J.1.1 Appendix A - Specification - Amendment 0003.pdf

SOW, APPENDIX A

Statement of Work, Appendix A – Specification Rev. A – Amendment 0003

A.1 Introduction

This Specification describes tasks and deliverables for this solicitation. CLINs 0001, 0002, 0003, and 0005 are required for the Baseline acquisition, design and modification of the first aircraft. CLINs 1001 and 1002 are for the Baseline acquisition and modification of the second aircraft. It is the Government’s intent that each of the above CLINs will be added to the contract once, either at initial award or as a one-time contract modification. CLIN 0004 is an option that may be awarded if additional engineering is required, based on the results of the CLIN 0002 Analysis of Alternatives (see section A.3). CLINs 0006 and 0007 are options that may be exercised through one or multiple awards over the Contract’s period of performance. CLINs 2001, 2002, 3001 and 3002 are optional CLINs for a third and fourth Baseline aircraft (2001 and 3001, respectively) and modifications (2002 and 3002), which may be exercised within five (5) years after the date of initial Contract award.

A.1.1 Nomenclature

Within this document, all general references to ‘Specification’ are to this document (Appendix A to the Statement of Work). The Lockheed-Martin System Performance Specification for the USAF Basic C-130J Aircraft is also referenced in this document, but will be referred to as the ‘LM USAF System Performance Spec’.

‘NCAR C-130’ refers to the modified EC-130Q aircraft owned by the National Science Foundation and operated by the National Center for Atmospheric Research. More information can be found at https://www.eol.ucar.edu/observing_facilities/c-130

‘NASA-C-130’ refers to the modified C-130H aircraft owned and operated by NASA Goddard Space Flight Center’s Wallops Flight Facility. More information can be found at https://airbornescience.nasa.gov/aircraft/C-130H_-_WFF

‘NOAA WP-3D’ refers to the NOAA WP-3D Orion aircraft owned and operated by the NOAA Aircraft Operations Center (AOC). There are two nearly identical WP-3Ds, Construction Numbers: 5622 and 5633, FAA Registrations: N42RF and N43RF, respectively. More information can be found at https://www.omao.noaa.gov/ao/aircraft/lockheed-wp-3d-orion

‘NOAA G550’ refers to the NOAA Gulfstream 550 Special Purpose aircraft that will be owned and operated by the NOAA AOC in 2025. This aircraft is currently being modified by Gulfstream and not yet in service: Construction Serial Number 5608 and FAA Registration Number N59RF. Additional information available upon request.

Reference Section J.4 for a list of acronyms and commonly used terms.

https://www.eol.ucar.edu/observing_facilities/c-130 https://airbornescience.nasa.gov/aircraft/C-130H_-_WFF https://www.omao.noaa.gov/ao/aircraft/lockheed-wp-3d-orion

A.2 Baseline Aircraft (CLINs 0001, 1001, 2001, 3001) A.2.1 General requirements

For each C-130, the Contractor shall complete the acquisition, fabrication and acceptance of a new, unmodified Baseline (‘green’) Lockheed-Martin (LM) C-130J aircraft as the base platform.

The Baseline aircraft shall have the standard capabilities, airframe, engines and avionics as described in the LM USAF System Performance Spec. Except as noted in A.2.2, the Contractor is responsible for all costs and resources required for the purchase, monitoring and acceptance of the Baseline aircraft.

A.2.2 Pre-Production reservation

The Government funded the pre-production costs for two ‘short’ Baseline C-130J aircraft. These will be the base platforms for the first two NOAA C-130J. The pre-production parts and reserved spots in the LM manufacturing line will be provided to the Contractor as Government Furnished Equipment and Information. The Contractor is responsible for funding the balance of the aircraft’s cost.

A.2.3 Modifications during Baseline aircraft production

During production, the Contractor may desire additions, deletions and modifications to the Baseline aircraft to facilitate the Contractor’s modification and outfitting phases. If that is the case, the Contractor shall present requested changes and any impacts to maintaining and sustaining the aircraft to the Government for approval, then negotiate changes and costs with LM.

Unless approved by the Government, any production line changes shall be applied to all Baseline aircraft acquired under this contract.

A.2.4 Baseline completion

The Contractor shall monitor fabrication of each Baseline aircraft and address any issues or irregularities during fabrication and initial testing. The Contractor shall assure that the finished product meets the requirements of the Contract and conforms to the LM USAF System Performance Spec, with deviations as required if modifications are incorporated per section A.2.3. The Contractor shall assure that each finished Baseline aircraft conforms to the required airworthiness standard. The Contractor shall assure that the construction, testing and acceptance of each Baseline aircraft is properly documented and provide a copy of that document package to the Government as evidence of Baseline completion. The Government reserves the right to witness construction, testing and acceptance activities on a non-interference basis and conforming to the Contractor’s and Lockheed-Martin’s personnel safety requirements.

A.2.5 Post-completion

After completion of each Baseline aircraft and acceptance by the Contractor, the Contractor shall independently confirm the operation and airworthiness of the aircraft by executing one or more Functional Check Flights. The test points will be determined jointly by the Contractor and Government before Baseline completion. After Baseline completion and before induction for modification, the Contractor shall maintain the aircraft per the airframe and engine manufacturers’ recommendations for the anticipated storage duration.

