TSA Gold+ COMMERCIAL SERVICES IDIQ CONTRACT SOLICITATION

This federal solicitation (No. 70T05026R5900N005) is for the TSA Gold+ Commercial Services program, a multi-award, Indefinite-Delivery Indefinite-Quantity (IDIQ) contract. Spanning a ten-year ordering period starting September 28, 2026, the contract has a minimum guarantee of $5,000 per contractor and a maximum ceiling of $12.9 billion. The program requires turnkey security screening solutions, equipment maintenance, and a skilled workforce to screen passengers and baggage at participating Screening Partnership Program (SPP) airports. Under the contract's firm-fixed-price structure, contractors can earn performance-based incentives of up to 12% above base prices for exceeding metrics in security, efficiency, and customer service. Performance will be rigorously monitored through monthly reviews, third-party audits, and random assessments to ensure security levels equal or exceed federal screening standards. Key compliance and administrative requirements include: * **Security & Personnel:** Staff must undergo federal suitability vetting, obtain SIDA and PIV credentials, and complete 12 hours of annual mandatory training. * **Operations & Continuity:** Contractors must maintain a written Continuity of Operations (COOP) Plan, participate in annual exercises, and provide surge capacity within 48 hours of a declared national emergency or contingency event. * **Logistics & Information:** Strict packaging, marking, and barcode tracking protocols apply to Transportation Security Equipment (TSE). Contractors must also comply with federal guidelines for safeguarding Sensitive Security Information (SSI) and Controlled Unclassified Information (CUI). * **Invoicing:** Invoices must be submitted monthly through the electronic Invoice Processing Platform (IPP) partnered with the U.S. Coast Guard Finance Center.

This Performance Work Statement (PWS) outlines the requirements for the Transportation Security Administration’s (TSA) Gold+ initiative. This transformative program shifts TSA's role from operational screener to security regulator, allowing airports to opt-in to a privatized, turnkey screening ecosystem. Selected contractors must deliver and manage both advanced screening technologies and a highly skilled workforce to secure passengers and property. Key contractor responsibilities span program management, technology implementation, and security screening services. Contractors must design an Operations Management Plan covering staffing, training, equipment maintenance, and financial viability. Technology solutions must align with TSA's open architecture objectives, cybersecurity policies, and technical standards, ensuring systems maintain a secure Authority to Operate (ATO). Screening services must meet or exceed the performance levels of federal personnel, complying with all TSA Standard Operating Procedures. Excluded services include Canine (K9) teams and explosives specialists, which remain federal responsibilities. The PWS establishes strict performance and compliance metrics to ensure operational outcomes, monitored via a Quality Assurance Surveillance Plan. To drive excellence, the contract features a structured financial incentive and disincentive program based on monthly metrics like threat detection rates, wait times, and customer satisfaction. Additionally, the contractor must demonstrate a financial security mechanism (such as an escrow account or letter of credit) to fund 180 days of continued operations, ensuring seamless continuity during potential transition periods.

This document outlines the Outcome-Based Performance Metrics and Compliance Objectives for a TSA Screening Partnership Program (SPP) contractor. It details the performance standards, surveillance methods, and financial incentives or disincentives tied to airport screening operations, workforce performance, checkpoint management, and customer service. Key performance metrics include threat detection rates, selectee find rates, passenger wait times (under 30 minutes for standard lanes and under 10 minutes for PreCheck), and officer image interpretation. Contractors can earn a monthly invoice bonus of 5% to 10% by exceeding specified targets across eight monthly metrics, and an annual 2% bonus for meeting customer satisfaction and innovation goals. Conversely, failing to meet baseline standards across ten designated monthly metrics results in financial penalties, ranging from a 2% to 6% credit back to the TSA, alongside corrective action plans (CAPs) or potential contract termination. Additionally, the document mandates strict compliance objectives (typically requiring 100% compliance) for equipment maintenance, training, cybersecurity, continuity of operations (COOP), and data reporting. It also tracks informational data points, such as equipment reliability (MTBCF, MTTR), lane throughput, and incident rates, to monitor overall operational health and continuous improvement.

This document is a federal Contract Data Requirements List (CDRL) utilizing FAA Template No. 59 under OMB Control No. 2120-0595. It establishes the reporting requirements for an Engineering Change Proposal (ECP) associated with an Explosives Detection Systems contract. Issued by the Office of Acquisition and Program Management (OAPM), the CDRL dictates that the contractor submit ECPs under the authority of Data Item Description DI-L-003, as referenced in Statement of Work (SOW) Section 3.4.3.1. Submissions are required on an "as needed" basis (ASREQ), with revisions provided as required (R/ASR). Submittals require approval from the OAPM Configuration Manager. If a submission is disapproved, the contractor must revise and resubmit it within 30 calendar days after receipt of comments (DARC). Deliverables must be submitted electronically in Microsoft Office or Adobe PDF format. Soft copies are to be distributed to the Contracting Officer (CO), Contracting Officer's Technical Representative (COTR), and the OAPM Configuration Manager. Additionally, the contractor must maintain an electronic version of the deliverables, making them accessible to the Transportation Security Administration (TSA) for one year following the contract's end date. The reverse side of the form provides standardized instructions and frequency codes for completing the template.

This document is a federal Contract Data Requirements List (CDRL) utilizing FAA Template No. 59 (OMB Control No. 2120-0595) for an Explosives Detection Systems program. The primary purpose of this CDRL is to establish the delivery and reporting requirements for Data Item L007, the Configuration Status Accounting Report. Generated under the authority of Data Item Description DI-L-007 and referenced in Section 3.4.4 of the Statement of Work (SOW), this recurring monthly deliverable is managed by the Office of Acquisition and Program Management (OAPM) and the Transportation Security Administration (TSA). The report requires approval from the OAPM Configuration Manager. In the event of disapproval, the contractor must revise and resubmit the document within 30 calendar days after receipt of comments (DARC). The initial submission is due 30 calendar days after the delivery of the first system unit. Subsequent monthly submissions must be delivered no later than 30 calendar days after each reporting period. Deliverables must be submitted electronically in Microsoft Office or Adobe PDF format to designated recipients, including the Contracting Officer (CO), Contracting Officer's Technical Representative (COTR), and the OAPM Configuration Manager. The contractor is required to maintain an electronic archive of these deliverables for TSA access for up to one year following the contract's conclusion. Additionally, the document provides standardized instructions and code tables for completing the FAA CDRL template.

