USCG CG-AIR-A1 Missionization Continuation Draft PWS.pdf

DRAFT PERFORMANCE WORK STATEMENT FOR USCG AND CBP HC-130J

MISSIONIZATION EFFORT

1.0 BACKGROUND

The United States Coast Guard (USCG) HC-130J Long Range Surveillance (LRS) Acquisition Program (CG-AIR-A1) has a requirement to acquire a fleet of 28 total HC-130J aircraft. Customs and Border Protection (CBP) Air and Marine Operations’ (AMO) Extended Border Foreign Operations Surveillance (EBFOS) Acquisition Program has a similar requirement for 12 missionized HC-130J aircraft. Each aircraft is procured from Lockheed Martin Aeronautics (LMA) as a baseline C-130J and missionized with the USCG developed Minotaur Mission System Suite (MSS+) which includes a Next Generation (NextGen) Commercial Satellite Communication (COMSATCOM) capability.

Missionization converts baseline C-130J aircraft into the USCG HC-130J configuration with the MSS+ package. Both the USCG and CBP aircraft will share a common Technical Data Package (TDP) and utilize one program office for missionization efforts. This work requires the installation and testing of components as depicted in the MSS+ TDP as well as incorporating Engineering Change Proposals (ECPs), prototypes, and Time Compliance Technical Orders (TCTO). Following missionization, a baseline C-130J is designated an HC- 130J.

Next Generation (NextGen) Commercial Satellite Communication (COMSATCOM) installation enhances LRS Beyond Line of Sight (BLOS) communication capabilities to meet DHS and USCG operational requirements.

This effort will provide missionization installation for a base of three (3) USCG C-130J aircraft and one (1) CBP C-130J aircraft with options for an additional three (3) USCG C- 130J aircraft and an additional five (5) CBP aircraft. Additional scope includes prototype and integration efforts for new capabilities and/or Diminishing Manufacturing Sources and Material Shortages (DMSMS) solutions.

Missionization efforts are expected to commence in FY30 with all four C-130J aircraft being ready for induction in FY30. Additional C-130J aircraft would be anticipated at the rate of one to two aircraft per year thereafter, depending on USCG and CBP funding. Prototype, integration, and DMSMS efforts would be ordered as required.

2.0 SCOPE

This effort will include the installation of MSS+ and NextGen COMSATCOM on C-130Js as part of missionization. Additional scope includes prototype and integration efforts for new capabilities and/or DMSMS solutions which will be ordered as required.

2.1 DEFINITIONS

Block Upgrade 8.1 (BU 8.1): The common configuration for all baseline C-130J aircraft designed by LMA to include next generation Automatic Dependent Surveillance-Out. BU

8.1 also encompasses all supplementary upgrades to include but not limited to BU 8.1.1.

C-130J: A baseline production aircraft produced by LMA; once MSS+ is completed/installed, the C-130J is designated as a HC-130J by the USCG.

Engineering Change Proposal (ECP): Management tool used to propose a configuration change to an item and its U.S. Government (Government) baselined performance requirements and configuration documentation during acquisition and post-acquisition.

ECPs are documentation by which a Government approved engineering/design change to an original item of equipment shall be incorporated into the article to modify, add to, delete, or supersede original parts.

Government Acceptance Tests: Ground and flight tests to verify the installation, connectivity and performance of the MSS+ on the aircraft as described in section 5.15.

HC-130J: An aircraft modified with MSS+ is referred to as a “missionized aircraft.”

Minotaur Mission System Suite (MSS+): Refer to Table 2 Figure 1 for a list of components and pictures of major MSS+ Line Repairable Units (LRUs). The MSS+ refers to the installed systems that enables the aircraft to perform a variety of its statutory missions. The MSS+ consists of the following systems and subsystems:

• Minotaur Processors (MPs), this is the computational center of the MSS+. It hosts multiple processors, video control, and interfaces between the various sensors and communications systems

• Two (2) aircrew Mission System Operator (MSO) stations installed on the flight deck, including crew seats, consoles, displays and controls, with supporting intercom, lighting and operator environmental aids

• A turret-operated HD Electro-Optical/Forward-Looking Infrared (EO/IR) sensor

• A Multi-Mode Radar sensor, mounted in a large Radome on the aircraft belly

• A Direction Finder system (beginning with CGNR-2019, DF-500 will be delivered on the baseline aircraft but requires relocation).

• An Automatic Identification System Transponder

• Two (2) High Frequency radio communications systems (to be determined if required based on baseline DMSMS solution)

• Two (2) RT-7000 V/UHF radio systems

• Two (2) ARC-210 V/UHF/MILSATCOM radio systems

• International Maritime Satellite communications system

• Pilot and copilot displays for sensors, communications, system status monitoring and other functions for operating the MSS

Time Compliance Technical Order (TCTO): Instructions provided to modify military systems or commodities within specified time limits, initiate special “one time” inspections, or impose temporary restrictions on systems or equipment.

Re-Baselining: Completing designated TCTOs and aligning the aircraft to the most current TDP as part of the LRS’s configuration management strategy for reduced C-130J variants.

2.2 PERIOD OF PERFORMANCE

The Period of Performance of this contract shall be from 01 April 2028, which allows for ordering of long-lead time parts, to 31 March 2038 which indicates delivery of CBP #06 from missionization. There will be an anticipated 12-18 months required for the vendor to acquire long lead time parts prior to the induction of the first aircraft. The USCG expects each aircraft modification not to exceed 12 months from date of induction.