A.3 Vertically Scanning Doppler Radar Analysis of Alternatives (CLIN 0002) A.3.1 The Contractor shall conduct an Analysis of Alternatives (AoA) to compare and contrast various system options to provide data similar to the WP-3D aircraft’s Tail Doppler Radar. Specific radar requirements, desires, and design goals will be provided as Government Furnished Information (GFI).

A.3.2 Contractor shall hold a requirement review meeting as soon as practicable after contract award to review the GFI and discuss any questions or clarifications associated with this effort. At this meeting, the Contractor shall brief the Government on the plan to execute the AoA.

A.3.3 At Contractor’s or Government’s discretion, interim meetings (in-person or virtual) may be held during the execution of the AoA. Meetings may be for technical interchange, progress and status updates, or for other reasons as desired.

A.3.4 The Contractor shall provide the results of the AoA as a preliminary report, followed by an in-person briefing that the Contractor shall host. The Government will provide comments to both the report and briefing, which the Contractor shall consider and incorporate into the final report as appropriate. At a minimum, the AoA shall include the following:

● Description of physical characteristics for each alternative considered, to include hardware, weight, aerodynamic drag, electrical power, heat generation and dissipation, and maintainability (degraded mode operation, Mean Time to Critical Failure, Mean Time to Repair).

● Description of each alternative’s ability to meet requirements and address desired capabilities and design goals

● An assessment of each alternative’s Technology Readiness Level (TRL). If an alternative’s TRL is less than 8 (actual system completed and qualified through test and demonstration), the AoA should discuss what will be required to get the alternative to a TRL of 8, including risks, time frame and developmental costs.

● A cost estimate for each alternative, to include initial acquisition, airframe modification, airworthiness assurance, spares and other maintainability costs (e.g.

periodic inspections for continued airworthiness).

● A recommendation for which alternative will provide the best value to the Government. The report shall include the methodology that produced the recommendation, other options considered and why each of these were not selected.

A.4 Design of Modifications (CLIN 0003)

A.4.1 General Information

The Contractor shall design the modifications and installations to meet the required items in Section A.9, and address the desired and optional modifications and features in that section.

A.4.2 Overall Configuration

The contractor shall propose an overall aircraft configuration and modification plan. At the Configuration Review meeting, the contractor shall present the plan, along with any identified conflicts and proposed solutions.

A.4.3 Design Philosophy

The contractor shall address and strive to generalize the design when possible. Examples are:

● Design a rack to the maximum weight within safety margins, rather than designing to the specific units planned to be initially installed

● Address floor load limitations by fuselage segment, per foot loading, etc., rather than requiring a rack to be mounted at a specific Flight Station.

● Design an aperture or port to at least meet the loading requirements of the initial instrument or design guidance, but then analyze the modification for the actual maximum loading, rather than the initial design requirement.

A.4.4 Design Reviews

During the design effort, the contractor shall hold reviews as required by the SOW, presenting the information as described for each review.

A.4.5 Completion

The design effort will be deemed complete at the successful completion of the Final Design Review (FDR), including any changes to the design that result from the FDR. The parts and materials list should be ready to execute, the modification work plan and task list is complete along with any ancillary design tasks required prior to aircraft induction (e.g. aircraft bracing, processes and techniques to be used during modification, etc).

A.5 Additional Design for a Vertically Scanning Doppler Radar (CLIN 0004)

If necessary after the conclusion of Analysis of Alternatives (AoA - CLIN 0002) and decision by the Government on the selected Vertically Scanning Doppler Radar system (VSDR), the contractor shall design additional modifications to provide provisions for the VSDR, integrating the added design into the primary modification design (CLIN 0003). The requirements and specifications for this design effort will be defined after review of the AoA and VSDR decision, and will be negotiated at that time.

A.6 Aircraft Modifications (CLINs 0005, 1002, 2002, 3002)

A.6.1 General Information

For the first aircraft and any follow-on aircraft where the appropriate CLIN option is exercised, the contractor shall modify each Baseline (‘green’) aircraft as required by the design produced in CLIN 0003 (and CLIN 0004 if option is exercised) and as required to meet NOAA mission, airworthiness and operational requirements. The specific configuration of modifications and contractor-installed equipment will be reviewed prior to each aircraft’s induction into the modification facility.

A.6.2 Overall Configuration and Certification

The contractor shall provide updated documentation that reflects the overall configuration of the modified aircraft as delivered, including weight and balance, aerodynamic drag count, electrical power loading, and other affected operating manuals.

A.6.3 Completion

Modification completion shall be in accordance with the acceptance process and criteria stated in the SOW.

A.7 Support Equipment, Spare Parts, and Supplies (CLIN 0006)

A.7.1 Contractor-provided information

The Contractor shall provide lists and pricing for the following categories and items, including recommended quantities:

- Recommended Support Equipment, including but not limited to ground servicing equipment, special tools, and diagnostic test sets

- Recommended Spare Parts, including but not limited to fly-away spares, common failure items that are customer replaceable, and special parts that are unique to the modifications and configuration of the aircraft delivered under this contract (e.g. spare custom radar radome).

