inspection/evaluation 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 USG ability to provide timely responses).
The Contractor shall submit the following reports as required:
· Production Plan (CDRL A005)
· Aircraft Condition Evaluation Report (CDRL A009)
· Non-Destructive Inspection (NDI) Report (CDRL A013)
Classification of Defects/Discrepancies Defects/discrepancies can be discovered during any phase of the PMI Scheduled Maintenance by both the USG and Contractor personnel. Upon discovery of a defect/discrepancy, the Contractor shall use the criteria in the NAVAIR KC-130J PMI Specification Section 2-1.4 and sub-paragraphs to classify each defect/discrepancy and establish the defect correction criteria (DCC). The Contractor’s defect/discrepancy classification and correction criteria shall be subject to review by DCMA and IPTL.
The Contractor shall correct any and all defects/discrepancies that affect Safety of Flight or Personnel, regardless of classification. The Contractor shall coordinate with the IPTL to determine the appropriate DCC for these defects/discrepancies.
The USG may elect to have the Contractor correct the operational (O-level) or intermediate (I-level) defect/discrepancies; this will be negotiated by the IPTL and DCMA.
The Contractor shall submit the following report as required:
· Noted But Not Corrected (NBNC) Report (CDRL A010) Maintenance, Repair, and Reassembly of Aircraft The Contractor shall perform maintenance and 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.
0. Correction of Defects/Discrepancies Related to PMI Defects/discrepancies that meet the criteria in NAVAIR KC-130J PMI Specification Section 2-1.4.1.a (DCC #1) and b (DCC #2) shall be included as part of Scheduled Maintenance. The Contractor shall correct all Scheduled Maintenance defects/discrepancies.
Repetitive Maintenance Maintenance tasks that occur multiple (typically at least three) times within the scope of this contract may be considered “repetitive” maintenance. The Contractor shall complete repetitive maintenance as annotated on the task order.
Repetitive maintenance can be either stand-alone non-concurrent with PMI Scheduled Maintenance or concurrent with PMI Scheduled Maintenance. The stand-alone non-current repetitive maintenance tasks are already included as part of the PMI Scheduled Maintenance and shall not be added to a PMI task order. The concurrent repetitive maintenance tasks are flight hour dependent and shall be performed concurrently with PMI Scheduled Maintenance when specifically annotated on the PMI task order. Concurrent repetitive maintenance tasks can also be performed stand-alone non-concurrent.
The repetitive maintenance tasks pre-defined in this contract as defined below:
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 stand-alone non-concurrent Complete Restoration of KC-130J Exterior as a repetitive maintenance task. Stand-alone non-concurrent Complete Restoration of KC-130J Exterior shall be performed in accordance with the relevant manuals and publications.
Scuff, Sand, and Overspray of KC-130J Exterior The Contractor shall accomplish the stand-alone non-concurrent Scuff, Sand, and Overspray of KC-130J Exterior as a repetitive maintenance task. Stand-alone non-concurrent Scuff, Sand, and Overspray of KC-130J Exterior shall be performed in accordance with the relevant manuals and publications.
Aircraft Weight and Balance (AWB) The Contractor shall accomplish the stand-alone non-concurrent Aircraft Weight and Balance as a repetitive maintenance task. The stand-alone non-concurrent AWB shall be performed as described in paragraph 3.1.6.1 below.
Corrosion Control The Contractor shall accomplish the stand-alone non-concurrent corrosion control as a repetitive maintenance task. The stand-alone non-concurrent 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, IPTL, 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 a repetitive maintenance task concurrent with PMI Scheduled Maintenance or stand-alone non-concurrent. The FHD NDI shall be performed per the NAVAIR KC-130J PMI Specification, applicable documents and drawings. The task order will list which FHD NDI(s) are required on the inducted aircraft.
Other Repetitive Maintenance The USG may negotiate additional fixed prices for these frequently occurring maintenance tasks as they are identified. These changes will be negotiated with the Contractor prior to allocating costs on the contract.
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 the following as the aircraft sell package as required:
· Scheduled Removal Cards (CDRL A007)
· Noted but Not Corrected (NBNC) Report (CDRL A010)
· Maintenance History Summary (MHS) Report (CDRL A012)
· Corrosion Inspection (CI) Report (CDRL A014)
Aircraft Weight and Balance (AWB) The Contractor shall perform Aircraft Weight and Balance (AWB) in accordance with the COMNAVAIRFORINST 4790.2D_series and NAVAIR 01-1B-50_series instructions. The Contractor shall perform aircraft weighing using only approved platform scales. The Contractor shall verify platform scales used for AWB are certified and calibrated at time of use. The Contractor shall provide Chart A, Form B, Chart C, and Form F if a static version of Automated Weight and Balance System (AWBS) is made available by the USG. 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 USG aircraft, the Contractor shall notify the Government Ground Representative (GGR) in writing and provide copies of training and certification documents.
