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Apogee Consulting Inc

Too Big to Fail? Airbus and the A400M Transport

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We reported before on Airbus’ problems with its new A400M military transport plane.  It’s the typical development scenario, over budget and behind schedule.  Only this time, Airbus entered into fixed price contracts for its planes, meaning that any cost growth would become a loss unless contracts were renegotiated to provide additional funding.  Adding complexity is the fact that the program has at least seven international participants (such as South Africa) while Airbus, as a subsidiary of EADS, is owned by “core shareholders” the State of France, French conglomerate Lagardère, the Spanish Government, and the German company Daimler. In other words, some of the A440M customers are also the company’s owners!  Another interesting aspect is the various stories about a recent report prepared by PricewaterhouseCoopers (PwC) that said “management had consistently underestimated the costs of the programme” and that the €20 billion ($28 billion) program would be overrun by at least €11 billion, or more than 50 percent of the original budget.  Ouch!

At the heart of the issue is who should pay for the overrun.  Airbus naturally wants to push additional funding needs back to its customers; but those same customers (some of whom are also owners) think that Airbus needs to pay for its own mistakes.  The Financial Times article (link above) reported that “Hervé Morin, French defence minister, said EADS would have to bear a ‘very significant share’ of the cost overruns on a programme.”  The PwC report allegedly said that Airbus could absorb up to €7.6 billion in overruns “without problem” – but that conclusion was rejected by Airbus, as was the entire PwC report, which was characterized as a negotiating ploy.

Meanwhile, the Airbus CEO threatened to cancel the entire program if its European customers didn’t provide more funding.  According to the BBC article in the link,

Ditching the A400M would cost EADS some 5.7bn euros in advance payments - more than double the 2.4bn euros it has already set aside to cover losses it expects to incur from the project. Some analysts believe, therefore, that there is too much at stake for Airbus to cancel the project. ‘Airbus's posturing over the A400M is a tactic to extract more governmental aid to secure funding to ensure that contracts can be met,’ said Saj Ahmad, an independent aerospace analyst. ‘If the A400M is terminated, Airbus faces the prospect of a several-billion-euro compensation bill that would obliterate its cash reserve and decimate its stock value.’ But others believe that the company could axe the plane to avoid further losses. ‘There will come a point where it is better for EADS to simply walk away,’ said Nomura aerospace analyst Jason Adams. Doing so would severely damage Airbus' reputation and boost arch rival Boeing, which has seen the order book for its A400M rival, the C-17, swell.

European customers are reportedly divided on how best to proceed.  The UK and France want to move ahead briskly toward completion, while Germany wants to slow the program down in order to spread the overrun over more years.  Talks are underway now.  According to this report, the airplane’s European customers “are ready to contribute” as much as €3.5 billion towards the program’s cost growth.  But the offer has not (as of this date) accepted the offer, “as it falls short of the €4.4 billion it is asking for.”  In late breaking news, this article reports that the core funding offer is €2.0 billion, with additional tranches of “reimbursable advances” (i.e., loans) in the range of €1.0 to €1.5 billion being offered to Airbus to help close the funding gap.

There is one additional driver that is rarely mentioned.  As this New York Times article notes—

European Aeronautic Defense & Space, the parent company of Airbus, has said it wants to clarify what its share of the more than €7 billion in A400M cost overruns will be so it can book them in its 2009 financial results, rather than carry them over into the first quarter of 2010. EADS’s 2009 accounts are scheduled to be published March 9, and financial market regulations require that they be audited by an outside accounting firm — a process that normally takes about four weeks.

Last week, the international ratings agency Fitch warned that failure to reach an accord, or an agreement to EADS’s disadvantage, could lead it to downgrade the company’s BBB-plus credit rating. Any rating cut would increase the rate of interest EADS would have to pay on future borrowings in the capital markets. Failure to reach a solution in time for the close of EADS’s 2009 accounts ‘makes a downgrade more likely,’ said the person with knowledge of the talks.