This category also includes other items which may be used to vary the cabin configuration for different mission or instrumentation profiles.

- Recommended Supplies, including consumables. This list shall include consumables that are recommended to be kept in stock for normal servicing, maintenance and minor repairs of the aircraft, engines and APU. At a minimum, pricing should be included for supplies that are only available from the Contractor.

The Contractor shall identify any of the above items that are provided as part of the standard aircraft delivery, and adjust the recommended quantity of additional units accordingly.

If in the course of this contract additional information becomes available that would necessitate an update, the Contractor shall update any of the above lists as appropriate. For example, if a special part or system is not fully specified or designed until sometime within the contract period, an update to the appropriate list should be done at that time.

A.7.2 Cargo Compartment Infrastructure

Contractor shall provide pricing and delivery for the following items as part of their response to the solicitation. The Government may order any quantity of any items at any time during the Contract Period of Performance.

A.7.2.1 Science Workstation Racks

19” EIA-310-D racks, single and dual bay, four post, rack depth similar to NOAA WP-3D (approximately 26” depth), with at least the same load and C.G. capabilities as the WP-3D racks (approximately 400 lb each bay, 800 lb for dual bay). Pricing required for single unit and any price discounts for quantity orders. If racks are designed as ‘Left’ or Right’ version, Contractor shall identify designators for each type, and whether quantity discount applies to a mixture of rack types or by single part number. If Contractor has rack styles of various heights, it is desired that at least two styles be presented – a stand-alone height of approximately 48” (similar to NOAA WP-3D), and a taller rack that uses ceiling or side-wall tie-ins to increase rack C.G. limits.

A.7.2.2 Individual Crew Seats

Certified, articulated, identical to the seats provided in A.9.7.13. Pricing required for single unit and any price discounts for quantity orders. If seats are designed as ‘Left’ or Right’ version, Contractor shall identify designators for each type, and whether quantity discount applies to a mixture of seat types or by single part number.

A.7.2.3 Dual Passenger Dinette Seating

Certified, identical to the dual seat and dinette table provided in A.9.7.14. Pricing required for dual seat dinette set and any price discounts for quantity of two. If dual-seat units are designed as ‘Forward-facing’ or ‘Aft-facing’ version, Contractor shall identify designators for each type, and whether quantity discount applies to a mixture of seat types or by single part number.

A.7.3 Purchase and Delivery

The contractor shall provide Support Equipment, Spare Parts, Supplies and Cargo Compartment Infrastructure items as ordered under CLIN 0006. Note that the Government may issue multiple orders against CLIN 0006 over the span of the contract period. For each order, the Government will negotiate a delivery schedule for the ordered items. Unless installed in the aircraft during final acceptance, all items ordered under CLIN 0006 are to be delivered to and accepted as designated in Section F of this contract.

A.8 Services and Training (CLIN 0007)

A.8.1 Engineering and support services

The contractor shall provide additional engineering services. These services shall be provided on a Fixed-Price-per-labor hour basis inclusive of labor, fringe, overhead, General and Administrative, and profit, as proposed for the various labor categories in the Schedule (Section B of this solicitation). The actual skill classifications and quantities will be as negotiated and awarded. The Government may make multiple awards for various engineering and support services over the contract period.

A.8.2 Training

The contractor shall provide training in the following categories as selected and awarded. Note that if training in any of these categories is included in the primary contract award, those included training events either shall conform to the descriptions below or the contractor shall identify the differences and provide a quote and a plan to add modules that are missing from the included syllabus. For each training event either provided or purchased, the Government and contractor will negotiate the timing and location on a case by case basis. The Government may order additional training in any of the categories during the contract period, to be quoted by the Contractor at the time of the request.

A.8.2.1 Pilot training

If the option is selected, the contractor shall provide a pilot training syllabus and course study reference material for each trainee. Training shall consist of FAA approved academic, simulator and flight training. The flight simulator portion of this training shall be conducted in a Level D FAA certified simulator or military equivalent and result in a FAA type rating.

The contractor shall develop a customized syllabus and pilot training shall include but not be limited to addressing encountering precipitation and turbulence representative of the storm environment; emphasis on unusual attitude recovery, including recovery from turbulence, induced stalls, Icing management and engine restarts. In addition, the training shall include automation failures, effects of extreme ISA deviations on engine and aircraft performance and automation systems. The training syllabus shall include heavy aircraft asymmetrical or critical engine out, and 30° angle of bank climb performance characteristics.

Prior to attending the course, each trainee will already have at least a commercial pilot certificate, with instrument and multi-engine ratings. If additional or different certifications or prior training is required before attending the C-130J pilot course, the Contractor shall identify the additional requirement(s).

A.8.2.2 Loadmaster training

If the option is selected, the contractor shall provide a manufacturer or DOD approved training course for C-130 loadmaster. Course shall include specific features of the ‘short’ C- 130J (if any). For each trainee, the contractor shall provide a training syllabus and course study reference materials. At time of contract award or as negotiated with the Government, the Contractor shall identify any pre-requisite courses or certificates required prior to training.

The Government will provide loadmaster trainees that have those prerequisites.

