SEATS RFP 1251 Scope of Work and Special Terms Amend 1.docx

ATTACHMENT A – BACKGROUND AND GENERAL INFORMATION

RFP # 1251 Single Engine Airtanker (SEATS)

PURPOSE AND BACKGROUND

The intent of this Contract is to obtain exclusive use flight services of Two (2) Single Engine Airtanker (SEAT) aircraft (Type 3) that are Interagency carded and approved, fully operated by qualified and proficient personnel, and meeting the requirements of this Contract, during the periods shown in EXHIBIT 15 – PRICING SCHEDULE. Contractor services include provision of aircraft, personnel, and all other associated equipment as prescribed in this contract.

a. The Minimum Guarantee under the contract is 80 days of Daily Availability for the base year of the contract and any potential option years. Refer to EXHIBIT 15 – PRICING SCHEDULE for specifics including the Mandatory Availability Period.

The Contractor shall develop, maintain, and utilize a Safety Management System (SMS) necessary to assure safety of ground and flight operations. The development and maintenance of these programs are a material part of the performance of the Contract (See EXHIBIT 7 – SAFETY MANAGEMENT SYSTEM (SMS), FLIGHT TIME, ACCIDENT HISTORY, AND FAA VIOLATION QUESTIONNAIRE). If, in the sole judgment of the COR, it is determined the safety programs do not adequately promote the safety of operations, the State may terminate the Contract for cause (see Draft Contract Section 29). Examples of such programs include but are not limited to: 1) Personnel Activities, 2) Maintenance, 3) Safety and 4) Compliance with Regulations.

Aircraft services offered under this contract will be used in the administration and protection of State, Private and Public Lands for the primary purpose of fire suppression activities.

Interagency Airworthiness/Carding and Inspections – Pilots and Aircraft offered under the contract must, prior to the Reporting Date, obtain all Interagency Carding and Airworthiness approval documentation, and the Contractor must maintain current Interagency Carding and Airworthiness approval throughout the duration of this Contract.

During the Mandatory Availability Period (MAP) the SEAT(s) shall be made available for the exclusive use of the State primarily for fire suppression efforts.

The State has Interagency and cooperative agreements with, including but not limited to Federal Agencies, other State of Idaho Agencies, and other States/Provinces/Territories. SEAT(s) may be dispatched under this Contract for such use, including to Alaska. Because deployment to Alaska from the Lower 48 usually requires transit through Canada, all contractor personnel are required to possess current passports. Alaska specific equipment and/or operational requirements are referenced in Exhibit 1 - Alaska Supplement.

The COR may by mutual agreement, release the Contractor from the Contract for short periods of time to perform outside work for other Federal, State, or local agencies or private parties. During the period of such release, the State shall not be responsible for any payment or liability.

SCHEDULE OF ITEMS

1. Designated Base(s):

GENERAL AREA

(CITY, ETC)

(CONTROLLED AIRPORT, REMOTE, ETC)

SSV REQUIRED (Y/N)

Performance Period:

Note: This contract will not exceed a total of five (5) years including base and option years.

Aircraft/Support Vehicle Required:

Note: One SSV per two aircraft working out of the same location is permitted. A separate SSV will be required if aircraft are operating from a separate location, i.e. one (1) aircraft at KGIC, and one (1) aircraft deployed to another airport or remote/alternate location.

Crew Compliment Required:

The following crew must be able to service this contract and provide 7-day coverage according to Attachment C, General Operations and Administrative Terms:

Note: Primary and Relief pilots may be Level I or II. See additional terms/requirements specified in Attachment B.

AIRCRAFT PERFORMANCE SPECIFICATIONS (MINIMUM)

· Must have a Standard or Restricted Airworthiness Certificate.

· Aircraft certified under 14 CFR 23 or 25.

· An aircraft make and model for which engineering and logistical support, for continued airworthiness, is provided from the current type certificate holder or supplemental type certificate holder.

· Minimum 1220 Shaft Horsepower (SHP)

· Certified for Visual Flight Rules (VFR), Day

· A minimum tank capacity of 800 US gallons.

· Aircraft capable of dispensing water and fire retardant.

· Minimum payload of 6,900 pounds 2.5 hrs fuel, and 200 lb. pilot at 5,000 PA

· Capable of takeoff as configured above 7,000 ft pressure altitude, 30º Celsius, and a 5,000’ gravel runway.

· Cruise airspeed of at least 140 kts true airspeed at 7,000 ft. PA and 30º Celsius, empty tank

· Aircraft must have the IAB approved gate installed on the aircraft at the time of Interagency Approval and Carding inspection.

Notes:

· The following are IAB approved single engine airtanker gates:

· Air Tractor Fire Gate Gen 1, Gen 2, Gen 3

· Hydromax Gate

· Hatfield Gate

· All exhibits applicable to this contract are included in Attachment D.

ADDITIONAL PAY ITEMS

The following additional pay items will only be paid when authorized by the COR.

ACCEPTABLE WORK SCHEDULES

☒ 12/2 ☒ 12/12 ☒ 10/2 ☒ Other (“Other” schedules are subject to approval by the Contracting Officer Representative)

1. STANDBY HOURS PER DAY

9 Hours Standby per day

2. REMAIN OVERNIGHT ALLOWANCE

The State utilizes a flat RON rate for compensation for approved crew compliments operating away from the Designated Base. See Attachment A Section 4 for fixed RON rate. Additional terms in Attachment C.