The Contractor shall submit the following reports as required:
· Weight and Balance Report (CDRL A011)
Operational Tests 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. The Contractor shall also update logs and records, inventory equipment, sample hydraulic system, calibrate compass and service aircraft. Any inspections required for flight shall be completed based on the timeline needed by the USG Functional Check Flight (FCF) crew. This includes post-maintenance operational tests, daily and/or turnaround inspection requirements, pre-start checks, engine start and run-up. Pre-flight and taxi are limited to only those actions needed to complete the operational tests listed in the NAVAIR KC-130J PMI Specification.
Functional Flight Check (FCF) KC-130J FCFs shall be performed at the Contractor’s facility at the completion of PMI Scheduled Maintenance and prior to USG acceptance of the aircraft. The USG 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 defects/discrepancies discovered during FCF (the first 100 hours of repairs during FCF are chargeable to the Scheduled Maintenance; 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 weekends, and holidays, regardless of responsible party, shall be supported by the Contractor when requested by DCMA or IPTL.
USG Acceptance Upon successful completion of PMI Scheduled Maintenance and FCF, the Contractor shall submit the DD250, Material Inspection and Receiving Report, or electronic equivalent, to DCMA with the completed inspection cards for review and acceptance. USG personnel will reinstall classified, confidential and sensitive equipment.
Scheduled Maintenance - 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 USG approved 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 USG under the same task order. Fuel provided in excess of the credited value of the fuel removed shall be allocated to Full Supply Support.
The Contractor shall have discretion to either store removed fuel, or to dispose of removed fuel and replace with new fuel at a later date. The Contractor shall not bill the USG 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 USG meets the required quality standards. The Contractor shall not hold the USG 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 USG will not provide fueling/defueling vehicles nor oil vehicles under this contract.
Other Aircraft Services The Contractor shall provide support for the USG 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 4790.2D. The Contractor shall provide to the IPTL 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.
Unscheduled Maintenance The Contractor shall perform modifications and repairs in support of Unscheduled Maintenance. Unscheduled Maintenance requirements are those tasks that are not directly related to a specific Scheduled Maintenance requirement per NAVAIR KC-130J PMI Specification Section 1-1.1.d. When the USG requests the Contractor perform Unscheduled Maintenance, the Contractor may negotiate a Contract Delivery Date (CDD) beyond the threshold Turn Around Time (TAT) in accordance with paragraph 4.2.3.1 below.
Requests for Unscheduled Maintenance can come from a variety of sources to include any US military service component or ally who fly a C-130J T/M/S aircraft. These aircraft include all C-130J aircraft in the USG inventory, crash and battle damaged aircraft, and Foreign Military Sales (FMS) aircraft. 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
Unscheduled Maintenance is further divided into four (4) subcategories:
e. Over and Above (O&A)
f. Technical Directives (TDs) and Modifications
g. Customer Service Requests (CSR)
h. In-Service Repairs (ISR) Over and Above (O&A) Tasks Over & Above tasks may or may not be related to PMI requirements. Defects/discrepancies that are not in the scope of the PMI Specification shall be adjudicated on a case-by-case basis to determine if they can be included as an O&A task. The Contractor shall require approval from DCMA prior to proceeding with the repair of any O&A task.
The Contractor shall initiate an O&A repair process with DCMA with emphasis on rapidly processing the modification in order to start work as soon as possible. O&A repairs requiring greater than 200 man-hours to complete shall be reviewed by the IPTL before sending the O&A request to DCMA. DCMA will review and negotiate these requests on a case-by-case basis prior to authorizing the Contractor to commence work.
Technical Directives (TD) It is common to incorporate approved TDs (aircraft modifications and bulletins) concurrent with PMI Scheduled Maintenance. The Contractor shall incorporate authorized TDs as negotiated in the task order. Place of performance may be at either the Contractor’s facility or at other locations as identified in the task order.
The USG will normally provide TD kits, special materials, and special support equipment listed in the TD. In the event that the USG cannot provide such items, DCMA may negotiate with the Contractor to procure or manufacture the items.
The Contractor shall submit the following reports as required:
· TDC Kit Receipt and Report of Kit Discrepancy (CDRL A003)
· Technical Directives Report (CDRL A002) 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 may 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
e. Defects/discrepancies that meet the criteria in NAVAIR KC-130J PMI Specification Section 2-1.4.1.d (DCC #4), e (DCC #5), f (DCC #6).
f. Incorporate Organizational-Level Technical Directives (TD)
The Contractor shall support CSRs as negotiated with DCMA and IPTL. 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 FRC WESTPAC, the Contractor shall respond by forwarding the request to DCMA and IPTL 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 are depot level repairs. ISRs may 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
f. Defects/discrepancies that meet the criteria in NAVAIR KC-130J PMI Specification Section 2-1.4.1.c (DCC #3)
The Contractor shall perform ISRs as negotiated with DCMA and IPTL. 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 FRC WESTPAC, the Contractor shall respond by forwarding the request to DCMA and IPTL 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 Contractor Field Team (CFT) support requirement at paragraph 5.2.2.
Unscheduled Maintenance - Miscellaneous Ferry Flight The Contractor may, but is not obligated to, provide Ferry Flight services upon agreement with the USG aircraft custodian as negotiated with the IPTL and DCMA. The process to order and perform a Ferry Flight will be established after MAC award.