The anticipated schedule is listed below:

Base/Option CLIN Aircraft # Estimated

Induction-Delivery Dates Base CGNR-2023 01 Oct 2029 - 31 Oct 2030 Base CGNR-2024 01 Mar 2030 - 31 Mar 2031 Base CGNR-2025 01 Aug 2030 - 31 Aug 2031 Base CBP-01 01 Jan 2031 – 31 Jan 2032

Option #1 CBP-02 2032-2033 Option #2 CGNR-2026 2032-2033 Option #3 CBP-03 2033-2034 Option #4 CGNR-2027 2033-2034 Option #5 CBP-04 2034-2035 Option #6 CGNR-2028 2034-2035 Option #7 CBP-05 2036-2037 Option #8 CBP-06 2037-2038

Actual dates of C-130J aircraft availability for induction may vary from the above in which case multiple aircraft may be required to be modified simultaneously.

3.0 GOVERNMENT DOCUMENTS

The Contractor will have access to Government Process guides and Job Guides via the USCG Aviation Technical Information Portal (ATIP) application. The USCG will ensure the contractor has all required Government documents for this effort. The Contractor shall adhere to Government maintenance procedures, configuration control process guides, engine preservation, and fuel system job guides.

The USCG requires the Contractor to manage all Aviation Maintenance activities in accordance with (IAW) Aeronautical Engineering Maintenance Management Manual, CIM 13020.1 Series.

The following are applicable to the missionization effort:

• CGNR-2019 Technical Data Package

• DRAWING# 1W60037 MINOTAUR, 60037-00000 REV U, TOP LEVEL –

MINOTAUR, 10-Mar-26,and relevant related drawings

• CG TCTOs as listed

4.0 DETAILED REQUIREMENTS

4.1 MSS+ Missionization Effort

The Contractor shall maintain any applicable TDPs in single composite TDP repository.

The Contractor shall install the MSS+ IAW the TDP provided to and approved by the Government.

The Contractor shall organize the HC-130J MSS+ TDP and deliver a complete TDP following delivery of each missionized, BU 8.1 compliant aircraft.

The Contractor shall incorporate all executed TCTOs associated with each aircraft in production into each aircraft’s final TDP.

The Contractor shall make Subject Matter Experts (SME) available to the USCG to support and observe Government testing of the MSS+ and BU 8.1 IAW the Government Furnished Information (GFI) Test Plan and Test Procedures.

For USCG Aircraft: The Contractor shall procure paint, stencils and decals as required in the paint drawings (Attachment J-5 – Paint Specification). Applicable paint drawings for each aircraft shall be requested from the USCG’s Aviation Logistics Center (ALC) 30 calendar days prior to ordering paint and then again in advance of the aircraft undergoing paint. The Contractor shall paint the aircraft IAW the most current version of the USCG’s Technical Orders (TOs), USCG drawings, U.S. Air Force (USAF) Technical Orders (AFTO), NAVAIR publications and Government Furnished Information (GFI) paint specifications. All exterior markings shall be applied per current applicable paint drawings. Once the painting is completed, the Contractor shall accomplish aircraft final weighing evolution IAW Government specifications.

For CBP Aircraft: The Contractor shall design a CBP paint scheme for government approval. The Contractor shall procure paint, stencils and decals as required in the approved paint drawings.

Applicable paint drawings for subsequent CBP aircraft shall be requested from the USCG’s Aviation Logistics Center (ALC) 30 calendar days prior to ordering paint and then again in advance of the aircraft undergoing paint. The Contractor shall paint the aircraft IAW the most current version of the USCG’s/CBP’s Technical Orders (TOs), USCG/CBP drawings, U.S. Air Force (USAF) Technical Orders (AFTO), NAVAIR publications and Government Furnished Information (GFI) paint specifications. All exterior markings shall be applied per the approved applicable paint drawings.

Once the painting is completed, the Contractor shall accomplish aircraft final weighing evolution IAW Government specifications.

4.2 MSS+ Installation

The MSS+ constitutes the primary missionization package that enables the aircraft to execute its statutory mission sets. As illustrated in Table 2 and Figure 1, the suite is centered around the Minotaur Processors (MPs), which serve as the integrated computational hub for the entire system.

These processors manage multiple host systems, facilitate video control, and provide the critical interface between various onboard sensors and the broader communications architecture.

Crew interaction with the MSS+ is facilitated through two dedicated aircrew Mission System Operator (MSO) stations installed on the flight deck. These stations are fully integrated environments encompassing crew seating, consoles, and specialized displays and controls, supported by a mission-specific intercom system, lighting, and operator environmental aids.

Furthermore, the flight deck includes dedicated pilot and copilot displays for sensors, communications, and system status monitoring to ensure comprehensive situational awareness and control during active mission operations

Surveillance and detection capabilities are driven by a suite of high-performance sensors, most notably a turret-operated high-definition Electro-Optical/Forward-Looking Infrared (EO/IR) system and a Multi-Mode Radar (MMR) sensor housed in a large radome on the aircraft belly.

This sensor package is augmented by a Direction Finder system and an Automatic Identification System (AIS) transponder, which together support diverse maritime and aerial tracking and identification requirements

The communication architecture within the MSS+ provides robust connectivity through multiple redundant systems. This includes two High Frequency (HF) radio systems, two RT-7000 V/UHF radio systems, and two ARC-210 V/UHF/MILSATCOM radio systems for versatile line-of-sight and satellite communications. Long-range maritime connectivity is further maintained through an International Maritime Satellite (INMARSAT) communications system, ensuring consistent data and voice reach-back capabilities. There is a current prototype effort to integrate a next generation commercial satellite communications system, StarShield into the missionization effort. Follow-on installation of this capability shall be included as an option.