This federal government document is a Contract Data Requirements List (CDRL) utilizing FAA Template No. 59 (OMB Control No. 2120-0595) for an Explosives Detection Systems contract. The primary purpose of this CDRL (Data Item No. L004) is to establish the submission requirements for a "Request for Deviation" under the authority of DI-L-004 and SOW Section 3.4.3.2. Key requirements and procedures detailed in the document include: - **Approval Authority:** Submittals must be approved by the Office of Acquisition and Program Management (OAPM) Configuration Manager (CM). Disapproved items must be revised and resubmitted within 30 calendar days after receipt of comments (DARC). - **Format and Submission:** Deliverables must be submitted electronically in Microsoft Office or Adobe PDF format. - **Distribution:** Soft copies must be sent to the Contracting Officer (CO), Contracting Officer's Technical Representative (COTR), and the OAPM CM (one copy each). The electronic version must remain accessible to the TSA for one year following the contract's end date. - **Frequency:** Submissions are required on an "as needed" basis (ASREQ) with revisions made as required (R/ASR). The second page provides standard instructions and definitions for completing the CDRL template, including data submittal frequency and submission codes.

This federal contract document is a Contract Data Requirements List (CDRL), utilizing FAA Template No. 59, which outlines the delivery requirements for a Configuration Audit Plan. The deliverable supports Explosives Detection Systems and falls under the authority of Data Item Description DI-L-008 and SOW Section 3.4.5.1. Managed by the Office of Acquisition and Program Management (OAPM), the CDRL requires the contractor to submit the Configuration Audit Plan to the government 30 calendar days before a scheduled Configuration Audit. The OAPM Configuration Manager is responsible for approving the submittal. If the plan is disapproved, the contractor must revise and resubmit it within 30 calendar days after receipt of comments (DARC). Submissions must be delivered electronically in Microsoft Office or Adobe PDF format. One soft copy must be distributed to each of the designated recipients: the Contracting Officer (CO), the Contracting Officer's Technical Representative (COTR), and the OAPM Configuration Manager. Additionally, the contractor must maintain an electronic version of this deliverable, making it available to the Transportation Security Administration (TSA) upon request for one year following the contract's end date. The reverse side of the template provides standardized, detailed instructions and reference codes for completing the CDRL form.

This document, Attachment C, outlines the requirements for Failure Mode Indicator (FMI) Codes used by the Transportation Security Administration (TSA) and Maintenance Service Providers (MSPs). The primary purpose of these codes is to track specific failure causes, analyze failure trends, and record the repair actions and parts required to return Transportation Security Equipment (TSE) to operational status. The deliverable must be formatted as a spreadsheet in MSP format, organized as a failure tree to illustrate the relationships between failures and resolutions. FMI codes must be established for each specific TSE model type and must contain at least three distinct data layers: the observed problem, the root cause of the failure, and the corrective action taken (including any replaced parts). This document is approved for public release with unlimited distribution.

This document contains the official Questions and Answers (Set 1) for the Transportation Security Administration (TSA) Gold+ solicitation (No. 70T05026R5900N005). The procurement is a brand-new, 10-year turnkey requirement aimed at consolidating security screening personnel, operations, and technology management—historically managed by federal staff—into a single prime contractor solution. The solicitation utilizes a two-phase evaluation process. Phase 1 requires offerors to submit non-pricing volumes (Factors 1–5 and Financial Capability) by July 23, 2026, which will result in an advisory down-select. Phase 2—split into Track 1 for IDIQ qualification and Track 2 for specific airport task order awards—will require pricing submissions using templates and Federal Cost Estimates (FCE) released after the Phase 1 evaluations. Key details clarified by the TSA include: - **Contract Type & Value:** Task orders will be Firm-Fixed-Price (FFP) with cost-reimbursable travel. The IDIQ has a $12.9 billion ceiling and a minimum guarantee of $5,000 per awardee. - **Operations & Equipment:** Contractors must own any capital equipment purchased during the contract, adhere to the Acceptable Capabilities List (ACL), and maintain all TSA-owned equipment. TSA will provide 12 months of historical maintenance data at the task order level. - **Staffing & Compliance:** Current federal employees must receive first right of refusal under FAR 52.207-3. Contractors must comply with Aviation Transportation Security Act (ATSA) minimum compensation rates, Buy American clauses, and Facility Security Secret Clearance requirements. Subcontractor experience will be considered during evaluations.

This document is DHS Form 700-23 (12/20), the Department of Homeland Security (DHS) Subcontracting Plan Review Checklist. Its purpose is to assist Contracting Officers (COs) in reviewing and approving prime contractor subcontracting plans to ensure compliance with Federal Acquisition Regulation (FAR) 19.704 before a contract is awarded. The checklist is organized into four main sections: 1. **Plan Identification & Type:** Captures basic contract details (such as contractor, value, and period of performance) and identifies the type of plan being submitted (Individual, Master, or Commercial). 2. **Required Elements (FAR 19.704):** Outlines 15 mandatory statutory elements that must be present for a plan to be considered complete. These include establishing specific subcontracting percentage goals, describing methods for identifying potential small business sources, designating a plan administrator, providing assurances for timely payment, and committing to report performance via the Electronic Subcontracting Reporting System (eSRS). 3. **Goals and Evaluations:** Provides structured tables to track dollar and percentage goals across a base period and up to four option periods. It specifically breaks down targets for various small business categories, including Small Disadvantaged, Women-Owned, HUBZone, Veteran-Owned, and Service-Disabled Veteran-Owned Small Businesses. 4. **Signatures and Approval:** Requiring formal sign-offs from the Component Small Business Specialist (SBS) and the Small Business Administration (SBA) Procurement Center Representative (PCR) before final approval and signature by the CO.

This document provides a representative overview of the data and format that industry partners will receive in future airport-specific task order solicitations under a federal IDIQ contract for passenger screening services. Featuring a hypothetical Category 1 airport, the model is designed to support prospective offerors in effective planning, resource allocation, and proposal development. Key details outlined in the representative profile include: - **Financial Projections:** An estimated 10-year contract value of approximately $190 million, broken down into transition, base, and nine option periods. - **Cost Assumptions:** Funding covers staffing (including base and premium pay, benefits, training, locality adjustments, and passenger growth inflation), technology equipment maintenance and procurement, and consumables. - **Operations and Configuration:** A single terminal layout featuring a seven-lane checkpoint and one checked baggage screening area, serving an annual volume of 3.3 million passengers (including 1.5 million PreCheck). - **Staffing and Labor:** A detailed personnel model scaling from 153 to 187 total screening staff (TSOs, LTSOs, STSOs, and STIs) over ten years, alongside fully loaded hourly labor pay rates. - **Equipment Inventory:** An audit of checkpoint and checked baggage screening technologies, specifying model, quantity, original equipment manufacturer, and average age. - **Historical Throughput:** Detailed monthly and hourly passenger traffic data, highlighting peak operational days, expedited screening percentages, and PreCheck volumes to assist in precise demand and shift modeling.