While Airbus’ A380 commercial aircraft program is routinely discussed for its past program and supply chain management “challenges,” the A400M military program is emerging as the current “financial albatross” weighing down the company.  While it is easy to see (with hindsight) that early commitment to a fixed-price per aircraft was a huge misstep, we wonder what other “lessons learned” will emerge from this problem-plagued program.


 

Why Can’t NASA Manage its Programs?

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The National Aeronautics and Space Administration (NASA) has been a topic of interest since President Obama took office more than a year ago and almost immediately ordered an independent review of NASA’s manned space program.  That review, carried out by the Augustine Commission, had nothing but bad news for the Administration, reporting “The U.S. human spaceflight program appears to be on an unsustainable trajectory.”

More recently—and perhaps in response to the Augustine Commission’s pessimistic assessment—the Obama Administration announced a budgetary shift for NASA, giving the agency more funds for R&D, while taking away funds from the planned return to the moon—“killing the Constellation program” in the words of this article by the Washington Post.  The article explains—

The old NASA strategy set a destination first, and developed technology -- rockets and a crew capsule -- to get there. The new strategy calls for pouring billions into space technologies without defining the destination. The idea is to create technological flexibility so that astronauts could potentially visit a variety of locations in the inner solar system, including the moon, near-Earth asteroids and possibly Mars or the moons of Mars. The Flexible Path strategy was favored by the advisory panel appointed last year by President Obama to review NASA's options.

This article at SpaceNews.com is rather more optimistic; it quotes a NASA executive as saying, “This is a great budget.  It’s a major increase to the science budget.  It’s an especially major increase to the Earth science budget.”

While NASA wrestled with its future vision and mapping a path to manned space missions, back on Earth the Government Accountability Office (GAO) was busy criticizing its unmanned satellite missions, telling Congress that “NASA frequently exceeded its own acquisition cost and schedule estimates, even when those estimates were relatively new. In fact, 9 out of 10 projects that have been in implementation for several years significantly exceeded their cost or schedule baseline estimates—all in the last 3 years.”

In a report released on February 1, 2010, GAO assessed 19 “large-scale” unmanned NASA projects, of which 15 had entered the “implementation” phase.  Of those 15, GAO concluded that nine of them “experienced significant cost and/or schedule growth from their project baselines.”  (Four projects were considered to be in the “formulation” phase, and NASA did not provide GAO with formal cost and schedule information on them.)  GAO reported—

Based on our analysis, development costs for projects in our review increased by an average of over 13 percent from their baseline cost estimates—including one project that increased by over 68 percent—and an average delay of almost 11 months to their launch dates. These averages were significantly higher when the four projects that just entered implementation are excluded.  Specifically, there are 10 projects of analytical interest because (1) they are in the implementation phase, and (2) their baselines are old enough to begin to track variances. Most of these 10 projects have experienced significant cost and/or schedule growth, often both. These projects had an average development cost growth of 18.7 percent—or almost $121.1 million—and schedule growth of over 15 months, and a total increase in development cost of over $1.2 billion. Over half of this total increase in development cost—or $706.6 million—occurred in the last year. These cost growth and schedule delays have all occurred within the last 3 years, and a number of these projects had experienced considerable cost growth before baselines were established in response to the 2005 statutory reporting requirement.

See GAO’s entire report here.  The GAO report also noted that roughly $1 billion in ARRA funds was given to NASA, much of which was used to offset some of the cost growth it reported.

In its report, GAO reviewed six factors that it believed contributed to cost and schedule growth.  Those six factors were:

  • Technology maturity (including maturity of critical technology as well as maturity of heritage technology)
  • Design stability
  • Contractor performance
  • Development partner performance
  • Funding issues
  • Launch manifest issues

The report discussed each of the above factors as they apply to NASA’s projects.  More interestingly, the report devotes two pages of detail to each individual project.  Following are some “highlights” from the detailed project reports.