4.3 NextGen COMSATCOM Installation (option)_

The contractor shall install, integrate and test the StarShield Aero Terminal Block system on each aircraft as part of the missionization process with completion occurring within MSS+ installation period of performance.

The contractor shall procure all material required for build and installation. The StarShield Aero Terminal Kit – Block 4 (or higher) – Large consists of the antenna, power supply unit, universal tray, and aero shell assembly.

The contractor shall provide StarShield services and subscriptions with a minimum of 1 TB of data per month.

a) One month of ground service for system integration testing

b) One month of air service for test and integration

c) One month of air service post-delivery

If requested by the Government, the contractor shall complete production builds, installs, and testing on remaining program of record aircraft within contract period of performance as options for drop-in efforts on non-production HC-130J aircraft.

5.0 GENERAL REQUIREMENTS

Unless stated otherwise, the General Requirements provided herein apply to modification efforts for the C-130J aircraft directed by the final TDP.

5.1 PROGRAM MANAGEMENT

(CDRL A001 MANAGEMENT PLAN)

The Contractor shall provide and execute a Program Management Plan. The Contractor shall provide program management, subcontractor management, technical direction, task coordination, and contract administration.

5.2 TECHNICAL AND PROGRAMMATIC MEETINGS

(CDRL A002 CONFERENCE AGENDA)

(CDRL A003 CONFERENCE MINUTES)

Table 1 lists the technical and programmatic meetings (and frequency) the Contractor shall conduct.

Table 1: Contractor Held Meetings

Meeting Frequency

Program Kickoff Once

Within 30 calendar days after award

Program Management Reviews (PMR) Twice Yearly

System Requirement Review Once, 180 calendar days prior to first

USCG aircraft arrival for MSS+

Once, 180 calendar days prior to first CBP aircraft arrival for MSS+

Once, prior to any PDR for any major

TDP changes

Preliminary Design Reviews (PDR) Once, 120 calendar days prior to first

Once, 90 calendar days prior to first

Once, within 90 calendar days of award for any major TDP changes

Critical Design Reviews (CDR) Once, 60 calendar days prior to first

Once, 60 calendar days prior to first

Once, within 45 calendar days of award for any major TDP changes

Physical Configuration Audits (PCA) Once

1st article for each USCG and CBP aircraft/a configuration change occurs and/or 10% change of specification

Technical Interchange Meetings (TIM) Ad-Hoc

Production Readiness Review (PRR) Once

Test Readiness Review (TRR) Once per aircraft

Flight Readiness Review (FRR) Once per aircraft

Weekly Status Meeting Weekly

Integrated Logistics Support (ILS) Meeting (to include material review board)

As required

Induction Readiness Review (IRR) Once prior to aircraft induction

The Contractor shall provide an agenda for each meeting.

The Contractor shall record and deliver meeting minutes for each meeting.

5.3 INTEGRATED MASTER SCHEDULES (IMS)

(CDRL A004 INTEGRATED MASTER SCHEDULE)

The Contractor shall prepare, deliver, and maintain an IMS IAW the schedule in table 1.

5.4 PARTS SUPPORT

The Contractor shall be responsible for the acquisition of the components required for missionization under this contract except for the components listed on the Government Furnished Equipment (GFE) list (Attachment J-3). The Contractor shall order and purchase parts and materials with concurrence from CG-AIR-A1 PMO.

The USCG owns molds and fixtures that may be utilized for the production of the surface search radar radome.

Requests for components listed in Attachment J-3 shall be submitted to the CG-AIR-A1 PMO as soon as the need is known or expected. The request shall include the applicable task order number, tail number, part number(s) required, and shall include a required date of delivery.

Delays in receiving GFE do not result in an adjustment to the delivery schedule of an aircraft unless there is a documented work stoppage. Once approved by the CG-AIR-A1 PMO, the Contracting Officer’s Representative (COR) will sign-off the document for routing. The

Contractor shall ensure that all GFE is requested at least 14 calendar days prior to the required delivery date. Exceptions to this rule will be handled on a case by case basis by the CG-AIR-

A1 PMO.

When late delivery of a Contractor Furnished Material (CFM) component may affect the aircraft production or delivery schedule the Contractor shall notify the CG-AIR-A1 PMO;

notification shall be submitted and shall identify the item(s) needed, applicable part numbers, required date of delivery, a description of efforts made to secure the item(s), and proposed lead-times from other sources. In the event the Contractor cannot secure materials or replacement parts prior to the production need date, the CG-AIR-A1 PMO must endorse any extension of the delivery date.

The Contractor shall acknowledge actual receipt of all GFE provided. If the Contractor requests GFE which is not listed in Attachment J-3 and the GFE is approved by CG-AIR-A1 PMO, the cost to the Government of the supplied GFE will be given as credit to the Government on the next invoice cycle. The Government considers delivery of GFE complete when GFE is received by the Contractor. All non-Ready for Issue (RFI) GFE shall be turned in within seven (7) calendar days of receipt of the replacement RFI GFE. GFE requested by the Contractor will not have to be replenished under most circumstances.

Upon completion of the contractual period, any remaining GFE shall be returned to the Government in the same condition in which they were received. The Contractor shall return all GFE to the Government within 30 calendar days of the end of the contractual period.

The Government reserves the right to review any costs associated with this effort and may require documentation of a competitive pricing process to support any invoices submitted for direct material cost and may reject invoices deemed unreasonable. These procedures for reimbursement of direct material costs shall govern the process for the entire contractual period.

The Government will work with the Contractor’s supply department to ensure all Supply Item Change Record (SICR) processes are followed. All support material (including personal protection equipment and administrative supplies) shall be the responsibility of the Contractor at no additional cost to the Government.