A.8.2.3 Technician training

If the option is selected, the contractor shall provide manufacturer's approved or recommended training in one or more of the following categories:

- Systems Engineering aircraft overview

- Mechanic/maintainer

- Electronics/avionics

- Sheet metal/fabrication/structural repair

The courses can be independent by category, or more than one category can be combined.

For each trainee, the contractor shall provide a training syllabus and course study reference materials.

Prior to attending the course, each trainee will already hold FAA mechanic certificates for both airframe and powerplant. If additional or different certifications or prior training is required before attending C-130J technician training, the Contractor shall identify the additional requirement(s).

A.9 Configuration A.9.1 Introduction

The configuration information in this section is a notional layout, provisioning and services concept that is based on other NOAA aircraft, existing C-130 configurations operated by other Government agencies (DOD, NSF/NCAR and NASA), anticipated mission requirements, and potential future missions. In their pre-award proposal and negotiations, and during the course of design, the contractor may propose changes, alternate configurations and significant deviations for the Government’s notional information. Any changes to the proposed configuration after contract award must be approved by the Government. This can be either through a configuration change process or by presenting the change as part of a design review and having the Government approve that change within the design review approval process.

A.9.2 Overview

The envisioned configuration is to have the mission control personnel (some combination of flight directors, flight meteorologists, navigators, and observers, in addition to the two pilots) on the flight deck and have mission and science personnel and systems in the cargo compartment.

The cargo compartment would have provisions for mounting systems, along with drops for power, networking and other connectivity to handle semi-permanent and transient system installation. Seating for personnel would be configurable, depending on mission requirements.

Personnel services (oxygen, intercom, lavatory, galley) would be permanent or easily installed, with external servicing provisions as necessary. Where possible, permanent or semi-permanent systems would be mounted in the outer fuselage ‘cheek’ regions and/or overhead mounting structures, depending on size and access requirements.

Based on how NOAA uses their other mission aircraft, flexibility and versatility are very important, not just for current systems, but for future installations, which are likely not even designed at this point. Generalized ‘provisions for’ future systems, with emphasis on external access and viewing angles, along with configurable equipment mounting provisions, will help to reduce major airframe modifications when/if installing future systems.

A.9.3 Required/Desired/Notional

Throughout this section, features (ports, science wiring, mounting provisions, etc) may be identified as ‘required’, ‘desired’, or ‘notional’.

Required features must be included in the proposed configuration and design, unless a specific waiver or alternative is explicitly approved by the Government.

Desired and highly desired features should be included to the extent possible, with highly desired features taking priority in case of conflict. Contractor should explain the rationale behind not implementing a desired or highly desired feature in their proposal or at the time when it is decided that the feature will not be included in the configuration.

Notional features are mentioned within the Government’s notion of the aircraft’s layout and resource placement. If the contractor deviates from the Government’s notion, it is expected that notional assumptions in this document will not be the same in the final design. Contractor should explain equivalences between the Government’s notional configuration and the actual proposed configuration.

A.9.4 Flight Deck Compartment Configuration A.9.4.1 Seating for pilot, co-pilot and an additional flight crew position with sufficient view to address all aspects of flight. Additional flight crew seat to be similar to USCG HC- 130J flight crew configuration, directly behind the center pedestal with seat tracks to permit lateral movement.

A.9.4.2 Avionics consistent with the Rev 8.1 upgrade program as well as a wired or wireless flight plan transferring between the avionics systems and Commercial Off the Shelf (COTS) electronic flight bag programs. All radios and navigation systems shall be unclassified and able to operate without security keys.

A.9.4.3 Seating and mission operator workstations for 2 mission crew members behind the co-pilot. Required to use the USCG HC-130J Minotaur configuration. Required to provide nose radar control and display ability at both mission station seats. NOAA will provide mission station GFI after contract award.

A.9.4.4 Seating for 1-2 additional crew member jump seats A.9.4.5 If not provided elsewhere, galley provisions for reheating food in addition to onboard coffee generation and water sufficient for the crew complement.

A.9.5 Cargo Compartment Configuration

Presented here is the configuration for the cargo compartment area to provide a framework of reference in the description of modifications. Contractor may propose alternatives for parts or the whole configuration. For any item that is requested below, the assumption is any changes, flexibility, or options will not impact the Center of Gravity (CG) limitations of the Baseline aircraft.

A.9.5.1 Cargo Compartment Layout

The installation of science racks described below will be accomplished by NOAA post-delivery. This layout description is provided as a reference for required attachment points of science racks. Except where there are fixed features (e.g. radio racks, galley, lavatory), the cargo compartment will consist of a series of mission stations with single or dual bay (19” EIA-310-D) sized racks with one or two operator seats behind (aft of) each rack. Racks will be positioned on the left and right sides with a center aisle between. Seats and racks facing forward are notional. The contractor may consider aft or side facing crew layout if it maximizes functionality and use of space. Emphasis will be placed on ability to fully utilize entire cargo area space. Notionally there would be 5 dual bay science racks spaced on the right hand side of the fuselage, facing forward (R1 through R5), with one or two crew seats aft of the racks, facing forward. The positioning of these racks may begin near the forward bulkhead, or behind other equipment (e.g. other fixed equipment) that may be positioned at the bulkhead. On the left hand side of the fuselage there would be four dual bay science racks in a similar configuration (L1 through L4), allowing entry/egress space at the forward entry door. It is highly desired that the seat and rack configuration be determined by localized floor loading capacity, with flexibility to move (or remove) seats and racks as mission needs dictate (within the weight and Center of Gravity limits of the certified Baseline aircraft), rather than certifying them to be in fixed locations. It is also highly desired to have the option of installing other seating features instead of the typical rack and seat arrangement.