  • Aquarius Project – Only 16 percent of engineering drawings released at Critical Design Review (CDR) milestone.  No engineering test models because of funding constraints.  Ten month schedule slip and $10.7 million cost growth.
  • Ares I Crew Launch Vehicle (CLV) – “The Constellation program’s poorly phased funding plan has diminished the Ares I project’s ability to deal with technical challenges.”
  • Glory Project – Only 69 percent of drawing released at CDR.  14 percent cost increase and 10 month schedule slip since rebaselining in FY 2009.  Currently, recent launch failure of Taurus XL rocket threatening current scheduled launch date.
  • James Webb Space Telescope (JWST) – “The JWST project was re-planned in fiscal year 2006 after a $1 billion cost increase and a 2-year schedule delay on the project. In fiscal year 2009, the project established its baseline with a life cycle cost of $4.96 billion and a June 2014 launch date. This represents about a $500 million increase over NASA’s 2006 replan figures and has resulted in another 1-year delay of the launch readiness date.
  • Kepler – “Since being baselined in fiscal year 2007, Kepler’s development costs have increased by about 25 percent and its schedule has increased by 9 months. Project officials attribute the cost and schedule growth to many things, including a $35 million budget reduction in fiscal year 2005. This funding instability contributed to an overall 20-month delay in the project’s schedule and about $169 million in cost growth.”
  • Mars Science Laboratory (MSL) – “MSL’s cost has grown over $660 million because of technological and engineering problems. This includes more than a 68 percent increase in development costs. The project is using a 25-month schedule delay to work on overcoming technical challenges with the actuators and avionics that were the primary drivers for the slip.”
  • Solar Dynamics Observatory (SDO – “SDO’s design was not stable at the critical design review (CDR). Following this review, the project experienced nearly a 1,200 percent overall increase in the number of releasable drawings expected. Project officials said only drawings for in-house structures, such as propulsion systems, electronics, instrument ports, the high-gain antenna system, and the spacecraft, were considered at CDR. Drawings for the instruments were not included and flight drawings were only in draft form at CDR. The project estimated it released less than 63 percent of engineering drawings at each of their instrument-level CDRs.”

From one point of view, the GAO report is a litany of project management failures.  But from another point of view, the report tells various stories of individual project teams doing the best they could in difficult circumstances, trying to create state-of-the-art scientific instruments and manage complex systems, while being held to unrealistic budgets and almost impossible launch schedules.

Very few people care about the difficulties and the challenges of the NASA missions; they prefer to criticize the easy targets of cost growth and schedule slip.  Even though we here at Apogee Consulting, Inc. firmly maintain that projects can be managed to successful cost, schedule, quality and performance objectives, we also understand the difficulties faced by these project teams.  We are reminded of this saying by Theodore Roosevelt, spoken before the Sorbonne in 1910—

It is not the critic who counts: not the man who points out how the strong man stumbles or where the doer of deeds could have done better. The credit belongs to the man who is actually in the arena, whose face is marred by dust and sweat and blood, who strives valiantly, who errs and comes up short again and again, because there is no effort without error or shortcoming, but who knows the great enthusiasms, the great devotions, who spends himself for a worthy cause; who, at the best, knows, in the end, the triumph of high achievement, and who, at the worst, if he fails, at least he fails while daring greatly, so that his place shall never be with those cold and timid souls who knew neither victory nor defeat.



 

GAO Points Out Potpourri of Problems with Pentagon Procurement Process

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On January 20, 2010, GAO offered testimony before the House Committee on Appropriations, Subcommittee on Defense (John Murtha, D-PA, Chair).  The testimony, which can be found here, had the rather misleading title of “Managing Risk to Achieve Better Outcomes.”   The testimony was not really about risk management; instead, it was more of a recap of various DOD acquisition issues that the GAO has been criticizing for years—most of which are rather obvious.

Highlights of the GAO testimony—

  • The first opportunity to reduce acquisition risk is in the early planning phases.
  • Risk can be reduced through selecting the appropriate contract type.
  • Risks that are not effectively managed in the pre-execution phase of a contract may become costly problems during execution.
  • Acquisition risk management is dependent on a “capable” acquisition workforce; yet “DOD lacks key information about the current number and skill sets of its acquisition workforce and what it needs.”
  • Because DOD relies so heavily on contractors to support its acquisition process, and lacks insight into the roles its contractors are fulfilling, the Department cannot make effective decisions regarding its acquisition workforce staffing—thus “increasing the risk of transferring government responsibilities to contractors.”