PUBLIC AIRCRAFT OPERATIONS APPLICABLE TO ALL

After contract award, the Contractor should declare potential Public Use by completing EXHIBIT 11 – PUBLIC AIRCRAFT OPERATIONS.

Refer to FAA AC 001-01.1B: https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_00-1.1B.pdf

ATTACHMENT B – SCOPE OF WORK

RFP # 1251 Single Engine Airtanker (SEATS) Amended 4/6/2026

GENERAL REQUIREMENTS

1. CERTIFICATIONS

1. General Terms: The Contractor must obtain and keep current all of the following required certificates and must ensure that contract aircraft are operated and maintained in compliance with those certificates at all times.

Contractors shall be currently certificated to meet 14 Code of Federal Regulations (CFR) Part 137, “Agricultural Aircraft Operations”, or Canadian equivalent, and shall maintain certification for the full life of the contract.

i. Type 3 Air Tanker contract aircraft must be certificated under 14 CFR 23 or 25. Aircraft must have parts manufacturing and engineering support for continued airworthiness from the current type certificate holder or supplemental type certificate holder. Aircraft must also be certificated in the restricted category under 14 CFR Part 21.25 and 21.185 to include the special purpose of forest and wildlife conservation (fire suppression) work or certificated in a standard airworthiness category under 14 CFR Part 21.187 (Multiple Airworthiness Certification), or Canadian equivalent. Surplus or previously type-certificated armed forces aircraft will not be used. The installation of any special equipment called for by this contract must be Federal Aviation Administration (FAA) approved, or Canadian equivalent.

ii. The State requires single engine airtanker with a capacity of 800 gallons for use as TYPE 3 SEATS. Aircraft must operate at a weight and maximum load consistent with the aircraft type certificate or approved increased load (supplemental type certificate (STC)).

Aircraft offered as Type 3 SEATs must meet Interagency Airtanker Board (IAB) requirements for a Type 3 SEAT. Gates and flow control system must be IAB approved.

For the purposes of the U.S. Department of Transportation’s Federal Aviation Administration (FAA) United States-Mexico-Canada Agreement (USMCA), this contract is considered to be a specialty air services contract. Canadian operators must be in compliance with USMCA and Specialty Air Service (SAS) Operations Advisory Circular AC No. 00-60B (dated 02/14). A copy of the Contractor’s current FAA Form 7711-2 authorizing the SAS Operations, Forest Fire Management and/or Firefighting, contained on the Civil Aviation Authorities (CAA), with USMCA authorization is required.

d. Operations Manual Requirements: The Contractor is required to have and use a written operations/maintenance manual readily available for each contracted aircraft. As a minimum, the manual must include the following procedures:

1. Standard method for calculating current aircraft weight and balance and performance based on actual loads and environmental conditions. Procedures for identifying limitations and remaining within limitations. Procedures for retaining load calculation data. Load calculations must be retained for 30 days.

1. FAA approved inspection program, to include completion of 14 CFR 91 required airworthiness inspections, and approval for return-to-service in accordance with 14 CFR 43.5.

1. Reporting and recording of mechanical irregularities that occur before, during, and after completion of a flight to ensure a record of all discrepancies, corrective actions and deferred discrepancies will be readily available throughout the contract period.

1. Obtaining repair, preventive maintenance, and servicing of the aircraft during operations away from the contractors’ normal operating base. This includes procedures for ensuring mechanics performing maintenance or service on contract aircraft are appropriately certificated and trained for the tasks performed and have available the technical manuals, tools, and equipment necessary to perform the tasks in accordance with the manufacturer’s instructions and FAA standards.

1. Determining that mechanical irregularities or defects reported during previous flights have been adequately corrected/repaired (or deferred if appropriate) before the next flight.

1. Fueling the aircraft, including the detection of fuel contamination, and protecting from fire (including electrostatic protection) including detailed procedures for any rapid refueling program.

1. Complying with flight manual “emergency procedures” and reporting abnormal conditions or potentially unsafe conditions.

1. One copy of the manual must be maintained at the operator's principal operations base. Additional copies (current electronic copies are acceptable) must be readily available to pilots and support personnel while on contract away from the base.

1. One complete copy of the Contractor’s operations manual is required to be submitted within ten days of contract award and will be incorporated as reference. The Contractor is required to provide any written updates that are made to their operations manual to the Contracting Officer Representative (COR) during the life of the contract.

1. Continuity of operations. Procedures for when personnel, aircraft or equipment become unavailable.

e. Training Program: The Contractor is required to establish and implement a training program for pilots and support personnel that satisfies the requirements of this contract and ensures that each pilot and support person is adequately trained to perform their assigned duties.

1. This training program must have written initial and recurrent training curriculums. See Exhibit 4 – Training Program Requirements for Airtankers and Scoopers for the minimum requirements a training program must have.

1. The Contractor’s Training Program submitted with their proposal will be included in the contract file. The Contractor is required to provide any updates that are made to their training program to the COR within five days of any change.

