Acquisition Management System

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The Acquisition Management System (AMS) provides policy and guidance on lifecycle acquisition management by the United States Federal Aviation Administration (FAA). [1] The self-stated objectives of the AMS "are to increase the quality, reduce the time, manage the risk, and minimize the cost of delivering safe and secure services to the aviation community and flying public." [1] The AMS applies to acquisitions by the FAA in place of the Federal Acquisition Regulation (FAR) and various other provisions of Federal acquisition law. [2] [3] [4]

Federal Aviation Administration United States Government agency dedicated to civil aviation matters

The Federal Aviation Administration (FAA) of the United States is a national authority with powers to regulate all aspects of civil aviation. These include the construction and operation of airports, air traffic management, the certification of personnel and aircraft, and the protection of U.S. assets during the launch or re-entry of commercial space vehicles.

The Federal Acquisition Regulation (FAR) is the principal set of rules in the Federal Acquisition Regulations System regarding government procurement in the United States, and is codified at Chapter 1 of Title 48 of the Code of Federal Regulations, 48 C.F.R. 1.

Contents

History

The AMS became effective on April, 1, 1996 [5] in response to a Congressional mandate to the FAA: [6]

United States Congress Legislature of the United States

The United States Congress is the bicameral legislature of the Federal Government of the United States. The legislature consists of two chambers: the House of Representatives and the Senate.

IN GENERAL.—In consultation with such non-governmental experts in acquisition management systems as the Administrator may employ, and notwithstanding provisions of Federal acquisition law, the Administrator shall develop and implement an acquisition management system for the Administration that addresses the unique needs of the agency and, at a minimum, provides for—

(A) more timely and cost-effective acquisitions of equipment, services, property, and materials; and

(B) the resolution of bid protests and contract disputes related thereto, using consensual alternative dispute resolution techniques to the maximum extent practicable.

To assist the FAA, Congress also exempted the AMS from several otherwise-applicable provisions of Federal acquisition law: [2]

(A) Title III of the Federal Property and Administrative Services Act of 1949 (41 U.S.C. 252–266).

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The Federal Property and Administrative Services Act of 1949 is the United States federal law which established the General Services Administration (GSA). The act also provides for various Federal Standards to be published by the GSA. Among these is Federal Standard 1037C.

(B) The Office of Federal Procurement Policy Act (41 U.S.C. 401 et seq.).

(C) The Federal Acquisition Streamlining Act of 1994 (Public Law 103–355), except for section 315 (41 U.S.C. 265). For the purpose of applying section 315 of that Act to the system, the term ‘‘executive agency’’ is deemed to refer to the Federal Aviation Administration.

(D) The Small Business Act (15 U.S.C. 631 et seq.), except that all reasonable opportunities to be awarded contracts shall be provided to small business concerns and small business concerns owned and controlled by socially and economically disadvantaged individuals.

(E) The Competition in Contracting Act.

(F) Subchapter V of chapter 35 of title 31, relating to the procurement protest system.

(G) The Federal Acquisition Regulation and any laws not listed in subparagraphs (A) through (F) providing authority to promulgate regulations in the Federal Acquisition Regulation.

The Transportation Security Administration (TSA) was previously subject to the AMS, [7] but is instead now subject to the FAR and the Homeland Security Acquisition Regulation (HSAR) supplement. [8] [9] [10]

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References

  1. 1 2 AMS 1.1.1. PD-icon.svgThis article incorporates text from this source, which is in the public domain.
  2. 1 2 49 U.S.C.   § 40110(d)(2); Department of Transportation and Related Agencies Appropriations Act for FY1996, Pub.L. 104–50, 109  Stat.   460, § 348. PD-icon.svgThis article incorporates text from this source, which is in the public domain.
  3. ↑ AMS 1.1.3. PD-icon.svgThis article incorporates text from this source, which is in the public domain.
  4. ↑ 48 C.F.R. 1201.104 (d). PD-icon.svgThis article incorporates text from this source, which is in the public domain.
  5. ↑ Federal Aviation Administration Life Cycle Acquisition Management System, 61 FR 15155 (April 4, 1996). PD-icon.svgThis article incorporates text from this source, which is in the public domain.
  6. ↑ 49 U.S.C.   § 40110(d)(1); Department of Transportation and Related Agencies Appropriations Act for FY1996, Pub.L. 104–50, 109  Stat.   460, § 348; Vision 100—Century of Aviation Reauthorization Act, Pub.L. 108–176, 117  Stat.   2490, § 224. PD-icon.svgThis article incorporates text from this source, which is in the public domain.
  7. ↑ Aviation and Transportation Security Act (ATSA), Pub.L. 107–71, 115  Stat.   597, § 101(a). PD-icon.svgThis article incorporates text from this source, which is in the public domain.
  8. ↑ Consolidated Appropriations Act of 2008, Pub.L. 110–161, 121  Stat.   1844, § 568. PD-icon.svgThis article incorporates text from this source, which is in the public domain.
  9. ↑ Office of the Chief Procurement Officer; Revision of Department of Homeland Security Acquisition Regulation; Technical Amendments (HSAR Case 2008-001), 73 FR 30317 (May 27, 2008).
  10. ↑ 48 C.F.R. 3001.104 (b). PD-icon.svgThis article incorporates text from this source, which is in the public domain.

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