USG PRIORITIES
Quality, schedule, and safety are the USG 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 USG 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 The contractor shall develop and maintain current work decks for all PMI events for the KC-130J. Prior to the first PMI induction, the Contractor shall provide the work decks for USG review and acceptance by DCMA. DCMA may request subsequent reviews of work decks as needed for quality assurance. Upon request from DCMA, the Contractor shall provide the work decks for USG review and acceptance.
Ten (10) days prior to the scheduled start of FCF, the Contractor shall provide work decks to the USG QAR for validation that all items were correctly stamped and certified as work complete.
USG Quality Assurance Representative (QAR) The USG will assign a QAR who will be responsible for implementing DCMA MAN 2303-01 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 USG pertinent to DCMA INST 8210.1C Change 1.
USG Quality Assurance Plan (QASP) The USG 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 USG QAR. A Surveillance Matrix is part of the Contract QASP and identifies performance objectives, performance standards, and surveillance methods that the USG will apply in its surveillance. The contents of the QASP and Surveillance Matrix are subject to revision at any time deemed appropriate by the USG. The USG 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 USG under any other provision of the contract.
Corrective Action Request (CAR) and Corrective Action Plan (CAP) A contractor performance deficiency is documented by the DCMA using a Corrective Action Request (CAR). DCMA will use DCMA MAN 2303-01, SECTION 8: IDENTIFY AND ADDRESS CONTRACTOR PERFORMANCE DEFICIENCIES to issue CARs and actions required by contractors, including CAR Levels and CAPs.
The Contractor shall adhere to the timeline and actions specified in any issued CAR. If the Contractor fails to take necessary action to ensure future performance of the contract requirements, the USG may negotiate adequate consideration or enact other remedies as allowed by the contract and USG regulations.
Aircraft Acceptance Inspection Deficiency Report (AIDR) COMNAVAIRFORINST 4790.2D states the reporting custodian of the aircraft will submit the initial AIDR within five (5) calendar days after completion of the USG acceptance of FCF, then submit a supplemental AIDR 30 calendar days after USG 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 Defects/discrepancies identified in the AIDR and verified by the COR to be Contractor responsibility will require re-performance under warranty. FLCY will issue legal notice of requirement for re-performance under warranty. The Contractor shall correct, at no additional cost to the USG, all items in the legal notice. 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 USG determines that it is unsafe or uneconomical to return the aircraft to the Contractor’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. Contract clause 52.246-20 Warranty of Services shall apply.
Schedule Turn Around Time (TAT) Expectation Turn Around Time (TAT) is one of the USG 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 is the performance 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 Maintenance within the threshold TAT:
Threshold TAT:
| Aircraft |
| Event |
| PMI Days |
| FCF Days |
| Threshold TAT |
| KC-130J |
| PMI |
| 150 Calendar Days |
| 10 Calendar Days |
| 160 Calendar Days |
Objective TAT:
| Aircraft |
| Event |
| PMI Days |
| FCF Days |
| Objective TAT |
| KC-130J |
| PMI |
| 125 Calendar Days |
| 10 Calendar Days |
| 135 Calendar Days |
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), or any part thereof. 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 induction date established on the task order. Both the Contract TAT and the Actual TAT shall document the end of TAT. Contract TAT and Actual TAT are defined below.
The additional nomenclature to discuss TAT are as follows:
· “Contract TAT” shall be used to articulate the number of calendar days from the induction date to the Contract Delivery Date (CDD) as established in the task order.
· “Actual TAT” shall be used to articulate the number of calendar days from the induction date as established on the task order to the “Date Shipped” identified on the DD Form 250, Material Inspection and Receiving Report, or electronic equivalent, which has been received and signed by a USG representative. Actual TAT can be estimated during the PMI and can be used to inform any schedule delays.
Workload Expectation The Contractor shall be capable of supporting a nominal workload of two (2) KC-130J PMI aircraft simultaneously in flow. The USG will provide the KC-130J induction plan on regular intervals to facilitate workload planning. The Contractor shall ensure an aircraft inducted for standalone Unscheduled Maintenance (e.g., CSR or ISR requirements) will not affect the CDD of an aircraft inducted for Scheduled Maintenance.
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 in addition to the nominal workload. If the USG 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 are more than two (nominal) aircraft in flow. Within 30 days of being informed by DCMA or IPTL of the expectation for surge aircraft to be inducted, the Contractor shall provide a written plan indicating the expected time to meet the established TAT for the surge aircraft. When a surge aircraft is inducted for Scheduled Maintenance, the Contractor may negotiate a CDD beyond the PMI threshold TAT for the surge aircraft in accordance with paragraph 4.2.3.1. The CDD for all nominal aircraft shall remain unchanged. A surge aircraft inducted for Unscheduled Maintenance is not subject to the additional CDD allowance.
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 of another aircraft already in flow, the Contractor shall report such risk to DCMA and IPTL 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 negotiate a CDD beyond the threshold TAT for the other aircraft impacted by the accelerated delivery requirement in accordance with paragraph 4.2.3.1.
The Contractor…
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