CONDITION OF EQUIPMENT

1. The Contractor-furnished aircraft and all other equipment must be operable, free of damage, and in good repair. Aircraft must be airworthy, and systems and components must be free of leaks, except where specified by the manufacturer. No fuel leaks are allowed.

1. All windows and windshields must be maintained at all times and must be clean and free of scratches, cracks, crazing, distortion, or repairs which hinder visibility.

1. The aircraft interior must be clean and neat with no unrepaired tears, rips, or other damage. The exterior finish, including the paint, must be clean, neat, and in good condition. Any corrosion must be within manufacturer or FAA acceptable limits.

1. See Exhibit 5 – Unacceptable Lap Belt and Shoulder Harness Conditions for examples of the lap belt and shoulder harness conditions that are not acceptable.

i. The aircraft must be free of chemical odor and residue. Hopper tanks and the entire aircraft must be rinsed with a neutralizer.

AIRCRAFT EQUIPMENT REQUIREMENTS

1. Instruments and equipment required by certification and in accordance with 14 CFR 91.205 (VFR day and night). The following additional instruments must be installed, operable, and airworthy:

1. Gyroscopic rate-of-turn, slip/skid indicator (turn and bank or turn coordinator), or gyroscopic artificial horizon.

1. Directional gyro (DG) or a vertical card compass designed and manufactured in accordance with a technical standard order (TSO) authorization.

1. Free air temperature indicator.

1. Rate-of-climb indicator.

k. Landing Lights.

l. White wing-tip strobe lights.

m. High visibility, pulsating, forward-facing conspicuity lighting.

n. For loading, 3-inch male Kamlock couplers (Mil C 27487 or equal) accessible from both sides of the aircraft (i.e., load from either side).

1. One 1½-inch female National Hose Thread and one 2½-inch female National Hose Thread adapters to 2-inch and 3-inch male and female Kamlock couplers must be carried on board the aircraft or on the fuel service vehicle.

o. The pilot-in command (PIC) must ensure that the following equipment is current, operable, and accessible at the pilot station in the cockpit:

1. Current approved Airplane Flight Manual (AFM), including performance charts, as appropriate.

Quick reference cockpit checklist (in addition to the checklist found in the AFM) containing the following procedures:

a. Normal:

i. Preflight

ii. Before starting engine(s)

iii. Before takeoff

iv. Cruise

v. Before drop

vi. After drop

vii. Before landing

viii. After landing

ix. Shutdown

b. Emergencies:

· Fuel

· Electrical

· Hydraulic

· Mechanical Each aircraft must carry a chart that will assist the pilot in determining the appropriate retardant/suppressant load capability for the environmental conditions present within authorized maximum weight limits for that specific aircraft. The chart will not supersede any FAA approved or recognized manuals or charts. The chart must be in the aircraft and accessible to the pilot during loading operations. (Also see Attachment C, Pilot Authority and Responsibilities) Current paper or electronic aeronautical charts covering areas of expected operation.

p. Aircraft tank and apparatus for fire suppressant materials as required below:

1. Offered Type 3 SEATs must be IAB approved or interim approved as single engine airtanker as stated in Attachment A. The complete IAB document can be found at: https://www.nwcg.gov/committees/interagency-airtanker-board

1. All systems must have an emergency dump feature that enables the pilot to drop the load in less than 6 seconds by using the normal “dump handle” (the lever normally used for operating the gate during the application of dry material such as seed or fertilizer) in a single, one-step operation. An operational check of this feature must be accomplished and documented every 12 months and documented within 30 days of the annual Interagency inspection AND every 30 days while performing on this contract including any extensions. Documentation of operational checks performed while on contract must be retained and made available to the State upon request.

1) The emergency dump feature must isolate the pneumatic or hydraulic pressure emergency systems so that function or failure of the normal system’s pressure does not affect the emergency system’s pressure.

2) Emergency systems dependent on normal operating systems for initial charge must have a pressure gauge or indicator that is readily visible to the crew.

3) Emergency systems dependent on pre-charged bottles must have a positive means of checking the air/gas pre-charge system pressure in addition to the gate system hydraulic pressure prior to the first flight of the day. If the positive means of checking is an operational check, rather than a real-time pressure gauge, the procedures for that operational check must be incorporated into the pilot's preflight checklist and the company's training program.

4) The primary emergency dump control must be positioned within easy reach of a pilot strapped in his or her seat. Electrically operated controls must be wired directly from a source of power isolated from the normal aircraft electrical bus and protected by a fuse or circuit breaker.

A Kamlock coupler which allows the aircraft tank contents to be offloaded through it.

The tanks and all operating mechanisms must be original aircraft equipment manufacturers (OEM), as listed on the type certificate or other approved data or installed in accordance with FAA STC or FAA field approval. All dispensing equipment must be maintained in accordance with 14 CFR Part 43.

Prior to Interagency Carding Inspections, and at least annually thereafter, the Contractor must inspect all tanks and dumping systems, including all associated tubing and electrical systems. As a part of these inspections, the Contractor must fill the tanks to their capacity with water to test for leaks.

1. The tanks must be maintained in a leak-free condition throughout the period of performance.

q. Aircraft marking. The aircraft must have a high visibility paint scheme. See the High Visibility White and Red Paint Scheme for SEAT Aircraft Exhibit 3 for suitable colors and contrasting markings.

