Special_Notice_Q__R's.pdf

National CWN T1/T2 Helicopters Q & A 2019-2022 Contract Cycle

Below are questions submitted and responses to Special Notice # SN-2018-11.

1Q. Are the following required for part 91 Operated Type II Restricted (non-passenger carrying mediums):

• 3 Pin Aux Plug.

• Public Address System (PA)

• Aux Comm Port (for Handheld)

• Second FM Radio.

• Traffic Advisory System (TAS).

• Radar Altimeter.

• ATU

• GPS Data Connector.

• Dual USB Charging Ports.

1A.

• 3 Pin Aux Plug. Not required for non-passenger hauling aircraft C-7(a)(1)(xi)

• Public Address System (PA) Not required

• Aux Comm Port (for Handheld) Yes C-7 (a)(1)(iii)

• Second FM Radio. Not required C-7 (a)(1)(ii)

• Traffic Advisory System (TAS). Not required C-7 (a)(1)

• Radar Altimeter. Not required C-7 (a)(1)

• ATU Not required C-7 (a)(1)

• GPS Data Connector. Not required C-7 (a)(1)

• Dual USB Charging Ports. Not required C-7 (a)(1)

All helicopters offered on this agreement must meet C-7 (a) (1).

2Q. We have leased a second H model UH1 Huey, the same make and model that we will be bidding this solicitation with. This aircraft will not be ready to be weighed or carded until March of 2019, and therefore we do not have all of the necessary data available to bid it at this time. Is there a way to include this aircraft in our bid along with the one that is ready to bid this solicitation?

2A. Yes, but will be required to submit a proposed bid weight along with the proposed aircraft serial number and make/model of helicopter to be bid needs to be submitted for evaluation. All available information to be included as stated in Section E, E2, Part II, Sub Part 1 and Section E, E2, Part II, Sub Part 2.

Pricing must be identified for all aircraft that are being offered

3Q. Schedule B-1, note 1 in the note box suggests that we need to indicate the aircraft category (standard, limited, restricted etc), however schedule B1 does not have a category column.

3A. Column will be added

4Q. Page 5, Section B3. Applicable for CWN Type I (Heavy) helicopters: Capability of: “…Payload of 3,300 pounds…” Page 77, section C-45. Definitions. Type 1 (Heavy) helicopter: A helicopter with a certified internal gross weight of over 14,001 pounds (unless restricted category). Shouldn’t this definition match page 5, section B3?

4A. No. One definition is a performance spec (page 5 B3). The other is a definition (C-45 Definitions) page 77.

5Q. Page 16, Section C4.d.9. “The meter shall be wired in series with a switch on the collective control AND a switch that is activated by engine or transmission oil pressure.” Is this worded correctly?

5A. Yes it is worded correctly.

6Q. Page 28, Section C7.1.vi. Satellite Communications System. (Sat Com). Is a

Satellite phone required in all aircraft? “…a minimum amount of minutes per month as identified in Section B.” I am unable to find a reference to a Sat Com in Section B. Please define. If phones are required, can a list of approved vendors be provided?

6A. No. See 1A.

7Q. Page 23, Section C7.a. Minimum Requirements. “All avionics used to meet this agreement shall comply with the requirements of paragraph (b) Avionics Specifications and paragraph (c)…” Section “b” lists Additional Telemetry Units, Traffic Advisory System (TAS) and RADAR altimeters. Is this correct? Are all type I and type II helicopters required to have ATU, TAS and Radar altimeters?

7A. No. Type 1 and Type 2 CWN will not be required to have ATU installed. See 1A

8Q. Section C-41. CWN Relief Crew Approval and Payment. We would like to request the USFS implement a payment system similar to the BLM SEAT contract that allows a company to use their own aircraft for crew relief transportation where payment is set each year per GSA standards of $ per statute mile. If this was in the next contract, it would make the payment process much easier for the contractor and the government to process. Whether the contractor flies their own Cessna 172 or a Gulfstream 4 or charters a Cessna Citation, it doesn’t matter, the rate is set a “x” per statute mile per the GSA. The approval process for the use of a corporate aircraft for crew transportation is vague the way this solicitation is worded.

8A. Currently, Exhibit 32 does include the ability to for a vendor to use own aircraft and be paid according to GSA rate for statute mile.

9Q. If a vendor was in the process of Type Certification on a Type I helicopter. Can we submit a proposal before the TC and weighing is accomplished?

9A. Yes. Refer to question 2A.

10Q. Description specifications states: Type I (Heavy) Helicopter: A helicopter with a certified internal gross weight of over 14,001 pounds. Under the ICS helicopter typing system, a heavy helicopter is a Type 1 helicopter and has 10 + passenger seats (unless restricted category). Do you have to meet this definition and also the performance requirement? If you don’t meet both of these specifications what category of helicopter will you fall into?

