National Engine Support Contract 2

Concepts

• aircraft engines
• bristol
• easa
• national engine support contract
• tp400 engine
• service support services
• unique tp400 engine
• engine repairs
• needs of the tp400 engine pass
• cyber risk profile

Location

RAF Brize Norton

Description

The provision of in-service support services at Maintenance Levels 1 and 2 for the TP400 engine on the A400M aircraft. This will be a 60-month contract with options totalling a further 5 x 12 months.

Total Quantity or Scope

In order to meet the requirements of the contract access to a fully accredited TP400 Engine Uninstalled Test Facility is required. This is a unique item of infrastructure designed specifically to meet the needs of the TP400 Engine Pass Off Test requirements. Unique TP400 Engine Turn Over Stands are also necessary to perform engine repairs, in addition to a Maintenance Level 2 Repair Facility for the TP400 engine which is certified by the European Aviation Safety Agency (EASA). The Cyber Risk profile for this requirement, identified by the Cyber Risk assessment, is “Very Low” (reference – RAR-585582593).

Award Detail

Renewal Options

5 periods of 12 months.

CPV Codes

• 50211212 - Aircraft-engine repair services

Indicators

• Options are available.

Legal Justification

The contract will be placed using the Negotiated Procedure without Prior Publication of a Contract Notice pursuant to Regulation 16(1)(a)(ii) of the UK Defence and Security Public Contracts Regulations 2011 for technical reasons. There is a strict technical impractically for any other economic operator to achieve the required goals in the required timeframe, as they would need to develop the facilities, train personnel, access design data, tools and expertise, including reach back to EuroProp International (EPI) the TP400 OEM and Design Organisation (DO) to be able to provide support. Rolls Royce PLC are the only UK organisation to have a fully accredited TP400 Engine Uninstalled Test Facility, an EASA/CAA certified ML2 Repair Facility with a number of installed Turn Over Stands and the associated technical knowledge to support the operational availability of the UK MOD’s fleet of TP400 engines. It would take a significant amount of time for another economic operator to build up the specialist knowledge and tools/facilities to undertake the activities required to deliver the requirement under NESC2 which would transfer an intolerable operational/safety risk to the UK MOD. It would not be possible to ensure that another economic operator could be sufficiently qualified within the requisite timeframes as it would take time to obtain the necessary EASA/CAA approvals and train/develop staff to the requisite level of experience on TP400. Similarly, another economic operator would not be able to obtain their own test facility and EASA repair facility in the required timeframes. Furthermore, even if an economic operator was able to obtain the necessary approvals, experience, and facilities to deliver the requirement, RR are part of the EPI JV which contains specific workshare arrangements between the four Partner Companies.