The Transportation Security Administration (TSA) Test and Evaluation (T&E) Guidebook (Revision 6, August 2024) outlines the standardized procedures, roles, and methodologies used to plan, execute, and report on T&E activities for Transportation Security Equipment (TSE). Aligned with Department of Homeland Security (DHS) acquisition policies, the guidebook supports the DHS Acquisition Life Cycle Framework by providing objective evaluation results to inform key acquisition decisions. The guidebook details the roles of critical T&E personnel, including the System Evaluator, Operational Test Director, T&E Manager, and Qualification Test Director. It emphasizes four core T&E principles: early test involvement, situational tailoring, integrated/parallel testing, and streamlined processes. Additionally, it establishes structured frameworks for developmental, qualification, certification, operational, and acceptance testing, including network integration and baggage system evaluations. Key strategic components defined include the Test and Evaluation Master Plan (TEMP), Evaluation Framework (EF), and System Evaluation Plan (SEP). The document also establishes a tiered process to determine the scope of regression testing required when changes are introduced to previously deployed systems, ranging from administrative updates (Tier 1) to high-impact operational and cyber-resilience changes (Tier 3). Ultimately, this guidebook ensures that security technologies are thoroughly evaluated for operational effectiveness, suitability, and resilience before being deployed to federal transportation security environments.

This document contains the appendices for Version 8.0 of the Transportation Security Administration's (TSA) "Planning Guidelines and Design Standards (PGDS) for Checked Baggage Inspection Systems (CBIS)." It serves as a comprehensive technical reference for designers, engineers, and airport authorities planning, implementing, and testing checked baggage screening systems. The appendices provide standardized submittal templates, reporting formats, and operational guidelines to ensure compliance with TSA requirements. Key components include: * **Appendix A:** Outlines for CBIS training and operations guides, baggage and data flow charts, daily performance reports, and official forms for Request for Variance (RFV), CBIS Change Requests (CCR), and Government Furnished Information (GFI) requests. * **Appendix B:** Generic layout designs for linear and individual carrier-based checked baggage inspection systems. * **Appendix C:** A detailed case study demonstrating baggage demand estimation, alternatives analysis, and quantitative life-cycle cost analysis. * **Appendix D:** Comprehensive protocols for commissioning and evaluation testing, detailing specific introductory, detailed, and system-wide tests (such as bag spacing, tracking, and fail-safe operations). * **Appendix E:** Real-world contingency plan examples from major airports. * **Appendix F & G:** Documentation on risk-based security impacts and federal/industry reference resources. * **Appendix H:** Exhaustive compliance checklists mapping out design, planning, construction, and IT security requirements across all project phases. Ultimately, this document ensures that federal and local airport screening projects maintain rigorous operational efficiency, system reliability, and standard protocol adherence.

The Transportation Security Administration’s (TSA) Planning Guidelines and Design Standards (PGDS) Version 8.0 establishes design requirements, operational metrics, and industry best practices for implementing high-performance, cost-effective Checked Baggage Inspection Systems (CBISs). It serves as a comprehensive reference for airport sponsors, airlines, Baggage Handling System (BHS) designers, and equipment manufacturers involved in federal, state, and local aviation security projects. The guidelines cover the entire project lifecycle—from pre-design, schematic design, and detailed design, through construction, commissioning, and project closeout. Crucially, the PGDS standardizes baggage screening demand calculations, equipment redundancy principles, and 20-year lifecycle cost analyses (LCCA) to balance initial capital investments with long-term operation and maintenance (O&M) costs. Additionally, the document outlines precise requirements for positive bag tracking, fail-safe operations, physical space and ergonomic layouts for On-Screen Resolution Areas (OSRA) and Checked Baggage Resolution Areas (CBRA), and critical information technology and cybersecurity standards. By clearly distinguishing between mandatory requirements and recommended best practices, the PGDS ensures nationwide consistency, operational efficiency, and enhanced security across all checked baggage screening installations.

This document details the cybersecurity terms and conditions for the Transportation Security Administration (TSA) Gold+ program, establishing mandatory security, privacy, and architecture requirements for contractors and subcontractors. Effective May 1, 2026, all personnel must comply with federal guidelines, including DHS 4300A/B, TSA MD 1400.28, and NIST SP 800-53 Rev 5. At a minimum, contract staff must obtain a Public Trust clearance, sign a non-disclosure agreement, and complete annual cybersecurity and privacy training. Under the Risk Management Framework, contractors must secure an Authorization to Operate (ATO) before processing data or connecting to TSA networks. They are responsible for safeguarding Controlled Unclassified Information (CUI), including Sensitive Security Information (SSI) and Personally Identifiable Information (PII), using approved encryption standards. Contractors must also participate in Continuous Diagnostics and Mitigation (CDM) by deploying government-furnished sensors and patching systems within mandated timeframes. Additional provisions require cloud services to be FedRAMP-compliant, restrict data storage to the United States, and enforce Personal Identity Verification (PIV) credentials for system access under HSPD-12. Contractors must align all architectural deliverables with the DHS/TSA Enterprise Architecture and the "Kit" technology stack. Upon contract expiration, contractors must sanitize all assets in accordance with NIST SP 800-88 and submit certified proof of destruction to the government.

This federal document outlines the Transportation Security Administration's (TSA) maintenance and sustainment requirements for Transportation Security Equipment (TSE). It mandates that contractors provide comprehensive preventive and corrective maintenance through the Original Equipment Manufacturer (OEM) or a TSA-approved Maintenance Service Provider (MSP) using certified Field Service Technicians. Key technical requirements include executing multi-level preventive and corrective maintenance, conducting regular radiation surveys and radioactive leak tests for X-ray and explosives detection systems, and ensuring strict cybersecurity hygiene through bi-annual software updates and STIG compliance. Additionally, the guidelines govern the proper disposal of hazardous waste, the sanitization of hard drives containing Sensitive Security Information (SSI), and the structure of dispatch protocols. Contractors must meet strict Service Level Agreements (SLAs), including maintaining a minimum 98% monthly operational availability for TSE, adhering to localized technician response time limits (3 hours for Category X airports; 5 hours for others), and keeping parts availability times under 18 hours. To track performance and facilitate trend analysis, the MSP must establish and maintain a comprehensive TSE Database. This database must record failure mode indicators, parts data, and reliability metrics, with standardized reports submitted monthly to the TSA.