10A. Yes. If a helicopter has a certified internal gross weight of over 14,001 pounds, it will be considered a Type 1 helicopter and must meet the performance specification of 3,300 pounds.

11Q. Aircraft meets the performance spec for the Type 1 with a gated bucket, however with the fixed belly tank it doesn’t. Would we bid as a Type 2 or as a Type 1 with the belly tank as added equipment?

11A. If a helicopter has a certified internal gross weight of over 14,001 pounds, it will be considered a Type 1 helicopter and must meet the performance specification of 3,300 pounds regardless if helicopter is offered with a tank or water bucket.

12Q. Will you issue an modification to our CWN agreement if we add aircraft mid-contract cycle?

12A. No, once an agreement is awarded to a vendor, there will not be an opportunity to add another aircraft after to the agreement award unless substituted for an existing aircraft via a modification. {(C-15 (a)} and C-36.

13Q. What if the aircraft is a different make or model of Type 1 with different performance, can this aircraft be added to our CWN?

13A. No. See 12A.

14Q. We purchase/lease an aircraft in the third period. Can we add that to our CWN contract?

14A. No. See 12A.

15Q. Can we only submit those aircraft that are currently on our operating certificate?

Example: Aircraft is in the middle of major overhaul and not yet on our operating certificate.

15A. No. See 2A.

16Q. Is an ATU (Additional Telemetry Unit) required for all Type 1 bucket/tanked CWN aircraft?

16A. No. See 7A.

The reason for the question is because we have some UH-60 aircraft that are at our facility but not yet outfitted for fire and we have also not yet received our Type Certification from the Los Angeles ACO.

17Q. In the prior contract there was a clause for intent to add aircraft. I believe it was in section E, part 2, paragraph 2 of that solicitation. In the draft I did not see a section E; will this be added?

17A. Yes. See 2A.

17Q. If, it is to be added, will we be able to bid an aircraft with an intent to add letter from the FAA?

17A. Yes. See 2A.

17Q. Will we still be able to bid these aircraft?

17A. Yes. See 2A.

18Q. In C-4 (e) "Optional Items, as selected in B-12" (pg. 20), the draft references a

BLR Fast Fin and Strake. Is that truly optional equipment that can be installed on a Bell medium or will it be required on all Bell medium helicopters?

18A. There is no B-12 additional requirement for this solicitation. Additionally, BLR Fast Fin and Strake is only required for Standard Category Exclusive-use Bell 212 helicopters

19Q. In C-7 (1) "All Helicopters" (pg. 24), it does not call out an ATU, TAS or satellite communications system. Are these required equipment for type I restricted category helicopters and type II standard category helicopters, or is the only equipment that must be installed on the aircraft what is listed in the "All Helicopters" category?

19A. See 1A.

19Q. In C-7 it references a rappel platform. Can you bid as a CWN rappel aircraft?

One of our aircraft is currently outfitted for rappel operations.

19A. No. Rappel aircraft are exclusive-use only.

20Q B-1 (2) States:

“The weighing shall be accomplished prior to submission of the proposal. The weighing must take place within 12 months prior to award of any agreements under this agreement. Helicopter(s) under initially awarded agreement(s) under this solicitation shall remain at or below contracted helicopter equipped weight as bid.”

Is the agency calling an “award of any agreements under this agreement” a BOA agreement under the solicitation or a specific aircraft activation?

20A. It is considered a Basic Ordering Agreement (BOA) with specific aircraft Awarded on that agreement. If a resource order is generated for a helicopter in which the contractor accepts the order, the resulting task order is considered a contract.

20Q. If a contractor bids an aircraft not yet through the heavy maintenance and the FAA conversion process, and doesn’t expect the aircraft to be available to the agency until 2020, does it still need to be in its firefighting configuration and weighed at time of bid? {We can provide the current weight and balance but it will not be in firefighting configuration (it will be heavier as it has not been de-modified yet)}.

20A. See 2A.

21Q. B-3 (b) (1) (iii) (A) States:

“Weighing shall be:

Accomplished within 12 months prior to the due date of proposal submission, and for aircraft on the companies operating certificate that are currently operating outside of the US, the current operating weight and balance will be submitted. These aircraft will be required to be weighed within 12 months prior to initial contract inspection.”

The following would be a proposed revision to the above paragraph:

“The aircraft will be required to be weighed within 12 months prior to initial contract inspection.”

21A. If the aircraft is currently in heavy maintenance for conversion, and is not on the companies operating certificate, can the language be modified to allow this scenario? See 2A.