External viewing ports/windows are desired for most mission stations as much as practical.

Behind these primary rack stations the space would be more reconfigurable, and used for custom racks for expendable storage, unique equipment, and passenger seating for transits or crew rest. This area may also be used for mission or network racks that cannot be housed in the outer fuselage areas as described in section A.9.2. In the aft compartment near the cargo door a galley and lavatory may be positioned, and/or crew positions for launching expendables.

A.9.5.2 Cargo Compartment Science Station Drops

Multiple science station drops spaced longitudinally down each side of the compartment are required, positioned not to encroach on normal cargo floor space and spaced approximately every five feet. These science drops would allow for installation of Intercom (ICS) control panels, ICS phone jacks, oxygen connections, and Local Data and Services Network (LDSN) panels. The LDSN and Aircrew Services (ICS and oxygen) may be physically separated while still located in the same general area together. Contractor to propose science drop configuration and locations as part of their accepted proposal and will be approved by the Government no later than the Configuration Review. Internal to or near the drop would be the primary crew oxygen feed line with taps at intervals to connect mask hoses at locations designated as primary aircrew. Each drop location requires two oxygen connections.

Between the drop locations, threaded holes along the fuselage interior for lightweight duty are desired, as they would facilitate securing cabling that is run between racks.

A.9.5.3 Local Data and Services Network (LDSN) Panel Locations

The LDSN panels, or similar universal interface panel, would be mounted in the science drop locations on the side fuselage and other locations where specified in this document, with connectors facing out and protected by dust caps or other covers. Ref section A.9.8.1.

A.9.5.4 Network and Connectivity Rack

The following description of rack is notional and emphasis should be placed on the required space and functionality required for science equipment and networking infrastructure to efficiently use space outside of the normal cargo loading area (ref A.9.7.12). The Network Rack will be the nexus for science signal cabling. This rack will be permanently installed and positioned not to encroach on normal cargo floor space if possible. Mechanically, it would be a custom enclosure with front panels, mounting for equipment and systems, and closeout panels as needed using a 19” EIA-310-D (RETMA) form factor. Required vertical space is approximately 50”, with an average available depth of 19”. Desired vertical space is 65”.

The front face would be inset from the walls or other adjacent structure to protect patch panel cords. A vertical front panel would contain Network feed-throughs, with the LDSN network wiring (ref A.9.8.1) plugged into the back so that, post-delivery, user-supplied patch cables can be installed on the front as mission requirements dictate. If female network connectors are attached directly to the cabling, those would mount directly to the panel. There would be a panel area for the LDSN coax cable bulkhead connectors and general purpose cable connectors. Finally, the panel would have growth provisions determined by the contractor and provided to NOAA for other feed-through connectors, both for coaxial sources (GPS, IRIG-B), and dedicated network and control signal runs (e.g. from the Satcom). The network rack should have space to facilitate mounting network routers that will connect to the LDSN network runs. NOAA shall provide ICDs as required. Network rack mounting space may also be used for the dedicated primary data collection computer(s) so that moveable instrument rack space is not required or dedicated.

A.9.6 Exterior and Fuselage Modifications

A.9.6.1 Forward Fuselage Instrument Pads

Six forward fuselage instrument pads, near the nose radome, similar in location, size, capability and certification as the primary aircraft sensors. These pads will be used to install instruments post-delivery, similar to the primary aircraft sensors, for the NOAA science data system, similar to NOAA G550. Capable of carrying external loads of 5 lb per hardpoint, with an equivalent frontal aerodynamic load area of 20 in2, 8 in from surface.

A.9.6.2 Cargo Compartment Drop Ports

A.9.6.2.1 These ports should be optimally positioned to allow for safe separation of expendables with minimal aerodynamic impact during straight and level flight. The aft lower location of the fuselage is preferred to allow separation from the aircraft with the least amount of structure aft of the launch locations.

A.9.6.2.2 Required; One aperture port for the dropsonde launcher in the lower portion of the cargo compartment, similar in size and capability as the NOAA G550 drop station aperture port (approximately 6” x 7”). This port size allows NOAA to design and integrate varying custom exit tubes for launchers. Port to be delivered with metal blank-off insert. There must be adequate space in the area surrounding this port to allow for post-delivery installation of a NOAA installed automated dropsonde dispenser. The port location and subsequent launcher installation should minimally impinge on normal cargo area. Interface GFI will be provided after contract award.

The approximate rectangular space needed for the dropsonde launcher/dispenser is;

45” vertical by 16” horizontal (fore/aft) by 26” horizontal (inboard/outboard). This launcher will be automated and will not require an operator to man the station but shall be accessible inflight. The aperture port shall be capable of carrying loads outside the port; 45 lb required, 60 lb desired, with an CG offset from the fuselage skin of 10”, with an equivalent frontal aerodynamic load area of 0.85 ft2.

