Commander, U. S. Army Aviation & Missile Command, Acquisition Center, Building 5308, Redstone Arsenal, AL 35898-5280

B -- UH-1 TABLE OF ALLOWANCE (TDA) OUTSOURCING SOURCES SOUGHT SYNOPSIS (SSS) MEDICAL EVACUATION SUPPORT TO FT RUCKER, ALABAMA DUE 061600 POC John Kilpatrick, (256) 842-7507, or Wally Newcomb, (256) 955-8769 The purpose of this Sources Sought Synopsis (SSS) is to announce that the US Army Aviation and Missile Command (AMCOM), Huntsville, AL is soliciting potential contractors to furnish general capability and price information for providing light to medium helicopter aircraft support at the locations described in this synopsis. The intent of this synopsis is to survey the market for the overall effectiveness of replacing military UH-1 helicopter Table of Allowance (TDA) aircraft with civilian contracted aircraft. Our specific objective is to collect data to investigate the financial and materiel feasibility of outsourcing TDA aircraft by civilian firms. The contemplated outsourcing effort is a 2-5 year contract or combination of contracts. This SSS is an expression of interest only and does not commit the Government to the obligation of funds. Organizations submitting data may be invited to submit full technical and cost proposals in the future. No contract will be awarded as a result of this market survey, which is for information purposes only. The following are current criteria of interest: The Department of Defense (DOD), as the customer of airlift services, expects an air carrier to meet safety, operational, and maintenance standards established by the applicable Civil Aviation Agency Regulations (CARS). Accordingly and as required by US Public Law 99-661, the DOD has established a set of air carrier quality and safety requirements that reflect the type programs and practices the DOD seeks form air carriers or operators airlifting DOD resources. The Department of Defense (DOD), as the customer of airlift services, expects an air carrier to meet safety, operational, and maintenance standards established by the applicable Civil Aviation Agency Regulations (CARS). Accordingly and as required by US Public Law 99-661, the DOD has established a set of air carrier quality and safety requirements that reflect the type programs and practices the DOD seeks form air carriers or operators airlifting DOD resources. The vendor is required to be United States Federal Aviation Administration (FAA) certified. All aircraft must be listed on Air Carrier's Certificate, and flight crews must be trained, qualified, and scheduled in accordance with Federal Aviation Regulation (FAR Part 135) rules. This applies even when the contracted operations fall under FAR Part 91, or other FAR. In addition, air carriers shall comply with the following: Operations: Pilots are responsible for computing and documenting the weight and balance. Companies responsible to maintain 30 days of documentation for all DOD flights to demonstrate compliance with the flight locating requirements of FAR 135.79. The contractor will maintain a FM base station radio to receive mission notification and hazards maps, route information and flight frequencies. The contractor will update and keep all flight operations data current. Aircrew Requirements: A pilot-in-command (PIC) and second-in-command (SIC) must be used for all aircraft certified for two-pilot crew,or having seating configuration for ten or more passengers. Also when the aircraft is operated under Instrumental Flight Rules (IFR), PIC and SIC must have 250 hours of combined experience in their respective positions in the type of aircraft being operated. PIC's SIC time does not count towards the 250 hour requirement. The PIC must have 1500 hours total pilot time and have logged 100 hours PIC time in the past 12 months. The PIC must have at least 10 takeoffs and 10 landings, and 50 hours in the type and model aircraft being operated. The PIC will hold an Airline Transport Pilot (ATP) rating for any FAA Part 135-operations requiring ATP rated pilots. The PIC and SIC shall be IFR qualified i.e., both shall hold a commercial instrument rating for all DOD flights regardless of the weather or type of flight plan filed. Both Pilots shall meet the currency requirements of FAR 135.165. The PIC shall have a current FAR 135.293 instrument proficiency check and a current FAR Part 135.293 competency check. The SIC shall have a current FAR 135.293 competency check to include as a minimum one precision approach, one non-precision approach, and one missed approach. The SIC must meet the instrument currency requirements of FAR 61.57c. The SIC must take the instrument check for the type of