This document outlines the Configuration Management (CM) requirements for Transportation Security Equipment (TSE). It mandates that the Contractor ensure the equipment manufacturer maintains a strict CM Program to uniquely identify and map all system hardware and software Configuration Items (CIs) to the Original Equipment Manufacturer's baseline. Under no circumstances may the manufacturer alter these systems without prior government approval. The contractor is responsible for delivering several key Contract Data Requirements Lists (CDRLs) prepared by the manufacturer: * **Configuration Management Plan (CMP) (CDRL L001):** Establishes the organizational CM program structure and procedures. * **Master Configuration Item List (MCIL) (CDRL L002):** Establishes the Product Baseline (PBL) to track and identify all CIs. The initial list is due ten business days after contract award, with quarterly updates thereafter. * **Configuration Status Accounting Report (CSAR) (CDRL L003):** Submitted monthly to track and report any deviations from the MCIL. Failure to submit will result in negative performance documentation. * **Configuration Audit Plan (CAP) (CDRL L004):** Outlines procedures for internal, Functional, and Physical Configuration Audits. Additionally, the manufacturer must implement a configuration change management system to track and submit Requests for Change (RFC), including Engineering Change Proposals (ECPs), Requests for Deviation (RFDs), and Requests for Waiver (RFWs) using standard DD forms. The contractor is also encouraged to submit Value Engineering Change Proposals (VECPs) to share in realized maintenance cost savings.

The Checkpoint Requirements and Planning Guide (CRPG), August 2025 Edition, provides the design standards, planning considerations, and technical requirements for establishing and reconfiguring Security Screening Checkpoints (SSCPs) at federalized U.S. airports. Issued by the Transportation Security Administration (TSA), this guide outlines the physical, electrical, data, and structural infrastructure needed to support current and emerging Transportation Security Equipment (TSE). The guide details the distinct roles and project-planning responsibilities of TSA and airport sponsors. For airport-initiated projects, the sponsor is responsible for concept designs, construction documentation, facility infrastructure, and hiring certified technicians to move and install TSE. Conversely, TSA manages capacity analysis through the Requirements Management Advisory Group (ReMAG), schedules deployments, and provides equipment. The guide also covers the Screen Partnership Program (SPP), the Reimbursable Screening Services Program (RSSP), and the Capability Acceptance Process (CAP) managed by the Capabilities Acceptance Management Branch (CAMB) for equipment donations. Key checkpoint elements and layouts are defined, including Travel Document Checker (TDC) stations, Advanced Imaging Technology (AIT), Computed Tomography/Checkpoint Property Screening Systems (CPSS), and Private Screening Rooms. Checkpoints must be designed on level floors, prevent unauthorized breaches, and accommodate future growth, accessibility standards (ADA), proper lighting, and environmental controls. Project sponsors must submit dimensioned concept and final designs in PDF and AutoCAD format utilizing official TSA equipment blocks, ensuring all requirements are approved prior to beginning construction.

The Sensitive Security Information (SSI) Policies and Procedures (P&P) Handbook (Attachment to TSA MD 2810.1, Version 3.1) establishes the official guidelines for identifying, marking, safeguarding, disclosing, and destroying SSI. Effective as of April 15, 2024, this handbook applies to all Transportation Security Administration (TSA) personnel, contractors, and relevant transportation stakeholders who handle sensitive but unclassified information that, if released, would be detrimental to transportation security. Key provisions details: - **Identification & Review**: Defines the roles of SSI Coordinators and the SSI Program office in conducting official assessments, reviews, and handling formal appeals. The TSA Administrator's final decisions on appeals are reviewable only by a U.S. Court of Appeals. - **Marking Standards**: Mandates specific protective headers ("SENSITIVE SECURITY INFORMATION") and distribution limitation footers on all SSI records, including emails, documents, presentations, and electronic media. - **Safeguarding & Transmission**: Prohibits posting SSI to the public internet. It outlines secure storage and transmission protocols for TSA shared drives, OneDrive, SharePoint, and Teams, emphasizing that access must be strictly restricted to covered persons with a verified "need to know." - **Encryption & Passwords**: Establishes rules for encrypting SSI using standard or external TSA passwords and details incident response protocols for unauthorized disclosures or password compromises. This handbook serves as a critical compliance utility for federal, state, and local entities participating in government RFPs and contracts that require the management of secure transportation data.

This document outlines the requirements and guidelines for the Transportation Security Administration’s (TSA) Real Time Wait Time (RTWT) system, which standardizes wait-time data collection at airport checkpoints using AI-powered analytics, sensors, and predictive modeling. Aligned with Section 1922 of the FAA Reauthorization Act of 2018, the system aims to improve passenger transparency and operational efficiency. Key technical requirements include real-time monitoring, multi-sensor integration (CCTV, LiDAR, Wi-Fi), automated AI metrics, queue overflow detection, and secure data transmission. Vendors must maintain a 99.9% operational uptime, ensure strict privacy through data anonymization, and enforce role-based multi-tenant isolation. The document details the TSA Security Checkpoint Ontology (Appendix A), defining specific physical modeling components—such as Travel Document Checker (TDC) podiums, screening lanes, and recompose tables—and their associated metrics for standardized aggregate reporting. Furthermore, Appendix B establishes strict brand guidelines for public-facing displays, mandating a data refresh rate under 30 seconds, visual consistency, and a "liveliness" indicator. Any public display utilizing the RTWT trademark logo requires prior joint review and written approval from the TSA. Finally, a template Memorandum of Agreement (MOA) defines the roles, data-sharing protocols, and liabilities among the TSA, airport authorities, and solution providers, ensuring secure, unclassified, and non-sensitive data transmission to the TSA’s repository via custom APIs.