1. An assigned tanker number must be displayed on both sides of the vertical stabilizer and/or rudder. The numbers must be as large as possible but at least 12 inches high with the format and spacing the same as aircraft “N” numbers (refer to 14 CFR Part 45.29).

r. A survival kit containing at least the items specified in the Survival Kits Exhibit must be carried aboard the aircraft on all flights and must be included in weight and balance calculations. Refer to the Exhibit 1 – Alaska Supplement for Alaska specific requirements. It is the contractors’ responsibility to ensure correct survival kit is in the aircraft.

s. A first aid kit containing items specified in Exhibit 6 – First Aid and Survival Kits must be carried aboard the aircraft on all flights.

t. Fire extinguisher(s), One handheld bottle, minimum 2-B-C rating must be mounted and accessible to the flight crew while seated. The fire extinguisher(s) must be maintained in accordance with National Fire Protection Association (NFPA) 10, Standards for Portable Fire Extinguishers or the Contractor’s operations manual.

AVIONICS REQUIREMENTS

1. General

1. The Contractor must provide, install, and maintain the following systems in accordance with the manufacturer's specifications and the installation and maintenance standards of Attachment B Section 4. Detailed avionics systems performance requirements are listed in Avionics Operational Test Standards (FS/OAS_A24F.pdf). The most recent list may be found online at: https://www.nifc.gov/resources/NIICD/niicd-documents.

v. Avionics Installation and Maintenance Standards

1. Strict adherence to the recommendations in the following FAA Advisory Circulars is required: AC 43.13-1B Chapter 11, "Aircraft Electrical Systems," and Chapter 12, "Aircraft Avionics Systems”; AC 43.13-2B Chapter 1, "Structural Data," Chapter 2, "Communication, Navigation, and Emergency Locator Transmitter System Installations," and Chapter 3, "Antenna Installation."

1. All avionics systems requiring an antenna must be installed with a properly matched, aircraft-certified antenna, unless otherwise specified. Antennas must be polarized as required by the avionics system and must have a voltage standing wave ratio (VSWR) of 3.0 to 1 or better.

1. Although the contract aircraft may not be certified for flight under instrument flight rules (IFR), the aircraft's static pressure system, altimeter instrument system, and automatic pressure altitude reporting system must be maintained in accordance with the IFR requirements of 14 CFR Part 91.411 and inspected and tested every 24 calendar months, as specified by 14 CFR Part 43, appendices E and F.

1. Transmitters shall not open squelch on, or interfere with, other AM or FM transceivers in the aircraft which are monitoring different frequencies. So-called “Transmit Interlock” functions shall not be used with communication transceivers.

1. All installed transceivers must be placarded with designations matching the transmitter/receiver controls on the installed audio control system(s).

w. Communications Systems

1. One automatic-fixed Emergency Locator Transmitter (ELT), certified under TSO-C126 (or newer) which must be installed in a conspicuous or marked location, and meet the same requirements as those detailed for aircraft in 14 CFR 91.207 (excluding section f). If not powered by its own, integral battery, the ELT remote switch/light must be powered by unswitched aircraft power. ELT antennas must be mounted externally to the aircraft unless installed in a location approved by the aircraft manufacturer. TSO-C126 and newer ELTs require documentation of current registration with the National Oceanic and Atmospheric Administration (NOAA), or the national civil aviation authority with which the aircraft is registered.

1. Two panel-mounted VHF-AM (VHF-1, VHF-2) aeronautical transceivers, each with a minimum of 760 channels covering 118.000 to 136.975 MHz. The transceivers must have channels selectable in no greater than 25 kHz increments and a minimum of 5 watts carrier output power. The transceivers’ operational controls must be mounted so they are readily visible and accessible to the pilot, and the aircraft’s radio call sign (normally the aircraft registration number) must be displayed on the instrument panel, in view of the flight crew.

1. Two P25-compliant VHF-FM transceivers. Each transceiver (FM-1, FM-2) must provide selection of narrowband analog (12.5 kHz) or narrowband digital (12.5kHz) operation on each of a minimum of 100 channels. Each transceivers’ operational controls must be located and arranged so that the pilot, when seated, has full and unrestricted movement of each control without interference from clothing, the cockpit structure, or the flight controls.

1. The transceiver’s operational frequency range must include the band of 136.0000 MHz to 173.9975 MHz. The operator(s) must be able to program any usable channels within that band, along with any required Continuous Tone Coded Squelch System (CTCSS) tones, National Access Codes (NAC’s), or Talk Group ID’s (TGID’s), while in flight. The transceiver must also incorporate a separate, programmable GUARD receiver, with accompanying GUARD transmit capability. Unless instructed by the State for use on a specific project, all frequencies programmed for use under this Contract must be in the narrowband analog mode.

1. Carrier output power for each VHF-FM transceiver must be 10 watts nominal value (original design specification). Each transceiver must be capable of displaying receiver and transmitter operating frequency, alphanumeric channel labels, and must provide both receiver and transmitter activation indicators for MAIN and GUARD. Simultaneous monitoring of both MAIN and GUARD receivers is required. Scanning of the GUARD frequency is not acceptable.

1. Prior to operations under this Contract, the transceiver must be programmed with the narrowband analog GUARD receive and transmit frequencies of 168.625 MHz, with a 110.9 Hz CTCSS tone on transmit only.