The testimony reiterated familiar themes, such as—

Risk is inherent in any major acquisition, whether a weapon system or complex service acquisition. But it is only through the thoughtful management of risks throughout all phases of the acquisition process that successful outcomes can be achieved. Clearly, however, DOD has not adequately managed such risks. For example, its major weapon systems continue to take longer to develop, cost more, and deliver fewer quantities and capabilities than originally planned. … Despite decades of reform efforts, these outcomes and their underlying causes have proven resistant to change and, in fact, both DOD weapon system acquisition and DOD contract management have been on our high-risk list for nearly 20 years.

Much more interesting than the reiteration of simplistic observations is the summary of GAO bid protest statistics.  Although released separately, the testimony included an overview of the recent history of GAO’s “quasi-judicial” function as arbiter of bid protests.  (Readers will note that the U.S. Court of Federal Claims also performs in a similar capacity.)  We previously have wondered out loud whether the Department of Defense has “lost its ability to evaluate proposals fairly and in accordance with the written evaluation criteria.”  The GAO testified that—

There has been a substantial increase in spending on acquisition programs and services, while the number of civilian and military personnel in DOD’s acquisition workforce has remained relatively constant. Program offices have reported that workforce shortfalls have resulted in degradation in oversight, delays in certain management and contracting activities, and increased workloads for existing staff. To supplement its in-house acquisition workforce, DOD relies heavily on contractor personnel. For example, we have found that in some program offices contractor personnel outnumber DOD personnel.

Have DOD’s acquisition workforce problems contributed to degradation in the ability to conduct fair and equitable evaluations of bidders for major defense acquisition programs?  One way to assess the situation would be to look at GAO’s bid protest decisions, to see whether the sustention rate is elevated when compared to historical norms.

According to the GAO 2009 bid protests are up 20% over the prior year—1,764 vs. 1,458.  Comparing 2009 to 2005, bid protests are up nearly 40%--1,764 vs. 1,262.  (Readers should take GAO’s numbers with a grain of salt, however.  GAO counts every “docket number” as an individual protest; a single protest can have multiple docket numbers.  Moreover, the quantity of protests filed really tells us nothing.  Government spending also increased during that period, so one might logically expect an increase in bid protest activity.  In addition, GAO recently received expanded bid protest jurisdiction over task orders, which accounting for 49 of its 2009 bid protests

Sustention of bid protests is measured against “merit decision” (not the number of cases filed) and the numbers show that the sustention rate actually dropped during that period—from 71/306 (23%) to 57/315 (18%).  So rather than a degradation, the evidence points to an improvement in the Government’s ability to carry out its acquisition function!

Looking just at the Defense Department, the number of protests filed was up nearly 50 percent—from 706 to 1,050.  But as before, the percentage of sustained protests actually decreased from 18% to 12%.

GAO also reports an “effectiveness rate”—which is defined as a situation when a protester receives some form of relief from the Government agency conducting the procurement, even if it did not have its protest sustained.  Looking at the reported effectiveness rates, there has actually been some increase, from 27 percent (2005) to 45 percent (2009).  It’s difficult to determine what this means without further details.

So the statistics may be meaningful, or not.  We’ll leave any conclusion(s) to our readers’ judgment.  But we maintain that anecdotal evidence is mounting that DOD is having trouble evaluating bidders for major defense acquisition programs without opening the door to a successful bid protest.  As GAO notes in its report, such recent programs as CSAR/X, Aerial Refueling Tanker, FMTV, and TRICARE were interrupted by successful protests by the losing bidders.  And as we have noted with respect to two of those programs listed by GAO, the errors cited by GAO were of the “blocking and tackling” variety, and not of the “difficult and complex” variety.  We hope DOD gets its act together, soon.



 

Rough Ride for the F-35

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We’ve been holding off discussion of the F-35 “Lightning II” Joint Strike Fighter (JSF) until things settled down a bit.  Well, things haven’t really settled down, but there’s enough news that it seems a good time to take stock of the program.