This document introduces the Transportation Security Administration's (TSA) Acceptable Capability List (ACL), which identifies the official list of capabilities and Transportation Security Equipment (TSE) that TSA can accept from donors for operational use. Managed under the Acquisition Program Management division, the ACL is a living document aligned with the Department of Homeland Security (DHS) Acquisition Lifecycle Framework. The document is structured into sections covering checkpoint TSE (such as advanced imaging technology, boarding pass scanners, bottled liquid scanners, checkpoint property screening systems, and credential authentication technology), general checkpoint furniture, fixtures, and equipment (FF&E), and checked baggage TSE (such as explosives detection and trace detectors). Each category details technology descriptions, specific donor guidelines, and required FF&E to ensure successful, efficient operations. Under the general donor guidelines, TSA authorizes the release of its latest Sensitive Security Information (SSI) software algorithms to original equipment manufacturers (OEMs) only after a donation is officially approved. Donors assume all fiduciary risk for purchases made prior to receiving this authorization. To maintain operational consistency, TSA encourages donors to select TSE makes and models that align with equipment already deployed at their respective airports.

TSA Management Directive No. 1900.18 establishes the agency's policies, procedures, and governance standards for its instructor workforce. Effective December 4, 2024, this directive supersedes the March 2021 version to align definitions, update leadership titles across the Training Centers Division (TCD), and clarify certification and quality assurance requirements. The directive applies to all TSA employees in instructor roles and mandates that contracted instructors meet equivalent standards through their respective Statements of Work. Key provisions require new instructors to complete specialized certification courses, such as the Instructor Basic Certification (IBC) or Instructor Development Course (IDC), within 180 days of assignment and prior to delivering independent training. Additionally, the directive mandates annual Quality Assurance (QA) assessments for all virtual and in-person instructors, conducted by certified QA Assessors. It outlines specific responsibilities for various leadership roles, including the Assistant Administrator for Training and Development, TCD Directors, Federal Security Directors, and training managers, to ensure standardized selection, resource allocation, and training record maintenance in systems like the Online Learning Center (OLC) and ACADIS. Instructors are responsible for maintaining technical proficiency, adhering to approved lesson plans, and assisting with training logistics and evaluations.

This federal document, Attachment E, is a SAFETY Act Block Designation Notice (BD-17) issued by the Department of Homeland Security (DHS). It establishes that participants in the Transportation Security Administration’s (TSA) Screening Partnership Program (SPP) are eligible for an expedited SAFETY Act Block Designation review, as their deployed security technologies directly support the nation's anti-terrorism mission. Under this notice, SPP participants can apply for inclusion in the Block Designation via the official SAFETY Act website. The Office of SAFETY Act Implementation (OSAI) intends to process completed applications within 90 days. Approved vendors are required to obtain or maintain adequate liability insurance to cover third-party claims resulting from potential acts of terrorism, with specific coverage limits determined during the application process. This Block Designation Notice is scheduled to expire on July 31, 2025, though its expiration will not affect any preexisting designations held by applicants. Support and guidance for applicants are available through the designated SAFETY Act Help Desk.

This document establishes the processes and definitions used by the Transportation Security Administration (TSA) to collect, record, and report maintenance activities and develop Reliability, Maintainability, and Availability (RMA) metrics for Transportation Security Equipment (TSE). It provides guidance for evaluating TSE performance and contractor compliance during the Operation and Maintenance (O&M) phase. The scope details two primary maintenance types: Preventive Maintenance (PM)—which is scheduled to improve reliability but excluded from RMA calculations—and unscheduled Corrective Maintenance (CM), categorized into Field Service (CM), Telephone Customer Support (TCS), and Depot Maintenance (DM). It also addresses Security Technology Integrated Program (STIP) network maintenance. To track maintenance progress, TSA utilizes 12 specific time points (T-Values) to derive 16 low-level duration metrics (M-Values). The document defines repair cycle progressions, accounting for variations like recursions, transitions from CM to DM, and "no parts" repairs. It outlines two accounting methods: Closed-Ticket Accounting, where downtime is reported in the period the ticket is closed, and Open-Ticket Accounting, used exclusively for Operational Availability ($A_o$) to split downtime across reporting periods. These foundational metrics are used to calculate high-level operational RMA metrics, including Mean Time Between Critical Failures (MTBCF), Mean Uptime (MUT/MTBF), Mean Downtime (MDT), Mean Time to Repair (MTTR) for on-site repairs, Operational Availability ($A_o$), and Average Depot Turn Around Time (DTAT). This structured data collection provides TSA with critical technical insight into TSE quality and contracted maintenance service provider performance.

This document outlines the Transportation Security Administration's (TSA) Service Level Agreement (SLA) performance metrics, effective April 2026, for evaluating Maintenance Service Provider (MSP) compliance on Transportation Security Equipment (TSE). It defines the calculation processes and data requirements used to determine operational performance and apply contract disincentives. Performance is evaluated across three core metrics: * **Operational Availability (Ao):** Measures the percentage of time TSE is fully functional during defined airport operational hours. It accounts for downtime from relevant critical (Priority 1) and non-critical (Priority 2) failures, utilizing monthly calculations per serial number. * **Average Technician Response Time (TRT):** Evaluates the average time taken for initial call center interaction and technician dispatch (low-level metrics M1 and M2) during airport operational hours. Separate monthly calculations are performed for critical and non-critical failures. * **Average Parts Availability Time (PAT):** Evaluates the average time required for parts request and fulfillment (metrics M4 and M5) using a 24-hour clock. This metric applies to all critical failures and is calculated monthly using closed-ticket accounting. Additionally, the document establishes daily operational hours based on airport classifications, ranging from 21 hours for Category X to 14 hours for Categories III and IV. All metric data must be documented in the TSE Database and submitted via monthly TSE Reliability, Maintainability, and Availability (RMA) Metrics Reports to substantiate billing and penalties.

TSA Handbook 1100.73-2 outlines the mandatory dress, grooming, and appearance standards for uniformed Transportation Security Officers. Under the authority of the Assistant Administrator for Human Capital, this directive establishes policy on standard and optional uniform allotments, professional grooming standards, and strict security and accountability protocols for TSA insignia and metal badges. The handbook details specifications for standard uniform items, including shirts, trousers, ties, and footwear, while allowing for approved optional items like maternity wear, cold-weather gear, and religious or medical exemptions. Grooming standards mandate neat hair, facial hair, makeup, and fingernails, and require all visible tattoos on the head, face, or neck to be covered. Notably, officers are permitted to carry personal electronic devices in screening areas under strict non-use rules. To maintain security and prevent unauthorized use, the policy enforces strict tracking and inventory controls. Metal badges, which do not grant law enforcement authority or secure area access, are managed by designated badge custodians and tracked in a Master Uniform Record. Officers must return all TSA-branded items, badges, and rank insignia upon separation or reassignment. Failure to return government property within 10 days of notification can result in civil penalties of up to $10,000 per day and potential criminal prosecution. FSDs are responsible for local compliance, quarterly physical inventories, and reporting lost or stolen badges.