1. The following VHF-FM aeronautical transceivers are known to meet the above requirements:

· Technisonics: TDFM-136, TDFM-136A, TDFM-136/NV, TDFM-136A/NV, TDFM-136B, TDFM- 136B/NV.

· Cobham: (formerly NAT) NPX-136D-070, Anodyne Electronics Manufacturing MTP136D Automated Flight Following (AFF) Program

1. One satellite-based aircraft tracking hardware for each aircraft offered, compatible with the federal government’s AFF Program (https://www.aff.gov). Not all available satellite-based tracking systems are compatible with the federal government’s AFF Program, nor meets AFF’s requirements. The contractor must ensure that the aircraft hardware offered is compatible with current compatibility requirements at AFF.gov.

1. The AFF aircraft hardware must be powered by the aircraft’s electrical system, installed per the manufacturer’s installation manual, and operational in all phases of flight. AFF aircraft hardware must utilize as a minimum: Satellite communications, an externally or internally mounted antenna, provide data to the Government’s AFF viewing software, use aircraft power via a dedicated circuit breaker for power protection, and be mounted so as to not endanger any occupant from AFF aircraft hardware during periods of turbulence. Antennas should be placed where they have the best view of the overhead sky as possible. Externally mounted antennas are recommended to improve system performance. Any visual indicators for remotely installed units must be mounted so that they can be easily viewed by the pilot.

1. AFF communications must always be fully operational in all areas of operation, including Canada (if applicable). Contractors working in or accepting dispatches to the State of Alaska, Southern Canada, or Western Canada must have an AFF system capable of being always tracked in these locations. Not all manufacturers’ AFF equipment communication links will operate effectively in all geographic areas.

1. The contractor must maintain a subscription service through the AFF aircraft hardware provider allowing AFF position reporting for satellite tracking via the Government AFF viewing software. The position-reporting interval must be every two minutes while the aircraft is in flight. The contractor must register their AFF aircraft hardware with the Government through https://www.aff.gov providing complete tail number; manufacturer and serial number of the AFF transceiver; aircraft make and model; and contractor contact information. If the contractor relocates previously registered AFF aircraft hardware into another aircraft, then the contractor must contact the government’s AFF Program making the appropriate changes prior to aircraft use. In all cases, the contractor must ensure that the correct aircraft information is indicated within AFF. The contractor must notify the State of system changes, scheduled maintenance, and planned service outages.

1. Prior to the aircraft’s annual Interagency Carding inspection, the contractor must ensure compliance with all AFF systems’ requirements. The contractor must additionally perform an operational check of the system. As a minimum, the operational check must consist of confirming the aircraft being tested is displayed in AFF.gov (indicating it is currently transmitting data to AFF.gov) and that all information displayed in AFF.gov is current. A username and password are required to access AFF.gov. It is the Contractor’s responsibility to log on to the AFF website at https://www.aff.gov to request a username and password.

1. If AFF becomes inoperable/unreliable the aircraft may, at the discretion of the COR or COR’s authorized representative, remain available for service utilizing radio/voice system for flight following. The contractor will return the AFF system to full operational capability within 72 hours after the inoperative/unreliable unit is first discovered as defective.

1. AFF Systems must comply with supplemental requirements contained in Specification Section Supplement document available at: https://www.aff.gov/support/Specification_Section_Supplement.pdf.

x. Navigational Systems

1. One permanently installed, panel-mounted global positioning system (GPS-1) utilizing an approved, fixed external aircraft antenna and powered by the aircraft electrical system or an aviation portable GPS unit (Garmin GPSMap 296/396/496 or equivalent) provided the portable unit is securely mounted, presents information from an overhead orientation (not a drive-along-the-road type), and is powered by the aircraft electrical system. The GPS (permanently installed or portable) must utilize the WGS-84 datum and reference latitude and longitude coordinates in the degrees/minutes/decimal minutes (DM) mode for aircraft positioning. The GPS navigation database must be updated annually covering the geographic areas where the aircraft will operate.

y. Audio Systems

1. One audio control system must be provided which provides controls for selection and operation of all installed transceivers via a single set of jacks through which the helmet-mounted, noise-cancelling microphone and earphones are connected.

1. Transmitter selection and operation. Transmitter selection controls must be provided for the microphone/PTT inputs. The system must be configured so the pilot may simultaneously select and utilize a different transmitter via their respective microphone/PTT and single set of jacks through which the helmet-mounted, noise-cancelling microphone and earphones are connected. Whenever a transmitter is selected, the companion receiver audio must automatically be selected. Transmitter sidetone audio must be provided for the user as well as for cross-monitoring via the corresponding receiver selection switch on the audio control system.

1. Receiver selection and operation. Receiver controls must be provided for the pilot to select audio from one or any combination of available receivers. The receiver audio output must be free of excessive distortion, hum, noise, and crosstalk, and must be amplified sufficiently to facilitate ease of use in a noisy cockpit/cabin environment.

1. The audio system(s) controls must be located and arranged so that the pilot, when seated, have full movement of their respective controls without interference from their clothing, the cockpit structure, or the flight controls. Labeling and marking of controls must be clear, understandable, legible, and permanent. Electronic label maker marking is acceptable.