Readers will recall our previous article, in which we inquired how much the JSF will really cost its customers—both in the US and abroad—and noted that “time will tell who has the best at-completion estimate, the Pentagon JET evaluators or the program team.”  Since then, the Obama Administration has moved to eliminate the alternate engine competition, purchases of production aircraft have been delayed, the Pentagon has fired its Program Manager, and SecDef Gates announced that Lockheed Martin will lose $614 million in budgeted award fees based on the program’s problematic performance.  Oh, and a leaked Navy briefing reported that—

over the lifetime of the fleet - the carrier-based and STOVL JSF versions will cost the Navy 40 per cent more, in total operating costs, than the F/A-18C/Ds and AV-8Bs that they replace. (The older aircraft costs are taken from FY2008 and include a lot of aging-aircraft issues.) This is despite a smaller fleet and fewer flight hours: the new aircraft are expected to cost more than 60 per cent more to fly per hour than their predecessors.



The Navy report suggests that the total cost of the Pentagon's JSF program will be $705 billion in FY2002 dollars, just over twice the figure predicted at the program's inception.

But that’s not all.  In response to our previous question, DefenseNews.com reported that the Pentagon is accepting the Joint Estimating Team (JET) budget projection, and consequently is adding $314 billion to the program’s official budget (over a five-year period).  But not content to stop there, the article reported that USD (AT&L) Dr. Ash Carter “is set to order [yet another] bottom-up review of the program and its costs.”  In the words of SecDef Gates, “Progress and performance of the F-35 over the past two years has not been what it should, as a number of key goals and benchmarks were not met.”

It should not be forgotten that the F-35 is truly an international fighter development and production program, with eight other nations participating in its funding.  Those other nations are getting nervous that delays and cut-backs in the number of aircraft being purchased will raise the per-craft price—and as the per-craft price has risen, those countries have begun to consider cutting-back their production orders even more. 

This article discusses the increase in price to the United Kingdom of Great Britain, and states that the aircraft’s price “has risen from £37m each four years ago to £62m now.”  As a result, “a consensus has emerged … that they cannot afford the 140 American Joint Strike Fighters … they had been seeking.  … One compromise would be for the Ministry of Defence (MoD) to halve its order from 140 planes to 70.”

Officially, the program calls for delivery of 5,500 aircraft—2,400 to the US and 3,100 to the international partners.  Lockheed Martin asserts that it can manage the program and catch-up schedule, while controlling cost growth.  If it cannot, it may find itself the builder of a white elephant fighter whose lack of economies of scale make the plane unaffordable for its international partners.  The stakes are high, not only for Lockheed Martin (whose stock has been downgraded based at least in part on its F-35 problems), but also for the US Air Force.





 

Claiming the Government Acted in “Bad Faith”

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Recently somebody posted this cry for help on the LinkedIn Question & Answer Board—

We have a COTR that is causing problems with our contract and need a recommendation for an attorney Can anyone help us? We have a service contract and the COTR has lied, is now causing our Supervisor to quit because he feels he is being harassed by him and more. Does this constitute a delay and/or Government Interference? Any help is appreciated.

Let’s look at this from two perspectives.  First, let’s talk about delay and disruption.  This is really two issues.  In a delay claim, the contractor is claiming compensation for not being able to work.  In some situations, that claim can include the costs of “unabsorbed overhead”—i.e., indirect costs that would have been absorbed on the instant contract, had the labor hours or dollars been incurred as scheduled, but which now will be absorbed by other contracts, causing them to incur more costs than they had planned.  In a disruption claim, the contractor is asking for additional compensation because the work is more complex, and more expensive, than the parties originally agreed. 

As this article makes clear—

The contractor must prove for either claim the elements of liability, causation, and resultant injury. When the contractor is asserting a delay claim, the contractor has the burden of showing the extent of the delay, that the delay was proximately caused by government action, and that the delay caused damage to the contractor. While the law requires reasonable certainty to support a damages award, damages do not need to proven with mathematical exactness. Rather, [i]t is sufficient if a claimant furnishes the court with a reasonable basis for computation, even though the result is only approximate. The preferred method for proving costs is through the submission of actual cost data. However, where actual cost data is not available, estimates of the costs may be used. Estimates of costs should be prepared by competent individuals with adequate knowledge of the facts and circumstances, and should be “supported with detailed substantiating data.”  [All legal citations omitted.]