The Contractor shall cooperate if an investigation is initiated as the result of product substitution, counterfeit parts, or remedial actions.

5.5 OBSOLETE PARTS PROCESS

In the event certain parts or processes become obsolete, the Contractor shall notify the CG- AIR-A1 PMO in writing and submit:

1. Rationale and verification of any obsolete part or process, and

2. A written estimate of the effort required to complete the work. Such estimates shall include nomenclature, part number, cost and quantity of replacement parts, and total labor hours. The Government will make a written approval or disapproval based upon the information provided and provide a written determination for the disposition of the obsolete component.

5.6 CANNIBALIZATION OF PARTS

The USCG prohibits cannibalization of parts from one aircraft to another unless approved by the CG-AIR-A1 PMO prior to execution. The CG-AIR-A1 PMO is the final approval authority and responsible for managing cannibalization activity from any inducted aircraft.

5.7 PUBLICATIONS ACCESS REQUIREMENTS

The Contractor shall possess and maintain a registered Defense Logistics Service Center certification number, which is provided on DD Form 2345. The applicable technical documents are available as per Section 3.0: Government Documents. It is the Contractor’s responsibility to ensure work is performed using the current revisions to applicable manuals, instructions, and other references. The Contractor shall have access to applicable USAF maintenance, repair and overhaul manuals and performance/test/acceptance criteria and data to ensure the aircraft is maintained for eventual operation IAW the Original Equipment Manufacturer (OEM) specifications or applicable Government regulations.

The Contractor shall have access to the USCG portal to get up-to-date ALC instructions and comply with all information in these documents. These publications are to be utilized for performing maintenance functions as described in this PWS. The Contractor shall apply for and maintain access to the ATIP managed by the ALC, Information Systems Division (ISD) and provide applicable updates and revisions. The Contractor shall apply for and maintain access to the Asset Logistics Management Information System (ALMIS) to track and record maintenance.

The Government will provide instructions and access to systems required for performance of the contract on the condition that the Contractor meets all requirements specified in this PWS and the terms and conditions of the contract. If a Contractor is unfamiliar with the process for gaining access to the USCG portal, they shall contact the COR for procedures.

All instructions, Maintenance Procedure Cards (MPC), drawings, tech orders, etc. shall be checked for the most up to date version by the Contractor prior to use.

The Contractor shall maintain access to the publication sources as required for the life of the contract.

5.8 PRODUCTION PLANNING

The Contractor shall include and permit Government participation in production planning and installation procedure card development.

The Contractor shall include Government approved inspection “hold-points” within the production and installation process.

The Contractor shall support Government Physical Configuration Audits (PCA) for each modified aircraft with Installation, Check-Out installation, and checkout (INCO) inspection hold-points. After INCO inspection and successful PCA verification, the Contractor shall notify Government inspectors of all aircraft physical configuration changes within 48 hours.

The Contractor’s Production Plan shall identify all tasks and activities from Work Breakdown Structure Level 1 through and including subsystem INCO.

The Contractor’s Production Plan shall include the installation of unincorporated pre-award TCTOs on aircraft inducted for the MSS+ effort.

The Contractor’s Production Plan shall provide scheduled time for incorporation of post-award TCTOs.

The Contractor shall include all TCTOs with the contractor’s Configuration Management Plan

(CMP).

The Contractor shall develop and submit to the Government a comprehensive aircraft induction checklist for each aircraft planned to be delivered to the Contractor for post baseline production, missionization, NextGen COMSATCOM installation, etc. (CDRL A014 AIRCRAFT INDUCTION CHECKLIST). This checklist shall serve as the basis for the aircraft induction preparation process including the IRR (CDRL A002 CONFERENCE

AGENDA).

5.9 REQUEST FOR DEVIATION (RFD)

(CDRL A005 REQUEST FOR DEVIATION)

The Contractor shall prepare RFDs.

5.10 CONFIGURATION IDENTIFICATION & REPORTING

(CDRL A006 PRODUCT DRAWINGS, MODELS, AND ASSOCIATED LISTS)

The Contractor shall define the Product Baseline using Engineering Drawings, Specifications and Standards, Provisioning Parts List, Computer Software Configuration Items, Engineering Analysis, Logistics Support Analysis, Operations and Maintenance Manuals and any other documentation required to produce and sustain each deliverable product and service.

5.11 ENGINEERING CHANGE PROPOSALS (ECP)

(CDRL A007 ENGINEERING CHANGE PROPOSALS & SUPPLY ITEM CHANGE

RECORD)

The Contractor shall submit all contractor-proposed ECP(s) to the Government for approval.

5.11.1 TCTOs

TCTOs are defined as instructions provided to modify military systems or commodities within specified time limits, initiate special one- time inspections, or impose temporary restrictions on systems or equipment. They typically include mechanical and/or electrical labor and associated materials. Due to the nature of TCTOs, they are difficult to predict. Each published Coast Guard TCTO includes a labor hour estimate of what it would take Coast Guard personnel to perform the effort. The contract includes all labor required to complete up to 1,000 Coast Guard labor hours of TCTO effort for each aircraft undergoing MSS+ missionization. While a TCTO list will be provided by the Government prior to each aircraft induction, it is possible that the Government requests a TCTO be completed after induction. In these cases, the TCTO shall be incorporated so long as the total TCTO effort falls within the Coast Guard labor hour caps established above. This effort is considered as bid into the contract. TCTO effort that exceeds the Coast Guard labor hour caps are considered an O&A labor action. Inspection TCTOs are limited only to the effort necessary to accomplish the inspection process. Any required parts resulting from those inspection findings that is beyond the scope of basic maintenance and aircraft preservation covered under the applicable aircraft modification CLIN are considered an O&A material purchase.