22Q. C-2 (a) (1) States:

“Contractors shall be currently certificated to meet 14 Code of Federal Regulations (CFR), 133 (External Load Operations), 135 (Commuter and On Demand Operations and Rules Governing Person on Board Such Aircraft), and 137 (Agricultural Aircraft Operations), as applicable. Any helicopter offered shall be listed by make, model, series, and registration number on the Operators Certificates.”

If the contractor has a Part 133 and part 137 Certificate, however the offered helicopter is not listed on the certificate because it’s still undergoing the Type Certificate/Heavy Maintenance process, will the aircraft be eligible for bid if the contractor can prove current US Registration and proof of Ownership?

22A. See 2A.

23Q. C-2 (c) (1) States:

“Helicopter(s) certificated in Restricted Category shall have been issued a Special Airworthiness Certificate.”

Can this language be updated to require the Special Airworthiness Certificate prior to initial contract inspection?

23A. Yes, language will be updated

24Q. Type 1 helicopters, a KMAX, single seat, are two separate FM radios required?

24A. No. See 1A.

25Q. Can it be two separate transceivers in one radio, like the TDFM 91000?

25A. FM radios must be on the approved radio list at https://www.nifc.gov/NIICD/documents.html. The TDFM-9100 is approved provided it meets all of the configuration requirements listed in that document (currently note 7). Since the TDFM-9100 only supports two radio modules, it can only count as one VHF-FM radio with one Guard.

26Q. For support vehicles like a fuel truck that will only be servicing our helicopter, is a

P25 FM radio required, or is any FM radio sufficient?

26A. No. This agreement does not require FM radios for support vehicles.

27Q. For filling out the paperwork, do you have a point of contact that we can use to ensure everything is filled out correctly the first time we submit?

27A. No. Submit your package and it will be evaluated for accuracy

28Q. Page 2 (3) – Sentences 3-5 state the same thing, consider revising.

28A. Current verbiage is correct.

Page 7, B-7 - In the past the government has been very flexible with crew change-outs.

We hope that this flexibility will continue, but the contract language does not reflect what is actually occurring in the field. We always select a 12/2 schedule but it is very difficult to maintain this schedule as the season progresses. To be clear, we are not asking for less days off; simply flexibility for when and how we change our personnel out. It is not always possible for small operators to change personnel out at the same time and/or on day 13. Please clarify your intentions regarding crew schedule.

29Q. Is it possible to soften the language to allow a helicopter manager some discretion?

29A. A company has the ability to check the “other” box and then submit a work schedule proposal to the contracting officer for approval. (B-7)

30Q. Page 11, C-1 (i) and Page 60, C-25 (3) – Could you please provide an email address as a venue for operators to update aircraft availability.

30A. No. At this time there is no option for an email.

31Q. Page 18, C-4, (18) (C) – Does the bucket operational manual need to be in the aircraft or is the fuel service vehicle and/or service trailer acceptable?

31A. No. The manual does not need to be in the aircraft. The manual needs to be available on site.

32Q. Page 28, C-7 (vi) – Is the Sat Com a new requirement for Restricted Category

Aircraft?

32A. No. See 1A.

https://www.nifc.gov/NIICD/documents.html

33Q. Page 34, C-7 (5) (i) – Are all aircraft types required to have a radar altimeter or is this requirement for part 135 aircraft?

33A. No. See 1A.

34Q. Page 32, C-7 (4) (iii) – Is the ATU a required piece of equipment for CWN Type II

Restricted Category Aircraft?

34A. No. See 7A.

35Q. If yes, what is the deadline for purchasing/installing this new equipment?

35A. N/A

36Q. Page 33, C-7 (4) (iii) (G) – I emailed the AFF Program Manager and asked for a list of systems known to meet the ATU requirements. I did receive a prompt response but the email stated due to legal concerns a list could not be provided.

I suggest removing the email address.

36A. The AFF program manager can verify compatibility requirements for AFF devices.

37Q. Page 34, C-7 (4) (vi) – Is the Traffic Advisory System the same as the ADS-B

OUT requirement that will be required beginning January 1st, 2020?

37A. No. See 1A. They are not interchangeable.

38Q. Page 44-47, C-12 – Can one employee serve as both a pilot and a mechanic?

The contract states it both ways; page 44 states yes and page 47 states no.

Please clarify.

38A. No.

39Q. Page 47, C-12 – Can one employee serve as both a mechanic and fuel service driver?

39A. No.

40Q. Page 49, C-19 (b) (3) – If a contractor selected 12/2 in Section B-7, the contract language does not allow for the contractor to give any extra days off for employees. For example, if the contractor has selected the 12/2 schedule and the primary pilot needs a few more days off (for whatever the reason) the contract language does not allow for that. Please consider softening this requirement.