What the LinkedIn interlocutor is also hinting about is whether, by engaging in lying and harassment and unreasonable delays, the Government has breached its implied duty of “good faith and fair dealing”. As an aspect of these duties, “[e]very contract . . . imposes an implied obligation ‘that neither party will do anything that will hinder or delay the other party in performance of the contract.’ Such covenants require each party “not to interfere with the other party's performance and not to act so as to destroy the reasonable expectations of the other party regarding the fruits of the contract.” This “duty not to hinder is breached when the Government commits ‘actions that unreasonably cause delay or hindrance to contract performance.’” [Legal citations omitted.]

The case law is well-settled that the Government enjoys a presumption that it acts in good faith.  To overcome that presumption, “the proof must be almost irrefragable” – which has also been described as “clear and convincing evidence” of “some specific intent to injure” the contractor. “Courts have found bad faith when confronted by a course of government conduct that was ‘designedly oppressive,’ or that ‘initiated a conspiracy’ to ‘get rid’ of a contractor. As these cases illustrate, the ‘irrefragable proof’ standard, though daunting, is not intended to be impenetrable, that is, it does not ‘insulate government action from any review by courts.’”  [Emphasis in original; legal citations omitted.]

Recently the U.S. Court of Appeals, Federal Circuit, affirmed a decision by the U.S. Court of Federal Claims in which the contractor successfully proved bad faith on the part of its Government customer, the U.S. Army Corp. of Engineers.  The tale is a sad one, where certain government individuals exercised their authority (and more!) to the detriment of the contractor, North Star Housing.  As the Court found, “the record provides a virtual rancid cornucopia of electronic messages and other communications evidencing a specific intent by key government officials to injure North Star.”  See the entire CoFC decision here.

As the Court observed, “Among the most troubling aspects of the case is clear proof that Mr. Peterson, Ms. Kiser and others eventually co-opted the contracting officer who was responsible for ruling on North Star’s claims.”  Although the FAR requires the contracting officers to ensure that contractors “receive impartial, fair, and equitable treatment,” the Court found the contracting officer did not do so in this case. The Court declared—

Abdication of those responsibilities in the face of pressure from government officials who plainly are driven by animus against a given contractor constitutes perhaps the most pernicious form of bad faith on the part of the government, as it threatens the integrity of a dispute resolution process that is central to the government contracting system itself.

Despite the Court being “thoroughly convinced” of the Government’s breach of its duty of good faith and fair dealing, the plaintiff (North Star) was not awarded as much money as it had hoped for.  First, some of its claims were dismissed for lack of jurisdiction, because they had not been first presented to the contracting officer with a “sum certain” as the FAR and Contract Disputes Act (CDA) require.  Second, North Star’s analysis of its damages was found to be lacking by the Court.  As the Court stated, “such [Government] liability, no matter how egregious, does not obviate the necessity for plaintiff to prove its damages.”

To wrap up, many contractors are afraid to submit claims because they are worried about angering their customer(s) and losing future work.  (We note that contractor evaluations and past performance ratings cannot be affected by assertion of contractual rights.)  Contractors seeking to assert claims against their Government customers need to understand what their cause of action is.  Are they asserting Government-caused delay or disruption?  And are the Government’s actions tied to any provable breaches of its duty to act in good faith?  Finally, what damages can be proven, and have all the steps of the FAR and CDA strictly been followed when asserting the claim?



 


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Newsflash

Effective January 1, 2019, Nick Sanders has been named as Editor of two reference books published by LexisNexis. The first book is Matthew Bender’s Accounting for Government Contracts: The Federal Acquisition Regulation. The second book is Matthew Bender’s Accounting for Government Contracts: The Cost Accounting Standards. Nick replaces Darrell Oyer, who has edited those books for many years.