PGI 228.370-2 General.

(a) Assignment of a Government flight representative. DFARS 252.228-7001, Ground and Flight

Risk, requires the assignment of a Government flight representative (GFR) to administer the

requirements of the combined instruction Contractor’s Flight and Ground Operations, (DCMA INST

8210.1, AFI 10-220, AR 95-20, NAVAIRINST 3710.1 (Series), and COMDTINST M13020.3). At the

time the solicitation is issued, contracting officers shall contact DCMA Aircraft Operations (AO) and

the appropriate military service to obtain technical advice and allow adequate lead time for

assigning a GFR. Make requests for assignment of a GFR to—

HQ DCMA: DCMA-AO

8000 Jefferson Davis Highway

Building 4A

Richmond, VA 23297

804–279-6322

Email: AOInbox@dcma.mil (include "Ground and Flight Risk Clause" on the subject line)

Army: HQ, Army Materiel Command

ATTN: AMCOL-CA

4400 Martin Road

Redstone Arsenal, AL 35898

256–450-7021

Navy: Commander, Naval Air Systems Command (AIR-09F)

22541 Millstone Road, Unit 10

Patuxent River, MD 20670-1601

301– 342–7233

Air Force: HQ AFMC/A3V

508 W. Choctawhatchee

Eglin AFB, FL 32542-5713

850– 882–7890

Workflow: afmc.a3v@us.af.mil

Coast Guard: Commanding Officer

Aviation Logistics Center
U.S. Coast Guard

1664 Weeksville Road, Building 63

Elizabeth City, NC 27909-6725

(c) Foreign military sales. The Government self-insures through the use of the clause at

252.228-7001, which requires risk-mitigation procedures in lieu of private-sector, commerciallyavailable hull insurance to cover the physical aircraft from damage or destruction, similar to the

comprehensive portion of automobile insurance. It does not address personnel liability. For

contracts falling under the exceptions at DFARS 228.371(b)(1)(iii), (iv), and (vi), review the

commercial insurance policy to determine what coverage exists on the contract aircraft. Commercial

hull insurance policies may contain various coverage exclusions, particularly for Governmentfurnished aircraft, which may mean the Government is at risk without the risk management

safeguards provided through the Combined Instruction.

(f) Damage to Government aircraft. Whenever damage to Government aircraft is reported,

particularly when the cost of repair exceeds the contractor’s share of loss provisions, the contracting

officer shall make a proper liability determination. For most situations, determining whether an

incident is an accident or mishap or a workmanship error can be made based on intent of the

employee(s) involved. Although each incident involving damage should be evaluated on its own

merits, use the following general rules and examples when determining if an incident constitutes an

accident or mishap (damage normally covered under the clause at 252.228-7001) or a workmanship

error (damage not normally covered under the clause at 252.228-7001).

(1) An accident or mishap is the result of a task, operation, or action that was not originally planned

or intended. For example, a mechanic was pushing a stand next to the aircraft and scratches the

inlet coating. The intent of the task was to move the stand, not to scratch the coating. This would be

considered accident or mishap damage to the aircraft, and a contractor should expect to be

reimbursed under the clause at 252.228-7001 (minus the appropriate contractor share of loss).

(2)(i) A workmanship error consists of damage that is the result of an incorrectly performed skillbased task, operation, or action that was originally planned or intended, but the end result was not

within allowable limits. For example, a mechanic was scraping coating off an inlet and removed too

much material. The intent of the task was to scrape the inlet coating, but too much was removed.

This would not be considered aircraft damage reimbursed under the clause at 252.228-7001.

(ii) Missing a step in a procedure or checklist item is not considered a skill-based error and therefore

is not considered workmanship error damage.

Parent topic: PGI 228.370 Ground and flight risk.