5.11.2 Next Generation Satellite Communications Retrofits (Option)

The Contractor shall procure and install a next-generation satellite communications system on each MSS+ missionization aircraft, upon request, by the designated USCG Contracting Officer (KO).

If requested by the Government, the contractor shall complete production builds, installs, and testing on remaining program of record aircraft within contract period of performance as options for drop-in efforts on non-production HC-130J aircraft.

5.12 SUPPLY ITEM CHANGE RECORD (SICR) PREPARATION AND ROUTING

(CDRL A007 ENGINEERING CHANGE PROPOSALS & SUPPLY ITEM CHANGE

RECORD)

The Contractor shall provide SICR data using form ALC 3200-3 for each replacement part and assembly.

5.13 GOVERNMENT SURVEILLANCE AND CONTRACT QUALITY ASSURANCE

All Contractor installation work shall be subject to Government inspection and approval per the Government inspection hold-points identified in the IMS.

To assure Government inspection and quality assurance hold-points, the Contractor shall provide for Government review and approval, every installation procedure card, to include installation procedure cards are under development or being modified.

All unscheduled and scheduled aircraft repairs and maintenance activities by the Contractor are subject to Government inspection and approval.

The qualifications of all Contractor personnel involved in aircraft under modification shall be subject to the review and approval by the Government IAW COMDTINST M 13020.3A.

The Contractor shall permit Government personnel to photograph the Contractor’s work for Government Quality Assurance.

5.14 AIRCRAFT MAINTENANCE AND SERVICING DURING MODIFICATION

5.14.1 PRE-INDUCTION INSPECTION

The Contractor, in concert with the Government, shall perform a complete aircraft inspection upon arrival of each aircraft at the Contractor’s modification facility noting all aircraft discrepancies. The Contractor shall indicate any missing or excess material identified during the inspection in the DD Form 1149. Both parties must agree on the aircraft’s state of maintenance prior to execution of DD Form 1149 aircraft transfer from the Government to the Contractor.

5.14.2 AIRCRAFT TRANSFER

The Government will transfer the aircraft to the Contractor via DD Form 1149. The DD Form 1149 will also detail aircraft discrepancies found during the Pre-Induction Inspection.

Upon execution of DD Form 1149, the Contractor shall begin aircraft preservation.

5.14.3 AIRCRAFT PRESERVATION

The Contractor shall execute the aircraft’s preservation process IAW Asset Computerized Maintenance System, CGTO 1C-130J-2-13JG-00-1, and USAF TO 1C-130J-17.

5.14.4 SERVICING

The Contractor shall perform fueling and defueling for each aircraft modified under this PWS.

The Contractor shall coordinate with the Government before performing fueling or defueling on any USCG aircraft.

Unless stated as a Government task elsewhere in this PWS, the Contractor shall perform all aircraft servicing such as (items listed are not all inclusive) towing, tire inflation or deflation, liquid oxygen (LOX), lubricant and hydraulic servicing IAW the procedures in Government MPCs.

During the period the aircraft is on-site at the contractor’s facility, the Contractor shall be fully responsible for the execution and documentation of all required maintenance as tracked and dictated by the USCG Asset Computerized Maintenance System (ACMS). This encompasses all scheduled calendar-based and hourly-based maintenance requirements that come due during the on-site period. Furthermore, the Contractor's maintenance responsibilities shall include, but are not limited to, performing all mandatory inspections, routine aircraft cleaning, and the execution of minor repairs necessary to maintain the aircraft's airworthiness and compliance with overarching technical directives. Government Personnel retain responsibility for Quality Assurance and record keeping associated with ACMS.

5.14.5 DISCREPANCY OR DAMAGE REPORTS

The Contractor shall report any aircraft damage to the Government within 24 hours of discovery.

The Contractor shall immediately notify the CG-AIR-A1 PMO and the Fleet Integration Team (FIT) after any accident/incident (including fire) resulting in any disabling injury, fatality, or damage to Government property. Here, “immediately” is defined as the first instance of knowledge that a potential injury, illness, or property damage has occurred. The notification shall include the effect on contract performance. This includes spills and other releases of hazardous materials/waste to the environment (i.e. spills on land, to the water, or in the air).

The Contractor shall provide a mishap/incident investigation report. CG-AIR-A1 PMO will provide further direction and guidance to the Contractor on how to proceed.

5.14.6 AIRCRAFT GROUND OPERATIONS

The Contractor shall perform all aircraft engine operations, auxiliary power unit operations, and ground power unit operations required for systems checkout and testing.

5.14.7 AIRCRAFT DE-PRESERVATION

The Contractor shall execute the aircraft’s de-preservation process IAW Asset Computerized Maintenance System, CGTO 1C-130J-2-13JG-00-1, and USAF TO 1C-130J-17.

The Contractor shall, in conjunction with the aircraft de-preservation process, perform all maintenance activities required to return the aircraft to a flyable state in preparation for post preservation and MSS+ flight testing.

5.14.8 POST-INSTALLATION INSPECTION

After MSS+ installation and checkout, and prior to flight-testing, the Contractor shall, in concert with Government personnel, inspect the aircraft and verify that the aircraft exhibits an operational state comparable to its condition at the time of DD Form 1149 execution.

5.14.9 REPAIRS

Unless stated as a task elsewhere in this PWS, the Contractor shall conduct all aircraft maintenance activities required to maintain the aircraft in a flyable state throughout the MSS+ test period up to DD Form 250 execution.

The Contractor shall repair all aircraft damage that occurs after the pre-induction inspection.