aircraft assigned, and if assigned more than one aircraft, the SIC will be given alternately checks between the types of aircraft. Medical crewmembers must have and maintain a national registry accreditation equal to the National Registry EMT Paramedic and/or CAAMS certification. Aircrews must be qualified and current in flight with Night Vision Goggles equal to or great than the U.S. Army Night Vision Goggle Qualification found in Aircrew Training Manuel TC 1-211, chapter 2. Aircrews must have Introduction to NVG, Night terrain interpretation, NVG ground and air safety, Night tactical Ops, NVG Navigation, Aircraft Mod requirements, Vision, depth perception, and night vision orientation. To maintain NVG currency Aviators must fly 1 hour every 45 days, Non-Rated Crewmembers (NRC) must participate in flight 1 hour every 60 days. Additionally Aviators must fly 9 hours every semi-annual period. NRC must fly 5 hours every semi-annual period. Aircrews will have familiarization training in both over-water flight and water survival training. Crew rest requirements will be equal to or greater than U.S. Army requirements. Aircraft: It is required that the aircraft meet IFR performance requirements of FAR 135.181and FAR 135.165, and is turbine powered. The aircraft will be maintained in a good state of repair. Each aircraft will have a complete set of aeronautical charts, and approach plates (for each required pilot) covering the area of operations. The aircraft will have first-aid kit and emergency equipment, accessible to the passengers and appropriate to the environment of operations. Each aircraft will have approved life preservers for over-water flights and helicopters will have emergency flotation gear (pop-out) or standard flotation gear (fixed floats) in accordance with FAR Part 91.205b(12). Aircraft operated single pilot will possess a directional gyro, artificial horizon, rate of turn indicator, vertical speed indicator, one type of FAA-approved navigation equipment (such as an automatic direction finder (ADF) receiver system, with ADF indicator; VOR; GPS/Loran, etc.), one ATC transponder, an emergency locator transmitter (ELT), at least one Very High Frequency (VHF) receiver and transmitter. Aircraft operated with two pilots shall be equipped for IFR operations and possess two independent navigation systems suitable for the location served. At least one navigation system will include VOR/DME capability, dual VHF receivers and transmitters, capability to perform a precision approach other than a GCA, a transponder, and emergency procedures checklist. The SIC position must include the ability to manipulate all primary and auxiliary flight controls, lift/drag devices, landing gear, airspeed indicator, altimeter, artificial horizon, gyroscopic direction indicator or equivalent, and an independent navigation system. The cargo portion of the helicopter shall be configured as a medical evacuation platform capable of carrying at least one litter patient. Aircraft will be required to have FM and UHF capability in order to de-conflict traffic at Remote Training sites (landing zones), stage and base fields, and to maintain traffic awareness along prescribed routes. All Fort Rucker aircraft announce intentions and report air traffic control points (ACP) on the FM radio. Some stage fields only operate on UHF frequencies. Aircraft will be required to have a civilian band radio to communicate with hospitals and emergency services organizations. The aircraft will need the ability to transport 2 litter patients and space to provide enroute care. Aircraft accidents will characteristically involve two or more personnel. Hoist recovery capability is a requirement for one of the 1st up or 2nd up aircraft. The area of operations for Fort Rucker has numerous areas of dense forestation that would be inaccessible in a timely manner by ground vehicles. Without a hoist, rescue personnel may be required to hike in from a great distances if no landing areas are immediately available. Additionally, live fire training occurs over the impact area. If an aircraft went down in the impact area the MEDEVAC aircraft would be at risk if it landed in the impact area. The following items are the contractor's responsibility at contractor's location: Crew certification; aircraft certification; crew payment; aircraft and business insurance; fuel; maintenance; maintenance facilities; aircrew equipment and uniforms; aircrew and maintenance training; and aircraft facilities. Requirements for special training to execute unique military missions will be addressed on a case-by-case basis. The vendor will provide for additional medical liability