Earphones, microphones, PTT’s, and jacks designed for operation with 600-ohm earphones and carbon-equivalent, noise-canceling boom type microphones (Gentex electret type model 5060-2, military dynamic type M-87/AIC with type CE-100 TR preamplifier, or equivalent) with U-174/U (single/male) type connector plug. The pilot position only may be configured for low impedance (dynamic) operation.

1. A single U-92A/U type connector jack, which will accept a U-174/U type plug and provide the ICS and radio functions as specified above, must be furnished at each required station.

In lieu of B.4.e.3.1, J-033 and J-034 type connector jacks may be provided at all required positions in the aircraft to accept the PJ-055B and PJ-068 type connector plugs as utilized with the headset/ microphone.

z. Other Avionics

1. One air traffic control (ATC) transponder and altitude reporting system meeting the requirements of 14 CFR Part 91.215 (a) and (b) and tested and inspected in accordance with 14 CFR 91.413.

1. All aircraft must be equipped to meet the ADS-B OUT requirements of 14 CFR 91.225. ADS-B OUT systems must be approved to either TSO-C154c (978MHz Universal Access Transceiver [UAT]) or TSO-C166b (1090MHz Extended Squitter [1090ES]). Aircraft operating outside of the United States must be equipped with systems approved to TSO-C166b.

1. ADS-B IN system is required, system furnished must be TSO-approved, receive both UAT and 1090ES, and be interfaced to a multifunction display (MFD) or tablet or mobile device, minimum size of 3.0 inches wide x 1.5 inches high capable of displaying TIS-B traffic and FIS-B weather.

1. All ADS-B OUT systems installed in aircraft that are required to transition from the 48 contiguous United States through Canada to Alaska are required to use TSO-approved diversity antennas on both the top and bottom of the aircraft.

The aircraft must be equipped with one permanently installed circuit breaker-protected, dual USB charging port. The port must be approved under TSO-C71, providing a maximum of 2.1A power at 5VDC and mounted in a location convenient to the pilot. A Cigarette lighter adapter is not acceptable.

aa. Flight Data Monitoring Systems (FDMS)

1. FDMS must be powered by the aircraft electrical system and operated from the application of electrical power before takeoff until the removal of electrical power after termination of flight. Systems must have a designated circuit breaker that can be identified and reset from a flight crew position.

1. Any FDMS that is installed – whether voluntarily, contractually, or to comply with the requirements of other agencies must be made operational during contract operations.

1. Recordings must be stored in crash-hardened memory with a means of accessing the data after an incident. Any software required to review the data must be available to the State. Individual aircraft will retain multiple SD data cards (a minimum of 2).

1. DOI inspectors will request proof of data to verify functionality of the monitoring system. A printed screenshot of most recent flight displaying all required parameters or a live view presentation of the system to the inspection team are acceptable methods.

1. Data from any FDMS must be made available to the State.

1. Cockpit imaging will have a calibrated focal point and encompass all instrument panel instruments and aircraft controls.

1. The following data parameters must be recorded:

1. Attitude data including pitch attitude, roll attitude, pitch rate, roll rate, yaw rate, and acceleration (g-forces).

1. Position data including latitude, longitude, altitude, vertical speed, ground speed, and heading.

1. All data displayed on flight and engine instruments. This may be accomplished using cockpit imaging with an unobstructed view of engine and flight instruments installed in the instrument panel or a data recorder that can provide all flight and engine data with 3D recreation of the flight.

1. Ambient cockpit audio.

1. Aircraft equipped with FAA approved Cockpit Voice Recorders and Flight Data Recorders meet the requirements for Flight Data Monitoring Systems.

Data, Images, and Voice Recording

1. All data collected with contractually required devices during the provision of services under this contract, including, but not limited to, recorded data, images and voice data collected or stored from radios, sensors, tablets, phones, cameras, or other audio and image recording devices owned or provided by the Contractor or the State is the property of the State. This includes but is not limited to Automated Flight Following, Automated Telemetry Units, Operational Loads Monitoring, Flight Data Monitoring Systems, and data collected or stored from electro-optical/infrared (EO/IR) sensors. The State is not seeking rights to Application Programming Interface (API) Data.

1. If a pilot or passenger collects the above-described data on a personal device during the provision of services under this contract, the State may request, and the Contractor shall make best efforts to provide access to any such data.

1. Use of the audio and image data outside of the scope of the contract is prohibited unless authorized in writing by the COR. Examples of prohibited data use outside of the scope of this contract include photos or videos of accidents, incidents, and fire property damage being posted on social media websites. Contractor and their employees must obtain authorization in writing from the COR prior to posting or distributing videos or images of services performed under this contract to any other persons, website, or social media site.

Fuel Servicing Vehicle (FSV)/SEAT Support Vehicle (SSV) Requirements

1. General

1. Contractor vehicles must meet 49 CFR requirements.

1. The Contractor must provide one Fuel Servicing Vehicle (FSV) / SEAT Support Vehicle (SSV)equipped with two drivers for each the two (aircraft) at the designated base required by the Contract. The FSV and SSV may be two separate vehicles or the FSV and SSV may be combined into a single unit. The FSV/SSV will be stationed at the designated operating base, unless dispatched by the State to other locations.

1. The vehicle must be capable of carrying the Contractor crew’s water, food, overnight gear, and other items to support a lengthy assignment.