The pre-induction inspection DD Form 1149 will document any pre-existing aircraft damage that is not the responsibility of the Contractor.

Government Engineering shall approve all deviations from technical and engineering data via the CG-AIR-A1 PMO IAW Government instructions. The Government retains final Engineering Approval Authority for all repairs.

The Contractor shall document all removal/replacement of serial number tracked components for data entry in the Asset Computerized Maintenance System, IAW Aeronautical Engineering Maintenance Management Process Guide, and USCG Technical Order (CGTO) PG-85–00–

110. The USCG must review the aircraft configuration report for accuracy prior to Functional Check Flight (FCF) and maintained through DD 250 form execution.

The Contractor shall ensure that maintenance records, forms, and publications applicable to each aircraft are updated to reflect maintenance accomplished and current status of aircraft IAW guidance in this PWS.

5.15 POST-MODIFICATION GOVERNMENT ACCEPTANCE TESTING

5.15.1 FUNCTIONAL GROUND TEST

The Contractor shall conduct applicable MSS+ and NextGen COMSATCOM functional ground tests after completion of INCO testing IAW the Minotaur Mission System Suite Functional Test Plan 60037.14.001 and applicable BU8.1 procedures provided by the FIT. The functional ground tests consists of both subsystem and system level tests.

After successful Contractor functional ground testing, and repair of any outstanding damage or discrepancies, the Contractor shall release the aircraft to the Government for safety of flight

Ground and Flight Checks.

5.15.2 FUNCTIONAL CHECK FLIGHT (FCF)

The Government will conduct an aircraft FCF in accordance with 135125.1 ACCEPTANCE OR FUNCTIONAL CHECK FLIGHT PROCEDURES prior to the start of MSS+ and NextGen COMSATCOM flight- testing. The Government will not test the MSS+ and NextGen COMSATCOM in this phase.

5.15.3 MSS+ FUNCTIONAL VERIFICATION TEST

The Government, with Contractor observers as required, will conduct ground MSS+ and NextGen COMSATCOM Functional Verification Tests, in accordance with the ATC Mobile Minotaur Job Guide, of the installed MSS and NextGen COMSATCOM systems per the Government approved IMS prior to the start of acceptance test flights.

5.15.4 SYSTEM ACCEPTANCE TEST (SAT)

(CDRL A008 TEST/INSPECTION REPORT)

The Government, with Contractor observance (as required), will conduct an MSS+ and NextGen COMSATCOM in-flight System Acceptance Test (SAT) IAW the Minotaur Mission System Suite Functional Test Plan and applicable BU8.1 procedures. Each individual SAT test will exercise a particular operating condition of the MSS+ and NextGen COMSATCOM system’s features and BU8.1 systems affected by the MSS+ modification.

5.15.5 AIRCRAFT ACCEPTANCE

Upon completion of SAT the Contractor shall execute a DD Form 250, noting any acceptance exceptions or contractual withholds.

5.16 CONFIGURATION MANAGEMENT PLAN (CMP)

(CDRL A009 CONFIGURATION MANAGEMENT PLAN)

The Contractor shall maintain configuration control of the aircraft and Mission System and NextGen COMSATCOM while undergoing modification, and shall provide configuration documentation.

5.17 CONFIGURATION STATUS ACCOUNTING (CSA)

(CDRL A010 CONFIGURATION STATUS ACCOUNTING)

The Contractor shall document all baselines, ECPs, TCTOs, deviations and waivers in the Contractor CSA database.

5.18 DATA MANAGEMENT

(CDRL A011 DATA MANAGEMENT PLAN)

The Contractor shall submit a Data Management Plan for Government approval.

The Contractor shall provide a secure, Internet-accessible, Data Management System for the submission, maintenance, and tracking of data deliverables, all configuration information, and related correspondence.

Excluding scheduled maintenance, the Contractor’s Data Management System shall exhibit 99% availability for approved Government personnel.

5.19 TECHNICAL DATA PACKAGES (TDP)

(CDRL A009 CONFIGURATION MANAGEMENT PLAN)

The Government will supply the Contractor with the MSS+ TDPs.

The Contractor shall maintain TDP configuration control IAW the Contractor’s CMP.

The Contractor shall update and deliver a final, post-production TDP following delivery of each missionized aircraft accurately reflecting all changes or modifications representing all changes to the missionization production GFI TDP(s).

The Contractor shall develop and deliver technical documentation updates for the procurement, operational procedure cards, and MPCs of the MSS+ and NextGen COMSATCOM as required by changes incorporated during aircraft modification.

The Contractor’s final TDP delivery shall encompass all technical data such as models, drawings, associated lists, a Consolidated Bill of Materials, specifications, standards, performance requirements, Quality Assurance Procedures, software and hardware documentation, and packaging.

The Contractor shall provide production-level TDP outputs and formats which align with Level III, Product Design Data, and TDP requirements.

5.20 DATA RIGHTS

The Contractor shall grant the Government unlimited data rights in the reuse, duplication, and distribution of the delivered and modified MSS+ and NextGen COMSATCOM content, technical documentation, and all processes, procedures, techniques developed with Contractor performance. These unlimited rights in technical data shall extend to all Contractor technical data developed with this contract regardless of Government CDRL requirements.

5.21 OVER AND ABOVE (O&A)

Over and Above CLINs are incorporated to enable the Contractor to perform work required on the aircraft that has been determined by the Contracting Officer (KO) and the Contracting Officer’s Representative (COR) to not be in the scope of the applicable aircraft modification

CLIN.