Additionally, the aperture port shall simultaneously support equipment mounted inside the cabin, 25 lb required, 30 lb desired, with a CG offset from the mounting flange of 6”.

A.9.6.2.2.1 Desired; secondary aperture port of 6” x 7” or larger for manual dropsonde or expendable launching. This manual port shall be adjacent to the planned AVAPS station to allow manual launching of dropsondes or other instruments while in a seated position. This port will allow for rapid launching of instrumentation to supplement the automated launcher. The aperture port shall be capable of carrying loads outside the port; 45 lb required, 60 lb desired, with an CG offset from the fuselage skin of 10”, with an equivalent frontal aerodynamic load area of 0.85 ft2. Additionally, the aperture port shall simultaneously support equipment mounted inside the cabin, 25 lb required, 30 lb desired, with a CG offset from the mounting flange of 6”.

A.9.6.2.3 Required; Expendable ports (A-sized) for Bathythermograph (BT) buoys or similar, in the lower section of the cargo compartment, similar size and capability as the BT launch tubes located on the NOAA WP-3D aircraft. One port must be oversized to 7” minimum ID, similar to the NOAA WP-3D free fall chute. The NOAA free fall chute is oversized to 7” inner diameter with a 5.5” reduction sleeve to free-fall the 4.875” diameter by 36” long A-sized BT. Five expendable ports required, ten expendable ports desired. One expendable port must have the ability to free-fall release an A-size expendable during unpressurized flight, and all other expendable ports must allow pressurized release during normal flight using gas pressure charges. Required is the ability to reload all the pressurized launch tubes inflight. Design, install and certify a pressurized gas system to charge the system for launches. The gas system shall be capable of 15 pressurized launches per flight required, 30 pressurized launches per flight desired. Notionally the expendable ports may be similar to the NASA C-130H cargo door launch tubes (i.e. 8” flare release tubes) or other currently installed configurations in use.

A.9.6.3 Provisions for and mechanical installation of two zenith-mounted GPS receive-only antenna

The Government will provide the antenna as Government Furnished Equipment (GFE). For planning purposes, the Government intends to supply and use an AeroAntenna model AT1675-180W-TNCF-000-RG-38-NM antenna. The Government reserves the right to substitute a similar antenna – the specific antenna model will be frozen no later than the Configuration Review. The Contractor shall modify the fuselage, install the provided antenna, certify the mechanical and aerodynamic aspects of the installation, and install a 50 ohm low-loss coax cable from the vicinity of the antenna to the Network Rack, with an appropriate connector at the antenna end, a TNC isolated female bulkhead connector at the Network Rack installed in the coax patch panel, and adequate service loops on both ends.

The Contractor is not responsible for making the antennas operational or testing the antennas’ operation. The desired locations are the forward and aft upper fuselage, one each area.

Minimum offset between antennas is 20’, but larger offset is desired for differential gps use.

Other locations may be proposed to reduce displacement of existing antennas and other features on the upper fuselage.

A.9.6.4 Provisions for and mechanical installation of two nadir-mounted 400 MHz receive-only telemetry antennas

The Government will provide the antennas as GFE. For planning purposes, the Government intends to supply and use a Sensor Systems model S65-1217. GFI to be provided. The Government reserves the right to substitute a similar antenna – the specific antenna model will be frozen no later than the Configuration Review. The Contractor shall modify the fuselage, install the provided antennas, certify the mechanical and aerodynamic aspects of the installation, and install a 50 ohm low-loss coax cable from the vicinity of each antenna to the Network Rack, with an appropriate connector at the antenna end, a TNC isolated female bulkhead connector at the Network Rack installed in the coax patch panel, and adequate service loops on both ends. The Contractor is not responsible for making the antennas operational or testing the antennas’ operation. The desired location is aft lower fuselage, and as close to BL 0 as practical without interfering with other lower fuselage features. There is no specific relative placement between the two antennas; in typical usage one is a redundant backup for the other.

A.9.6.5 Provisions for and mechanical installation of two nadir-mounted 143-174 MHz receive-only telemetry antennas

The Government will provide the antennas as GFE. For planning purposes, the Government intends to supply and use a Dayton Grainger model 16355. GFI to be provided. The Government reserves the right to substitute a similar antenna – the specific antenna model will be frozen no later than the Configuration Review. The Contractor shall modify the fuselage, install the provided antennas, certify the mechanical and aerodynamic aspects of the installation, and install a 50 ohm low-loss coax cable from the vicinity of each antenna to the Network Rack, with an appropriate connector at the antenna end, a TNC isolated female bulkhead connector at the Network Rack installed in the coax patch panel, and adequate service loops on both ends. The Contractor is not responsible for making the antennas operational or testing the antennas’ operation. The desired location is aft lower fuselage, and as close to BL 0 as practical without interfering with other lower fuselage features. There is no specific relative placement between the two antennas; in typical usage one is a redundant backup for the other.