This document, designated as Attachment I, serves as a glossary of key terms and definitions for a Transportation Security Administration (TSA) contract involving checkpoint and baggage screening services at specific airports. It defines critical operational phases, such as the Post-Award "Kick-Off Meeting," the "On-boarding" process for new hires, and the "Transition" milestone when the contractor assumes screening responsibilities. Additionally, it outlines essential contractor deliverables and planning frameworks, including the Operations Management Plan, Passenger and Baggage Claims Plan, SSI Management Plan, Succession Strategy, and potential Performance Incentive Plans. Finally, the glossary identifies vital government-provided tools and models, such as the Staffing Allocation Model (SAM) for determining personnel requirements, and TSA's web-based reporting applications, specifically the Performance Information Management System and the Performance Measurement Information System.

This document outlines Transportation Security Administration (TSA) Management Directive No. 1000.15, which establishes policy, procedures, and responsibilities for managing and resolving claims filed under the Federal Tort Claims Act (FTCA), the Military Personnel and Civilian Employees’ Claims Act (MPCECA), and the Small Claims Act (SCA). It applies to all nationwide TSA locations and addresses claims for personal property damage or loss, personal injury, or death caused by TSA employee negligence or service-related incidents. The directive defines key roles and responsibilities across the agency. The Chief Finance Office and its Claims, Outreach, and Debt Branch (CODB) manage, examine, and adjudicate property claims, with authority to approve tort claim payments up to $2,500. The Office of Chief Counsel (CC) provides legal guidance, handles litigation, adjudicates personal injury and employee theft claims, and approves tort payments exceeding $2,500. At the local level, Federal Security Directors must designate a Claims Management Local Point of Contact (CMLPOC) to coordinate investigations, compile incident reports, and analyze local claim trends using the Claims Management System (CMS). Under the policy, claimants must file tort or employee claims within two years of the incident. If a tort claim is denied or remains unresolved after six months, claimants may file suit in a U.S. District Court. This directive supersedes the August 9, 2019 version, introducing administrative and authority updates to streamline the agency's claims management and risk-mitigation processes.

Attachment F of the RFP provides an Estimated Consumables List detailing the general screening consumables and ancillary items the Contractor must supply. This list, intended for initial planning rather than being exhaustive, supports maintenance and screening services. Key items include protective gear like nitrile gloves and pandemic PPE, testing and cleaning supplies such as sample swabs, isopropyl alcohol, distilled water, and color-metric test strips, as well as operational necessities like batteries, printer paper, and toner cartridges.

This TSA Operations Directive (OD-400-50-1-5H) establishes instructions for the timely collection and reporting of checkpoint wait times and hourly throughput data across all TSA screening lanes. Under these requirements, Federal Security Directors (FSDs) must continuously measure and report actual wait times—defined from queue entry to when an individual retrieves screened property—using verifiable methods such as wait time cards or CCTV. Estimation of these times is strictly prohibited, except at Category III and IV airports, which may estimate times until they reach or exceed 10 minutes. All collected data must be entered into the Performance Measurement Information System (PMIS). Wait times must be categorized specifically into TSA PreCheck, standard screening, or Canine Enhanced Screening (CES) lanes. Throughput data from security equipment must also be continuously reported. To ensure integration into the daily TSA Business Intelligence Tool reports, all data must be submitted in PMIS by 3:30 a.m. Eastern Time the following day. This directive remains in effect indefinitely, superseding the previous October 1, 2020 version.

TSA Management Directive No. 1900.8 outlines the policy, procedures, and responsibilities for the training, certification, and recertification of Transportation Security Officers (TSOs). Effective November 5, 2023, this directive supersedes the previous November 2021 version and updates definitions, training requirements, and Return-to-Duty (RTD) protocols. The directive mandates that all new TSOs complete the two-phase TSO Basic Training Program (TSO-BTP) within six months of onboarding, combining classroom instruction, practical skills demonstrations, and supervised on-the-job training (OJT). To achieve full certification for checkpoint or checked baggage screening, officers must pass specialized cognitive and performance assessments, such as the Image Interpretation Check, Checked Baggage Certification Test, and Computed Tomography Assessment. Failing to maintain these certifications can lead to decertification and potential termination. The directive also details protocols for cross-training, differences training for equipment upgrades, and equipment review training. Additionally, it establishes structured RTD training for TSOs who have not performed screening duties for 30 or more consecutive days, categorized by the length of absence: Level I (30–90 days), Level II (91–425 days), and Level III (426+ days), which requires a test-out option or a full retake of the basic training program. FSDs and Training Managers are responsible for overseeing compliance, administering remedial training after failed operational tests, and ensuring all completed training is recorded in the Online Learning Center (OLC).

This Transportation Security Administration (TSA) Management Directive (MD No. 200.51) establishes the policy and procedures for the care, handling, and disposal of lost or unclaimed personal property found within TSA-occupied spaces, such as screening checkpoints and checked baggage areas. Effective November 14, 2017, this directive supersedes the 2015 version and incorporates updated authorities regarding the disposition of unclaimed money and clothing. Under this directive, TSA voluntarily assumes responsibility for lost or unclaimed items, applying General Services Administration (GSA) guidelines with specific agency modifications. Key regulations dictate that lost and unclaimed property does not qualify for free federal transfer; other agencies must pay fair market value to acquire these items. Additionally, TSA employees and offices are strictly prohibited from reclaiming or reusing this property for personal or official use. Administrative roles are clearly defined to ensure accountability. The Director of the Property Management Division (PMD) oversees the program, while the National Utilization Officer (NUO) manages the utilization and disposal of property, including processing high-value and data-sensitive items. Local Accountable Property Officers (APOs) and Property Custodians (PCs) are responsible for the physical receipt, storage, and processing of items. Initial finders must make immediate, diligent efforts to locate the owners. Property remains subject to owner claims for up to three years after title vests in the United States. Cash and voluntarily abandoned property (including hazardous materials) are excluded and managed under separate directives.