40A. See 29A.

41Q. Page 54, C-19 (c) (1) – The contract states that personnel shall not wear clothing made of non-fire-resistant synthetic material under the fire-resistant clothing. As far as I know, pilots don’t wear fire resistant undergarments. Most pilots wear a light cotton layer under their flight suit. Is this acceptable?

41A. Yes, 100% cotton or natural fiber material is acceptable.

42Q. Page 55, C-19 (f) – The next generation fire shelter (large) weighs 5 lbs. 4 oz., why is the government calculating it at 8 lbs.?

42A. For standardized bid purposes use eight (8) pounds for each fire shelter.

43Q. Page 57, C-20 (2) (xiii) – Will the government consider changing the SPAR training increments to 36 months to be consistent with all of the other online training requirements. I have been told by a pilot that when assigned to a fire near the Grand Canyon the manager required the pilot to re-take the Grand Canyon Course to refresh the training.

If this is a standard operating procedure (refreshing the course once on assignment near the Grand Canyon), the annual requirement seems redundant.

43A. No. The requirement will not change.

44Q. Page 100-101, Exhibit 8 – Is a P25 mobile or portable radio required in the fuel service vehicle? The “note” indicates that the information is listed in Section B- 12 but it is not. Please clarify.

44A. See 26A.

45Q. Page 111, Exhibit 15 – We would like to see the Government provide vendors with a form to provide feedback on helicopter managers in the field. We would like to be able to email these forms so as managers come and go operators can provide feedback on their performance.

45A At this time there is no formal document. However the contractor may contact the contracting officer with any feedback.

46Q. Page 134, (h) – Are there any hour requirements for a pilot prior to becoming a

“trainee pilot?”

46A. Yes. See Exhibit 19 (h).

47Q. There is a discrepancy in the definition of “Equipped Weight” between paragraph

B-1 and Paragraph C-45. B-1 equipped weight includes the weight of the bucket and associated suspension hardware. C-45 definition does not include the weight of the bucket and associated suspension hardware.

47A. See C-45 new definition for Equipped Weight.

48Q. There is a discrepancy in the requirement for weighing the aircraft between paragraph B-1 and paragraph B-3 (b) (1) (iii). B-1 states 12 months prior to award and B-3 within 12 months prior to the due date of proposal submission.

48A. B-3 (b) (1) (iii) (A) and Section E, E2, Part II, Sub Part 2 (a) (1) (ii) is the requirement to meet.

49Q. The Draft Solicitation requires a significantly increased minimum performance specification for Type I.

What is the intent of the change and the intended result of the change?

49A. To distinguish between Type 1 (Heavy) helicopters and Type 2 (Medium) helicopters minimum performance standards.

To ensure aircraft meet the minimum acceptable performance standards per type.

50Q. Paragraph B-9 indicates the Extended Standby Rate is based on the wage rate from the DOL Wage determination for Nationwide Pilot times 1.5 plus 20%. The current Nationwide Pilot rate is $29.10.

$29.10 x 1.5 = $43.65; $43.65 x 0.20 = $8.73; $43.65 + $9.73 = $53.38 50A. The Extended Standby Rate is adjusted as required on February 16th of each year. The agreement awards will subsequently be modified to incorporate the revised Exhibit 12 and Extended Standby Rate.

51Q. Paragraph C-2 (a) (2) requires helicopters offered under the solicitation to conform to the approved type design (normal or transport). This should include Restricted Category helicopters: (normal, transport or restricted)

51A. See C-2 (c) (2) (3).

52Q. Paragraph C-12 (g) SIC requirements has been changed to require a minimum of

500 hours in helicopters for Co-Pilots. The paragraph does not indicate if the 500 hour are PIC time or if SIC time is acceptable.

This is a new requirement in the CWN solicitation what is driving the requirement?

52A. See C-12 (g).

53Q. The definitions of Type I, II and III helicopters has been changed significantly from previous contracts.

What is the intent of the change and the intended result of the change?

53A. Changes were made to clarify and more accurately reflect the current industry fleet contracted with U.S. Forest Service.

54Q. Paragraph C-17 (e) indicates the operator should submit SAFCOMs as soon as possible to the agency with “Operations Control”. Unless the operation has been declared a Public Operation the Agency does not have “Operational Control”.

54A. It is accurate as written in C-17 (e)

55Q. Paragraph B-16 directs the contractor to “declare Public Use” by completing

Exhibit 28 and refers to FAA AC 00-1.1A Public Aircraft Operations.

55A. The declaration of Public Aircraft Operations (PAO) is determined on a case by case basis. It is the company’s decision on whether or not to declare PAO by completing Exhibit 28 and submitting to local FSDO.