Examples of work requiring utilization of an O&A Labor CLIN includes, but is not limited to, the list below:

a. The Terms and Conditions of the contract call for inducted aircraft to be of a type suitable for the intended missions, and have relatively the same configuration (layout, installed equipment, etc.). Any variances in aircraft configuration requiring additional efforts by the Contractor to complete the modification are considered out-of-scope of the applicable aircraft modification CLIN and are to be handled as an O&A action.

b. Each aircraft modification CLIN is for the modification, basic maintenance and preservation of the aircraft only. Any additional efforts beyond this (i.e. unscheduled maintenance, associated additional preservation, major required repairs, additional modification, etc.), discovered during modification and requiring Contractor follow-on work is considered an O&A action.

Examples of work requiring utilization of an O&A Material CLIN includes, but is not limited to, the list below:

a. Purchasing and supplying fuel for the USCG aircraft at the Contractor’s facility in the event the aircraft US Govt Air Card and/or GSA Smartpay card are unavailable.

b. Any variances in aircraft configuration requiring additional minor component purchases, whether to mitigate Diminishing Manufacturing Sources (DMS) or by the Contractor to complete the modification are considered out-of-scope of the applicable aircraft modification CLIN and are to be handled as an O&A purchase.

c. Each aircraft modification CLIN is for the modification, basic maintenance and preservation of the aircraft only. Any additional parts required beyond this discovered during modification and requiring the Contractor to order additional parts is considered an O&A purchase.

5.21.1 SPECIFIC O&A TASKING

Specific Engineering O&A tasking will be dispensed IAW the O&A process described below.

In general, the process for the approval of proposed Engineering O&A work is similar to that for hands on labor O&A work and is as follows:

a. When it is believed that an O&A condition exists, the Contractor will document the condition via a Discrepancy Report (DR) and submit to the on-site USCG Fleet Introduction Team (FIT) lead to review and assess the proposed O&A action.

b. The USCG FIT will have “first right of review” of all potential O&A work and will forward the DR to the COR for subsequent endorsement.

c. If the proposed O&A work is not required or is covered under an existing aircraft modification CLIN, the DR will be rejected.

d. The KO, with coordination through the COR and the USCG FIT, will provide final contractual direction to the Contractor regarding disposition of O&A work, to include the number of labors hours allotted by the Contractor to complete the work.

5.21.2 O&A GOVERNANCE

O&A efforts should be governed by the below references:

a. DFARS 242-302 Contract Administration Office Functions

b. DFARS PGI 242-7401 Technical Representation at Contractor Facilities

c. DFARS 252.217-7028 Over and Above Work

5.21.3 O&A LEVEL OF ENGAGEMENT

The USCG FIT will conduct inspection activities based on FAR, USCG instructions, and contract / delegated requirements.

The Contractor will inform the USCG FIT of operational, safety, technical and logistical matters concerning the MSS+ Program where possible to ensure USCG timely support to the team.

5.21.4 O&A ADMINISTRATION

The Contractor will include O&A efforts as part of the weekly aircraft status report via e-mail to the USCG documenting the status of each aircraft in the Contractor’s care and custody.

The Contractor shall in all cases, obtain USCG FIT approval of Discrepancy Reports (DR) prior to submission to the USCG and the USCG Contracting Officer for signature.

As a minimum, the Contractor must assure there is adequate documentation in the DR of the following:

a. Tail number of affected aircraft.

b. The nature, location, and extent of the defect in sufficient detail to permit USCG evaluation.

c. The proposed repair action or actions required to correct the defect.

d. The estimated cost of repair (to include material costs and labor hours required to complete the repair).

e. Verification that the defect has been corrected for those DR’s authorized for work by the USCG FIT and USCG Contracting Officer.

5.21.5 O&A GOVERNMENT PROPERTY ADMINISTRATION

The USCG FIT will provide oversight of Government Property and the Contractor’s Property Management System IAW FAR 52.245-1 (Government Property).

5.21.6 O&A QUALITY ASSURANCE (QA)

The Contractor will coordinate QA activities and oversight of O&A activities, and respective contractual quality clauses, notifying the USCG FIT of any surveillance adjustments.

The USCG FIT will provide expertise to the Contractor during the MSS+ Program. The USCG FIT assistance includes, but is not limited to, providing technical recommendations on aircraft and MSS+ issues and discrepancies; USCG aircraft maintenance and repair procedures; and expedited procurement of parts and materials necessary to support the repair/replacement of parts to preserve the MSS+ program schedule and ensure aircraft integrity.

5.21.7 CONTRACT O&A LINE EXECUTION

When an O&A condition occurs, the Contractor will document the condition electronically or manually on a DR.

After the DR is prepared, the Contractor will notify the USCG FIT to review and assess the proposed O&A action.

The USCG FIT will have “first right of review” (defined as the USCG will have the opportunity to coordinate on documentation before submittal to CG-AIR-A1 by the Contractor) of all potential O&A discrepancy reports.

The USCG FIT will advise the Contractor regarding interpretation of the MSS+ Program requirements and other technical information related to proposed O&A actions.

If the proposed O&A action is not required or is covered under an existing CLIN, the DR will be rejected.

The USCG Contracting Officer, with coordination through CG-AIR-A1 and the USCG FIT, will provide final contractual direction to the Contractor regarding determination and assignment of O&A’s, Work, No Work (NW), Noted but Not Corrected (NBNC) or Rework (RWK) categories to each O&A action within a reasonable amount of time.

A supplemental DR shall be used when additional hours are required on an existing DR due to an increase in scope, but the original CLIN has insufficient funds to support the increase in hours.

The Contractor shall generate a supplemental DR utilizing a CLIN that is appropriate for the work performed and with sufficient funding to support the additional scope of work required. The supplemental DR shall reference the original DR and include the justification for the additional hours. The supplemental DR will require CG-AIR-A1 negotiation and approval of estimated hours.