This document outlines the Transportation Security Administration's (TSA) suitability determination and vetting requirements for contract screeners and non-screeners working under TSA contracts. The process is divided into Phase I (Pre-Appointment Determination/Pre-Hire Vetting) and Phase II (Background Investigation/Post-Hire Vetting). For contract screeners, the contractor must collect required authorization forms (TSA Forms 2811 and 2812), submit a secure spreadsheet of applicant personal identifiers, and initiate candidates into the eAPP system for Standard Form 86 (SF 86) completion and fingerprinting. TSA Personnel Security (PerSec) conducts pre-hire adjudication. If granted, the employee can start training and work; if denied, they cannot support the contract. Once hired, the contractor provides the Entry on Duty (EOD) date to initiate the Phase II Background Investigation with OPM. Contractors must immediately notify TSA of any candidate cancellations, non-onboardings, or departures. For non-screeners, contractors must submit a password-protected spreadsheet of personal identifiers to the COR. PerSec contacts candidates to complete security questionnaires and fingerprints. A favorable initial pre-appointment determination allows the employee to begin work, which is followed by a full background investigation scheduled with OPM. For both groups, a final unfavorable suitability determination requires the contractor to immediately remove the employee from the contract and notify the COR. The document emphasizes strict adherence to secure data sharing, prompt reporting of status changes, and immediate removal of unsuitable personnel.

This document, Attachment A, outlines the submittal requirements and preparation instructions for Radiation Survey (RS) and Radioactive Leak Test (RLT) records for Transportation Security Administration (TSA) equipment. Designed for Original Equipment Manufacturers (OEMs) and Maintenance Service Providers (MSPs), this protocol ensures regulatory compliance for TSA technologies. The MSP must conduct all required RSs and RLTs using standardized forms approved by the TSA Occupational Safety, Health, and Environment Division (OSHE). Each record must undergo a quality check and signature approval by the MSP Radiation Safety Officer or a qualified individual. Completed records must be distributed to local staff, non-airport facility points of contact, and designated Contractor representatives. If corrections are required before final TSA acceptance, the rejected files must be appended to the revised submissions with an explanation of changes. Submissions require a comprehensive digital summary checklist containing key metadata, including equipment serial numbers, airport location codes, manufacturer details, dates of current and prior surveys, filenames, calibration due dates, and the reason for the survey. Actual RS and RLT copies must follow the standard filename conventions specified in the TSE Maintenance Language. This document is designated for unlimited public distribution.

This document is a Contract Data Requirements List (CDRL) template (FAA Template No. 59 / DD Form 1423-1) issued under OMB Control No. 2120-0595. It outlines the specific delivery requirements for a Configuration Management Plan (CMP) supporting an Explosives Detection Systems contract. The contractor is required to submit the initial CMP within 30 days of contract award. The plan must be reviewed and approved by the Office of Acquisition and Program Management (OAPM) Configuration Manager. If the submittal is disapproved, the contractor must revise and resubmit the document within 30 calendar days after receipt of comments (DARC). Subsequent revisions to the approved plan are required as necessary. To prevent redundancy, the CMP should reference rather than duplicate detailed information contained in other deliverables, such as the Risk Management or Program Management Plans. Deliverables must be submitted electronically in Microsoft Office or Adobe PDF format to designated representatives, including the Contracting Officer (CO), Contracting Officer's Technical Representative (COTR), and the OAPM Configuration Manager. Electronic versions must remain accessible to the Transportation Security Administration (TSA) for one year following the contract's end date. Detailed instructions and standard code tables for completing the template's fields—such as submission frequencies and timing codes—are also provided.

This federal contract document is a Contract Data Requirements List (CDRL) template (DD Form 1423-1 / FAA Template No. 59) for Explosives Detection Systems. Issued under OMB Control No. 2120-0595, its primary purpose is to establish the delivery requirements for Data Item L002, the Master Configuration Item List (MCIL). Under the authority of DI-L-002 and Statement of Work (SOW) Section 3.4.2, the contractor is required to submit an initial draft of the MCIL within 30 days after contract award (DAC). Subsequent revisions are due 30 calendar days prior to scheduled configuration audits and as required (ASREQ). The CDRL must be approved by the Office of Acquisition and Program Management (OAPM) Configuration Manager. If a submittal is disapproved, the contractor must revise and resubmit it within 30 calendar days after receipt of comments (DARC). Deliverables must be submitted in Microsoft Office or Adobe PDF format. One soft copy must be distributed to each of the primary recipients: the Contracting Officer (CO), the Contracting Officer's Technical Representative (COTR), and the OAPM Configuration Manager. Electronic versions must remain accessible to the Transportation Security Administration (TSA) for one year following the contract's end date. The second half of the document provides detailed, standardized instructions and lookup codes for completing the CDRL template.

This document is TSA Form 14XX (August 2007), titled "Attachment G - Media Sanitization Certificate." Its primary purpose is to officially certify that data storage media has been properly sanitized in compliance with Transportation Security Administration (TSA) information security standards before disposal, reuse, or destruction. The form is organized into four main sections to document the sanitization process: - **Section I (Contact Information):** Captures the name, site code, and phone number of the individual performing the sanitization. - **Section II (Hardware Information):** Records specific details of the hardware, including CPU barcode and serial numbers, hard drive serial numbers, make, model, and unit serial numbers. - **Section III (Classification Level):** Identifies the security level of the media as Unclassified, Sensitive But Unclassified, or Classified (Secret or Above), noting that classified media can only be reused at its current or a higher classification level. - **Section IV (Certification):** Requires the technician to certify that they sanitized the media in accordance with TSA MD 1400.3 (Information Security Policy Handbook), successfully overwrote all possible areas, removed previous labels, and specified the sanitization method (degaussed, destroyed, overwritten, or removed). The completed form must be signed and dated by both the performing technician and a witnessing government official, then submitted to the Accountable Property Officer (APO) to ensure regulatory compliance and secure data retirement.

This document is Attachment F (Data Item Description APM-ILS-018) for a federal contract, outlining the requirements for the monthly Transportation Security Equipment (TSE) Reliability, Maintainability, & Availability (RMA) Metrics Report. The report is used by the Transportation Security Administration (TSA) to monitor TSE and Contractor performance against contract maintenance objectives. The report must be delivered in MSP format and contain sufficiently detailed data to allow both low-level and high-level metrics to be independently recomputed. Key reporting elements include: * **Identification:** Information on the preparing activity, the certifying MSP official, and any required Sensitive Security Information (SSI) statements. * **Low-Level Metrics (M-Values):** A detailed list of work orders and thirteen specific time-based maintenance metrics (M1 through M13), covering dispatch, diagnostics, parts fulfillment, repair, and testing times. * **RMA Metrics:** Operational performance metrics calculated monthly by airport and technology, including Mean Time Between Critical Failures (MTBCF), Mean Up Time (MUT), Mean Downtime (MDT), Mean Time to Repair (MTTR), and Operational Availability (Ao). * **Service Level Agreement (SLA) Performance Metrics:** Contractor-calculated metrics used to evaluate maintenance responsiveness and logistics support against SLA requirements. * **Units Counted:** A comprehensive list of all TSE serial numbers and locations, including dates for any units added or deleted during the reporting period. This report is approved for unlimited public distribution.