insurance for all medical personnel. Location: Fort Rucker, Alabama. Seven (7) UH-1V helicopters are located at Fort Rucker, Alabama. Mission: The current missions are response to all training aircraft Precautionary Landings (PLs) at other than operational airfields and stage-fields, response to all PLs declared prior to landing safely at operational airfields and stage-fields, response to all aircraft damaged during training, prior Aviation Branch Safety Office (ABSO) notification of incidents, transport security guards to down aircraft, transport down aircrews to hospital, notify Fort Rucker Crash Rescue of status of downed aircraft, response to PLs at secure airfields where medical assistance is required, provide U.S. Army Aeromedical Center Commander support, transport crews back to downed aircraft after being released by ABSO and hospital. The current MEDEVAC aviation support provides 1st up and 2nd up Aero-Medical Evacuation aircraft that requires one rotary aircraft, aircrew, and two crash rescue specialist for 1st up and one crash rescue specialist for 2nd up on the airfield for 24-hour standby, with a second rotary aircraft and crew on 30-minute recallfor subsequent medical evacuation missions. Primary mission is for field medical evacuation and patient airlift transfer support for the military installation and its training ranges. All three locations have an airfield that is IFR capable with 24-hour base operations and weather advisory support. The mission at Fort Rucker also requires aircraft crash rescue support to the Army Aviation Training Center and will require an operational rescue hoist (certification and/or interim waiver) and some selected force entry and special equipment. . Missions will require aircrews to perform NVG operations for tactical field site pickup and hoist rescue operations. Requirements: It is desirable that contractors have and maintain an accreditation certification by the Commission on Accreditation of Air Medical Services (CAAMS) for all aero-medical missions. Aero-medical aircraft will have EMI tested and FAA approved medical equipment to include: Airway management kit, portable oxygen capability (non-disrupted oxygen flow when transferring patient) adult/pediatric cardiac monitoring, fetal heart monitoring, vital signs monitoring, defibrillation capability, pulse rate monitor, neonatal/pediatric/adult manual resuscitator, invasive cardiovascular pressure monitoring, infusion pump(s) for intravenous and tube feedings, neonatal transport system/incubator, skeleton traction device, child car seat. The aero-medical helicopter will allow a minimum of two stretcher or litter (19" wide and 73" long) to be loaded and provide medical aircrew with clear view and access to patient's body. As noted above, the Fort Rucker mission will require a certification request for a rescue hoist and some selected crash entry equipment. Crash rescue specialist must be trained with an equivalent school as the Lewis F Garland Firefighter School in San Angelo, Texas to include firefighting, crash rescue and hazardous materiel handling. Each crash rescue specialist will be EMT qualified. Submission Requirements: Interested business sources that can provide the requirements in accordance with the description above are invited to submit information on their capabilities and standard commercial prices as these relate to the above requirements. Organizations are requested to submit data in an 8 1/2 x 11 spiral bound notebook with table of contents. Company name and logo should appear on the cover with primary point of contact. The notebook data should include: brief description of corporate capability to provide safe flight services per stated requirements, company name, address, mailing address, phones, fax, and email. This SSS is an expression of interest only and does not commit the Government to the obligation of funds. Questions should be submitted to John Kilpatrick, (256) 842-7507 or at the mailing or electronic addresses listed below: WHEN AND WHERE TO SUBMIT: Interested sources are requested to submit a package no later than 3:00 p.m. local time on 16 June 2000 to the following address: U.S. Army Aviation and Missile Command, AMSAM-AC-SA-H, Bldg. 5308, Attn: John Kilpatrick, Redstone Arsenal, AL 35898-5000. Electronic responses and questions are acceptable. The website address is " http://www.uh1transitions.redstone.army.mil ". This SSS is a data call only. The Government will not pay for any materials provided to it in response to this synopsis and submittals will not be returned to the sender. Posted 05/15/00 (W-SN454745). (0136)

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