A.9.6.6 Provisions for and mechanical installation of a zenith-mounted WiFi antenna 116 to 156 MHz

The Government will provide the antenna as GFE. For planning purposes, the Government intends to supply and use a Sensor Systems model S65-8262-127. The Government reserves the right to substitute a similar antenna – the specific antenna model will be frozen no later than the Configuration Review. The Contractor shall modify the fuselage, install the provided antenna, certify the mechanical and aerodynamic aspects of the installation, and install a pair of 50 ohm low-loss coax cables from the vicinity of the antenna to the Network Rack, with appropriate connectors at the antenna end, TNC isolated female bulkhead connectors at the Network Rack installed in or near the coax patch panel, and adequate service loops on both ends. The Contractor is not responsible for making the antenna operational or testing the antenna’s operation. The desired location is aft upper fuselage, and as close to BL 0 as practical without interfering with other upper fuselage features.

A.9.6.7 Upper Aperture Ports

Contractor shall install and certify the following aperture ports on the top of the fuselage.

Preferred locations would be at minimum aerodynamic boundary layer areas and at or near the centerline. The ports should have space inside the fuselage for mounting science equipment and be accessible. Desired that the ports be similar in size and attachment method as other science aircraft ports. The ports described below are notionally sized similar to the NOAA G550 aperture ports:

● One large (10”x 14” nom.) aperture port near the centerline and on the forward fuselage area.

● Three standard (7”x 10” nom.) aperture ports offset from other ports and aft of the large aperture port. 24” longitudinal minimum spacing required. One port should be located in the aft fuselage area.

● Large and standard aperture ports shall be capable of carrying loads outside the port;

45 lb required, 60 lb desired, with an CG offset from the fuselage skin of 10”, with an equivalent frontal aerodynamic load area of 0.85 ft2. Additionally, the aperture port shall simultaneously support equipment mounted inside the cabin, 25 lb required, 30 lb desired, with a CG offset from the mounting flange of 6”.

Additional attach points on the fuselage and/or in the cargo compartment shall be included for each aperture to facilitate the installation of post-delivery equipment. The aircraft is to be delivered with metal blank-off inserts in each port. It is highly desired that the apertures be as similar to the structures previously designed on research aircraft where possible, to include position, size and capabilities.

A.9.6.7.1 Accommodations for Upper Aperture Ports

Contractor shall make accommodations for the upper ports, including but not limited to:

A.9.6.7.1.1 Rerouting wiring and other in-place infrastructure

A.9.6.7.1.2 Providing cutouts in the cargo compartment closeout to provide access to upper ports

A.9.6.7.1.3 Installing custom insulation in port blank-off wells to reduce noise when ports are not being used for science instrumentation

A.9.6.8 Lower Viewports and Apertures

Contractor shall install and certify the following viewports and apertures on the bottom of the fuselage. These modifications shall not interfere with the view angles of the HSWRR instrument and maintain standard aircraft pressurization capability. In addition to holes cut into the lower fuselage, the contractor may propose externally mounted pods that provide nadir viewing ability. Notional locations would be at minimum aerodynamic boundary layer areas and/or areas that receive minimal debris from the nose landing gear. Notionally the ports may be similar in size and attachment method as other science aircraft ports. The ports described below are notionally sized, similar to ones used on the NOAA G550 and the NASA C-130H. However, those designs are proprietary, and the government does not own data rights:

● Two large optical viewports in line and along the aircraft centerline. At a minimum, 12” outer diameter is required. A 16” outer diameter is desired. These viewports shall be fully accessible through the cargo floor to the aircraft interior. Fully accessible is defined as having the entire outer diameter pass through ability.

● Two standard (7”x10” nom.) aperture ports spaced a minimum of 24” from the viewports and other aperture ports. May be on the centerline or offset to either side..

It is desired that these ports be fully accessible through the cargo floor, required that these ports be partially accessible through the cargo floor. Partially accessible is defined by having a minimum 7” diameter cargo floor pass through at the port.

● One large (10”x14” nom.) aperture port spaced a minimum of 24” from the viewports and other aperture ports. May be on the centerline or offset to either side.. It is desired that this port be fully accessible through the cargo floor, required that this port be partially accessible through the cargo floor. Partially accessible is defined by having a minimum 10” diameter cargo floor pass through at the port.

● Large optical viewports shall be capable of carrying loads outside the port; 45 lb required, 60 lb desired, with an CG offset from the fuselage skin of 10”, with an equivalent frontal aerodynamic load area of 0.85 ft2. Additionally, the viewport shall simultaneously support equipment mounted inside the cabin, 300 lb required, 350 lb desired, with a CG offset from the mounting flange of 16”.

● Large and standard aperture ports shall be capable of carrying loads outside the port;

45 lb required, 60 lb desired, with an CG offset from the fuselage skin of 10”, with an equivalent frontal aerodynamic load area of 0.85 ft2. Additionally, the aperture port shall simultaneously support equipment mounted inside the cabin, 50 lb required, 100 lb desired, with a CG offset from the mounting flange of 6”.

Additional attach points on and inside the fuselage shall be included for each aperture to facilitate the installation of post-delivery equipment. This may be accomplished by use of cargo floor harpoints. The aircraft is to be delivered with metal blank-off inserts in each port.