TSA Management Directive No. 200.52 establishes the policy, procedures, and responsibilities for the care, handling, and disposition of voluntarily abandoned property (VAP) collected at airports, including hazardous materials and waste. The directive applies to all TSA Security Operations Field Locations but excludes lost property, unclaimed personal property, and currency. Under this directive, items voluntarily abandoned by passengers immediately become federal property and cannot be recovered or returned. TSA explicitly prohibits taking permanent custody of firearms, illegal weapons, explosives, radioactive materials, and biohazards. Furthermore, selectee electronic VAP is strictly barred from being reutilized for official mission training. Key personnel responsibilities include: - **Federal Security Directors (FSDs):** Oversee safe, compliant, and hazard-free VAP disposition and maintain an auditable airport VAP file. - **Property Management Division (PMD) Director:** Serves as the agency’s Property Management Officer to manage property accountability, inventory, and final disposition. - **Accountable Property Officers (APOs):** Secure high-value VAP (estimated resale value of $500 or more) until PMD directs its disposition or local training/display needs are assessed. - **Deputy Property Management Officials (DPMOs):** Act as local subject matter experts, ensure regulatory compliance, and forward high-value excess property reports to the PMD. This directive supersedes the September 4, 2014 version, introducing updated definitions and specific policies regarding selectee electronic VAP and stipulations for accepting abandoned items.

This document is a federal Contract Data Requirements List (CDRL) utilizing FAA Template No. 59 (OMB Control No. 2120-0595) for an Explosives Detection Systems procurement. It establishes the delivery requirements for Data Item L009, the Configuration Audit Summary Report (CASR), pursuant to Section 3.4.5.1 of the Statement of Work (SOW). The Office of Acquisition and Program Management (OAPM) Configuration Manager (CM) is the approving authority for this CDRL. If the submission is disapproved, the contractor must revise and resubmit the document within 30 calendar days after receipt of comments (DARC). The initial submission is due 30 calendar days after the configuration audit, with subsequent submissions provided on an "as required" (ASREQ) basis. The contractor must distribute soft copies of the CASR to the Contracting Officer (CO), Contracting Officer's Technical Representative (COTR), and the OAPM CM. Deliverables must be formatted in Microsoft Office or Adobe PDF. Additionally, the contractor is required to keep an electronic version of the deliverable accessible to the Transportation Security Administration (TSA) upon request for one year following the contract's end date. The second page provides detailed instructions and standard acronym codes for completing the CDRL template.

This document, Attachment D, outlines the requirements for the Transportation Security Equipment (TSE) Database, a relational database used by the Contractor and the Transportation Security Administration (TSA) to monitor maintenance support and Managed Service Provider (MSP) performance. The database serves as a comprehensive inventory of fielded TSE and tracks all associated maintenance activities. To ensure relational integrity and accurate reporting, the Contractor must maintain and deliver a database dictionary and data model. The database must capture detailed inventory baseline data, including identification numbers, locations, and warranty periods, alongside comprehensive lists of parts used for repairs. Furthermore, it must record preventative maintenance data and detailed corrective maintenance logs. Crucially, corrective maintenance tracking requires the documentation of specific time points, known as T-Values (e.g., dispatch, diagnostic, and repair times), which are used to derive low-level performance metrics, or M-Values (e.g., dispatch time, repair time, and TSA signoff time). Additionally, the Contractor must submit a monthly Change Log detailing and justifying any data modifications. Ultimately, the database must fully support data queries and extraction to facilitate ongoing contract performance monitoring.

This document outlines the operations management, training, and certification requirements for private contract screeners under the TSA Screening Partnership Program (SPP). The contractor is responsible for managing, tracking, and completing all screener training activities in compliance with the TSA National Training Plan (NTP) and federal regulations. Training is divided into four key areas: - **Initial Training:** Screeners must complete suitability, classroom, online, and on-the-job training, plus testing, before performing passenger or baggage screening. - **Recurrent Training:** Screeners must complete timely refresher courses to stay aligned with evolving security threats and equipment updates. - **Remedial Training:** Screeners who fail TSA covert tests, simulated threat assessments, or procedural evaluations must complete remedial training. They are barred from related screening duties until they successfully remediate. - **Screener Re-certification:** Done in collaboration with TSA, contractors must schedule assessments, manage remediation, and validate records to prevent certification lapses. Additionally, contractors may utilize Security Training Instructors (STIs) and Assistant Training Instructors (ATIs). STIs are key training specialists who must spend at least 20% of their time performing active screening duties to maintain proficiency. ATIs are certified screeners with at least one year of experience who assist with training. Both instructor roles require specialized TSA certification and must receive "Meets Expectations" on annual quality assurance reviews.

This document is a federal Contract Data Requirements List (CDRL) template (FAA Template No. 59, OMB Control No. 2120-0595) utilized by the Department of Homeland Security Transportation Security Administration (TSA) for Explosives Detection Systems procurement. Specifically, this CDRL details the requirements for Data Item No. L005, titled "Request for Waiver." Governed by authority DI-L-005 and referenced in Section 3.4.3.3 of the Statement of Work (SOW), this deliverable must be submitted as required (ASREQ) to the Office of Acquisition and Program Management (OAPM) Configuration Manager (CM) for approval. Key submission and formatting specifications include: * **Format:** Submissions must be delivered in Microsoft Office or Adobe PDF format. * **Distribution:** Soft copies must be sent to the Contracting Officer (CO), Contracting Officer's Technical Representative (COTR), and the OAPM CM (one copy each). * **Approval Process:** If a waiver request is disapproved, the contractor has thirty (30) calendar days after receipt of comments (DARC) to revise and resubmit. * **Retention:** Electronic versions of the deliverables must be made available to the TSA upon request for up to one year following the contract's end date. The reverse side of the form provides standardized, detailed instructions and reference codes for completing the CDRL template, defining frequency terms and submission milestones.