Fuel Servicing Vehicle (FSV) - The Contractor must equip and maintain the vehicle as shown below:

1. The FSV must be capable of transporting fuel at posted highway/freeway speeds.

1. The vehicle’s tank(s) must have a minimum capacity of 6 hours of usable fuel for the make and model aircraft operating on the contract based on the Airplane: Approximate “Recommended Cruise” Fuel Consumption Rates Exhibit.

1. The vehicle must be properly maintained, clean, and reliable with a functioning air conditioner for cooling the driver. Tanks, plumbing, filters, and other required equipment must be free of rust, scale, dirt, and other contaminants. All leaks must be repaired immediately.

1. Fuel tanks must be securely fastened to the vehicle frame in accordance with DOT regulations. All tanks must have low point sump/settling area and drains that allow water/particulate contamination accumulation and removal during daily preventative maintenance.

35. All tank inlet ports, drains, and the fuel nozzle must be locked closed or stored inside locked compartments when not in use to preclude tampering, contamination, or improper drainage of the fuel supply.

1. A 10-gallon-per-minute (GPM) flow rate at the dispensing nozzle is the minimum size acceptable. Filter and pump sizes must be compatible with the aircraft being serviced.

1. Fuel transfer pumps must be designed for dispensing fuel. Gasoline engines powering pumps must have a flame and spark arresting exhaust system and a metal shield between the engine and pump. The pump seals must be fuel compatible. Spark plugs and other exposed terminal connections must be insulated to prevent sparking in the event of contact with conductive materials. All refueling pumps regardless of power source must be listed for use with petroleum products by Underwriters Laboratory (UL) or provide documents of another approval.

The Contractor must ensure that they are in compliance with 40 CFR Part 112: Oil Pollution Prevention.

1. A Spill Prevention, Control, and Countermeasure (SPCC) Plan is required for each fuel servicing vehicle used on this contract regardless of bulk storage container (tank) size.

The most current version of the Emergency Response Guidebook (ERG) must be carried on the fuel servicing vehicle.

ac. Equipment: The Contractor must equip and maintain the vehicle as shown below:

1. Two fire extinguishers, each having a rating of at least 40-B:C and with one extinguisher mounted on each side of the vehicle. Extinguishers located in enclosed compartments must be readily accessible, and their location must be externally marked and placarded in letters at least 50 mm (2in.) high. Extinguishers must comply with National Fire Protection Association (NFPA) 10: Standard for Portable Fire Extinguishers.

1. ABC multipurpose dry chemical fire extinguishers (ammonium phosphate) must not be placed on the fuel servicing vehicle.

Fuel tanks must be designed to allow removal of contaminants from the sediment settling area. The settling area plumbing must be extended to the vehicle perimeter to allow contaminate removal without crawling under the vehicle. The sump must be drained daily when the system is used. The draining must continue until fuel appearance is contamination free. The daily sump draining must be documented on a contractor-developed checklist/form.

The fuel hose must be compatible with the aviation fuel dispensed. Documentation of compatibility must be available at time of Interagency Carding and Approval inspections. Energy Institute (EI) 1529 certification meets contract specifications. Hoses with manufacturer’s “Aviation Fuel” markings are acceptable. The hose must be maintained in accordance with NFPA 407: Standard for Aircraft Fuel Servicing. Fuel dispensing hoses must be free of damage or cracks that expose underlying cord and kept in good repair. Refueling hose life expectancy is 10 years. Hose greater than 10 years old must be replaced. Aircraft fueling hose not placed into service within 2 years of the date of manufacture must not be used.

Fuel nozzle must include a 100-mesh or finer screen, a dust protective device, and a bonding cable with clip or plug. No nozzle hold-open devices are permitted.

One accurate fuel-metering device for registering quantities in U.S. gallons of fuel pumped. The meter must be positioned so it is in full view of the person fueling the aircraft. All fuel transfers to the aircraft must be documented and tracked.

Fuel servicing vehicles must have adequate bonding cables which must be utilized in accordance with NFPA 407: Standard for Aircraft Fuel Servicing section 4.2.5.

Enough petroleum product absorbent pads or materials to absorb or contain a 5-gallon petroleum spill must be kept on hand. The Contractor must properly dispose of all products used in a spill cleanup in accordance with the Environmental Protection Agency (EPA) (40 CFR Parts 261 and 262).

Fuel servicing vehicles and equipment must meet the deadman control requirements of NFPA 407: Standard for Aircraft Fuel Servicing.

Rapid/hot refueling operations must not be performed unless requested and approved by the State. Equipment used for rapid refueling/hot refueling must meet all requirements detailed in NFPA 407: Standard for Aircraft Fuel Servicing section 4.2.14. A copy of the contractor’s rapid refueling procedures must be kept with the fuel servicing vehicle.

ad. Filtering System

1. The fuel filtration system must be designed to withstand fuel system pressures and flow rates.

1. The filter manufacturer’s operating, installation, and service manual must be carried in the fuel servicing vehicle. The contractor is responsible for ensuring compliance with the provisions of this service manual.

The aviation fuel filtration system must meet the following contamination removal limits or be certified compliant with EI 1581 Specifications and Laboratory Qualification Procedures for Aviation Jet Fuel filter/water Separators. Contractors should consult with filter manufacturer’s data to determine compatibility.