5.21.8 OVER & ABOVE FUNDING

The USCG Contracting Officer will establish not-to-exceed funding allotments on the O&A CLIN as required through applicable contract modification(s).

Approved O&A work processed IAW Section II (5) of this MOA will be funded against the O&A CLIN(s).

An O&A log will be established and maintained by the USCG to track approved work, associated funding against the approved work, and to ensure that adequate funding is available on the O&A CLIN prior to approval of new O&A work by the USCG.

Once 75% of the funding allotment on the O&A CLIN has been authorized for approved O&A work, the USCG will assess whether to provide additional funding or if the current remaining funding is sufficient to complete the contract and/or deliver the aircraft.

Should O&A funding not be provided or is provided in amounts less than what is required to complete the O&A work, the Contractor acknowledges that it is not obligated to continue O&A work or otherwise incur O&A costs in excess of the amount that has been allotted to the O&A CLIN by the USCG.

6.0 OTHER REQUIREMENTS

6.1 AIRPORT AND FACILITY REQUIREMENTS

The Contractor’s facility location shall enable the taxing or towing of aircraft to the Contractor’s modification facility after aircraft landing and arrival. The landing and arrival airport shall meet the requirements of Sub Part D, Operations, of FAA Federal Aviation Regulations (FAR) Part 139 (does not have to be Part 139 certified) such that aircraft undergoing modification can be taxied or towed into position for ground engine runs, testing, departure preparation, and takeoffs.

The airport must possess certified Instrument Approach Procedures meeting the requirements of FAA FAR Part 97, Standard Instrument Procedures.

The airport must have an FAA certified precision approach to a runway no less than 6000 feet in length and 150 feet in width. Runway(s), taxiway(s), and ramp(s) shall be rated for a single-tandem gear aircraft with a maximum gross weight of 155,000 pounds.

The airport must have an operating control tower, operating Flight Service Station (FSS), or operating Aeronautical Advisory Station (UNICOM) for all C-130J aircraft arrivals and departures. If the airport does not have an operating tower or FSS, it must have an Automated Terminal Information System or similar capability to provide accurate weather conditions for the landing runway.

The airport must provide a capability for the tower, FSS or UNICOM to maintain radio communication with the aircraft during all ground operations, such as taxi, take-off, and landing, and be able to alert the firefighting and medical facilities in the event of a mishap.

The Contractor’s modification facilities shall be Ground and Flight Risk (GFR) compliant in accordance with COMDTINST M13020.3 within 120 calendar days of contract award.

If the Contractor is determined to be non-compliant with COMDTINST M13020.3, the Contractor shall provide a risk mitigation plan for Government review detailing the steps required, including implementation dates, to become GFR compliant prior to the induction of the first aircraft for MSS+ installation.

The Contractor shall allow unescorted access for Government and Government support contractors to the aircraft and areas of the aircraft modification facility throughout the contracted effort where MSS+ work is being performed, to include access to hangar(s), flight lines, and other support and storage facilities.

All hangar spaces utilized for the storage, maintenance, and missionization of the HC-130J aircraft shall be fully climate-controlled. The Contractor must maintain regulated temperature and humidity levels within the hangar to ensure proper aircraft preservation, protect sensitive Minotaur Mission System Suite (MSS+) electronic components during installation, and prevent environmental degradation while the aircraft are in an open or disassembled state.

6.2 OFFICE WORKSPACE REQUIREMENTS

The Contractor shall provide suitable office area for transient Government project personnel (e.g., CG-AIR-A1 PMO, flight or maintenance crews, etc.), and an on-site Government staff of minimum two at the site at all times but ability to support up to ten persons collocated with the aircraft modification facility.

The Contractor shall provide on-site Government office area that has the following minimum characteristics:

1. 1100 ft2 (100 ft2 per person + 100 ft2 (common locker spaces) provided as single or multiple rooms with heating and air conditioning, private and securable.

2. Sufficient electrical power and outlets to support desktop or laptop computers and desk lamps for each desk.

3. Necessary furniture required to perform daily administrative tasks and program office functions (desks, chairs, bookshelves, file cabinets, white boards, etc.).

4. Wall lockers for flight equipment and flight suit storage.

5. High-speed Internet access for each desk that will enable Government users to access the USCG Data Network via Virtual Private Network (VPN) client.

6. The Internet access end-point within the Government office area shall provide an average minimum of data throughput of 50 Mbps.

7. Internet services shall be “business-class” services.

8. Networked copy/print/fax service with separate fax line (number) for the office space interoperable with networked Government computers.

9. Desk Telephones with Public Switched Telephone Network access.

10. The office area shall be located within 100 meters of suitable, cleaned, and furnished restroom facilities.

11. The office area shall be located within 400 meters of the aircraft modification facility.

12. Parking spaces for USCG personnel shall be located within 400 meters of the office space.

The Contractor shall provide consumables (i.e. paper, pens, notebooks, etc.) for on-site Government office area.

6.3. CONTRACTOR FURNISHED EQUIPMENT/PROPERTY (CFE/CFP)

Unless otherwise stated, the Contractor shall furnish all equipment, property, and personnel required to support MSS+ and NextGen COMSATCOM installations and aircraft maintenance activities.

The Contractor shall provide oil and other lubrication products needed to support the aircraft during MSS+ ground operations and flight test.

The Contractor shall provide an on-site bonded, climate-controlled storeroom for Government equipment. The Contractor shall separate storage of GFE material from CFE.

The Contractor shall provide aircraft physical security while in…