It is highly desired that the viewports and apertures be as similar to the structures previously designed on research aircraft where possible, to include position, size and capabilities

A.9.6.8.1 Accommodations for Lower Viewports and Aperture Ports

Contractor shall make accommodations for the lower ports, including but not limited to:

A.9.6.8.1.1 Rerouting electrical wiring, hydraulic lines and flight control cables as needed

A.9.6.8.1.2 Moving displaced avionics and other aircraft electronics to alternate locations

A.9.6.8.1.3 Relocation of components of hydraulic, oxygen and other systems, while retaining full system functionality

A.9.6.8.1.4 Modifying aircraft structure to provide space for instruments

A.9.6.8.1.5 If necessary, fabricating and installing a protective barrier under the floor in the area of the ports to minimize the risk of spreading Foreign Object Debris (FOD)

A.9.6.9 Side Fuselage Window Ports A.9.6.9.1 Contractor shall install and certify the following window ports on the left and right sides of the fuselage, approximately mid height. Preferred locations would be at minimum aerodynamic boundary layer areas. More window ports in the forward section of the fuselage (forward of the prop plane) are desired to have the ability of mounting science racks next to the window ports:

● Four window ports on each side of the aircraft. 8” outer diameter required, 12” outer diameter desired.

● Window ports shall be delivered with transparent windows installed.

● Window ports shall be delivered with optional metal blank-off instrument inserts as loose equipment.

● Window ports shall be capable of carrying loads outside the port; 25 lb required, 40 lb desired, with an CG offset from the fuselage skin of 10”, with an equivalent frontal aerodynamic load area of 0.85 ft2. Additionally, the window port shall simultaneously support equipment mounted inside the cabin, 25 lb required, 30 lb desired, with a CG offset from the mounting flange of 6”.

● Highly desired; Install and certify the 18” tall x 28” long ‘picture window’ on the forward left and right side of the fuselage, similar to the USCG and NASA C- 130H aircraft. Shall be delivered with transparent windows installed, with metal instrument blank-out inserts delivered as loose equipment. Loading requirements are the same as the window port loading described above.

A.9.6.9.2 Use of existing side fuselage windows permissible, with the ability to change out the window with an instrument plate. A minimum of 2 fuselage ports, 1 port each side of the fuselage with transparent windows, must remain available in all configurations for crew situational awareness.

A.9.6.9.3 Accommodations for Side Fuselage Window Ports

Contractor shall make accommodations for the side fuselage window ports, including but not limited to:

A.9.6.9.3.1 Rerouting electrical wiring, hydraulic lines and flight control cables as needed.

A.9.6.9.3.2 Moving displaced avionics and other aircraft electronics to alternate locations.

A.9.6.9.3.3 Relocation of components of hydraulic, oxygen and other systems, while retaining full system functionality.

A.9.6.9.3.4 Modifying aircraft structure to provide space for instruments.

A.9.6.10 Nose Compartment Hardpoints

Contractor shall install mission hardpoints in the nose compartment, similar to those installed on NOAA WP-3D. Loading capability of 25 lb required, 40 lb desired.

A.9.6.10.1 Modifications related to Nose Compartment Hardpoints

Contractor shall make the following modifications and infrastructure changes to support future use of the nose compartment hardpoints

A.9.6.10.1.1 Wiring Conduit - Contractor shall install a forward underfloor conduit from the vicinity of the network rack to the nose compartment. Note that this empty conduit is in addition to the wiring required for the nose LDSN panel (see next).

A.9.6.10.1.2 LDSN Panel – Contractor shall make provision for, install, and connect the Nose LDSN Panel in the vicinity of the nose compartment hardpoints.

A.9.6.11 External Camera Installation

Contractor shall install a camera system at the top leading edge of the tail, facing forward, with a view angle sufficient to view all aircraft surfaces and the surrounding environment.

High-Definition camera desired. Contractor shall route camera video output (digital and/or analog) to the network rack, terminated in appropriate panel connector(s). Camera may be powered from scientific power, or the Contractor can recommend an alternative.

A.9.6.12 Forward Pressure Bulkhead Pass-through Provisions

Contractor shall install at least four bulkhead pass-throughs in the nose radome bulkhead for future cabling. Contractor shall install removable blank-off plates in the delivered aircraft.

Note that these provisions are in addition to the pass-through required for the Contractor-installed LDSN wiring.

A.9.6.13 Wing Hard Points and Associated Infrastructure

A.9.6.13.1 Wing Hard Points

A.9.6.13.1.1 Contractor shall retain the two standard wing hard points for each wing, four total, per the base aircraft delivery specifications

A.9.6.13.1.2 In addition to the two wing standard hard points, the Contractor shall install one additional set of hard points on the underside of each wing, outboard of the existing two hard points, three total each wing (two green aircraft and one additional). It is highly desired that the third hard point installation be as identical as practicable with existing hardpoint locations, layout and capacity, and similar to the LM designed and certified location in use by USAF aircraft.

Minimum loading of 200 lb required.

A.9.6.13.1.3 Contractor shall modify each wingtip as an additional hard point.

These hard points shall be capable of carrying a loading of 50 lb required. 100 lb desired.

A.9.6.13.2 Trailing Edge Access Panels

Upon Government request, Contractor shall modify the wing trailing edge structure to include access panels at each wing stores…