Note: The use of EI Specification 1583 7th edition filter monitor is no longer supported and not authorized. Filter vessels must be converted to media meeting EI 1581 specifications unless a replacement media has been approved that better suits the equipment configuration. Filter manufacturers have been working to develop alternative filtration to EI 1583 specification filtration.

0.5 mg/litre (1.9 mg/U.S. gal) maximum

Fuel filter vessels must be placarded indicating the filter changed date. Filters will be changed in accordance with manufacturer’s recommendations, including any differential pressure limitations, but at no greater interval than every 12 months.

A differential pressure indicating system that samples the inlet and outlet pressures of the fuel filter vessel must be installed if recommended by fuel filter vessel manufacturer or on any fuel systems with an operating pressure of 25 psi or higher. Dual gauge installations must have a placard showing the maximum allowable differential pressure for their filter system. Analog gauges must be calibrated in one-pound increments and compatible with maximum output pressure rating. Gauges that utilize RED/GREEN indications are acceptable if the colored indications meet the pressure guidelines contained in the manufacturer’s recommendations. All indicating systems must be viewable by the operator during the fueling operation.

The filter vessel assembly must have a drain, and the assembly must be mounted to allow for sampling and pressure flushing of the unit. If installed, water sight gauge balls must be visible to the operator during the fueling operation.

At least one spare filter media, spare gasket/packing, and other spare components of the fuel-servicing vehicle filtering system must be stored in a clean, dry area in the fuel servicing vehicle.

ae. Markings

1. The contractor is responsible for compliance with 49 CFR Part 172, including emergency response information.

1. Each vehicle must have NO SMOKING signs with letters that are a minimum of 3 inches high and are visible from both sides and rear of the vehicle.

1. Each vehicle must be conspicuously and legibly marked to indicate the nature of the fuel. The markings must be on each side and the rear in letters at least 3 inches high on a background of a sharply contrasting color such as Avgas by grade or jet fuel by type. Examples are Jet-A white-on-black background or Avgas 100 white-on-green background or Avgas 100LL white-on-blue background.

af. Fuel Quality Checks and Equipment Inspections

1. The contractor must perform fuel quality checks and equipment inspections daily when fuel system is used. Listed below are the minimum checks required for daily and monthly inspections.

Daily

· General system condition (leaks, fire hazards, security, signs/placards)

· Fuel tank sump sample (visual analysis)

· Filter vessel sump sample (visual analysis)

· Fuel nozzle sample (visual analysis)

· Fuel nozzle dust cover (condition/availability)

· Dispensing nozzle screen (condition/availability)

· Fuel dispensing hose (condition & type)

· Static electricity bonding wire & clip assembly (availability & condition)

· Fire extinguisher (availability, type, condition) Monthly (Fire Extinguishers)

· Check pressure gauge reading or indicator to ensure it is in the operable range

· Check fire extinguisher for currency (annual, 6- & 12-year inspection requirements)

· Check the bonding cable for damage and verify continuity to FSV.

The contractor must document quality checks and equipment inspections on a contractor-developed checklist/form. The inspection checklist/form must be made available upon request.

Individual clear glass jars must be used for each sample port. Jars must be marked for the port sampled and retained until next sample is taken.

ag. SEAT Support Vehicle (SSV) REQUIRED - The Contractor must equip and maintain the vehicle as shown below:

1. The SSV must have a minimum water capacity of 1,600 gallons. The volume of the mix tank may be included in calculating the minimum water capacity. The vehicle must be capable of localized transport with this capacity of water.

1. The SSV must have hose couplers to accept water from State equipment as follows:

1. One 1½-inch female National Hose Thread adapter to 2-inch and 3-inch male and female Kamlock couplers.

1. One 2½-inch female National Hose Thread adapters to 2-inch and 3-inch male and female Kamlock couplers.

The SSV batch mixing capability in a single vessel must be a minimum of 800 gallons. The Contractor must verify the correct retardant mix with a Contractor-supplied refractometer and record the results prior to loading the aircraft. The contractor personnel must verify that only fire retardants and/or suppressants introduced into the aircraft are approved for State use. A list of approved fire chemicals can be found at the USFS wildland fire chemicals website under their Qualified Products List (QPL) located at: https://www.fs.usda.gov/science-technology/fire/wildland-fire-chemicals The SSV batch mixing equipment must be capable of loading and mixing both dry powder and liquid concentrate retardant products. Retardant products must be introduced into the aircraft through the loading system apparatus and not poured directly into the hopper.

Material from the SSV or other source must be loaded through a standard dry-break coupler or shutoff valve.

Loading system hoses and fittings must be capable of containing residual material without leaking.

The material loading system must be capable of pumping at a rate of at least 100 gallons per minute.

Loading hose must be 50 feet long minimum and 3-inch diameter.

lvi. An operable refractometer must be carried on the SSV and used to check the mixture ratio of each batch of mixed retardant. One source of refractometers (model IFT40 Industrial Fluid Tester) is Reichert Analytical Instruments, (https://www.reichertai.com/featured/rhino-optical-refractometers). Equivalent refractometers are acceptable.

PERSONNEL REQUIREMENTS

Pilot Requirements

1. The Contractor must furnish at least…