Attachment 2 - SOW Composite Repair.docx

ATTACHMENT 2

STATEMENT OF WORK (SOW)

REPAIR/MODIFICATION OF HC-144 AIRCRAFT

COMPOSITE COMPONENTS

70Z03821QL0000007

1.0 Background

1.1 The United States Coast Guard (USCG) currently operates eighteen (18) HC-144 Maritime Patrol Aircraft. The aircraft is manufactured by Airbus DS Military (formerly EADS CASA) in Seville, Spain. These aircraft are procured under the authority of the USCG Aviation Program Management Office. While the base CASA CN-235-300M aircraft provides the foundation for the USCG HC-144, changes to the base aircraft configuration and the addition of supplementary systems have been combined resulting in a CG01 version of the CN-235-300M.

1.2 The aircraft consists of metal and composite components and structures. Composite components include carbon fiber, fiberglass, aramid and kevlar, of monolithic and sandwich structural design. Composite components, excluding carbon fiber, may have aluminum wire or screen imbedded into the surface of the component to aide in lightening and static protection or has an anti-static paint applied.

1.3 USCG aircraft are operated differently from general aviation in support of the USCG search and rescue missions, as well as surveillance and reconnaissance missions. The HC-144 missions require frequent operation at lower altitudes and in salt–laden environments. These environments accelerate corrosion on airframe structures and components of the aircraft. The HC-144 and its components are inspected by USCG personnel in accordance with (IAW) the Original Equipment Manufacturers (OEM) periodic maintenance requirements and in conjunction with the USCG’s specialized Aircraft Computerized Maintenance System (ACMS). Inspections of the aircraft routinely show evidence of corrosion of the rivets and dimpled washers. Corrosion is caused by dissimilar material where foil or screen used as lightning and static protection come in contact with the OEM washers, poor installation of washers during component construction, or lack of proper corrosion protection during manufacture and absence of required design features.

2.0 Scope

2.1 Establishes the minimum USCG requirements necessary for repair and modification of composite components and is not intended to be all inclusive.

2.2 Includes the inspection, evaluation, repair, modification and return of composite components used in support of USCG aircraft to service in an airworthy condition that meet the original component specification in strength, stiffness, shape, lightning protection, and surface finish.

2.3 Provides for repair services for the USCG aircraft composite components and structures. The contract will include a list of part numbers and nomenclatures of components installed on the HC-144 aircraft with known composite repair requirements. However, the scope of the contract is not restricted to the part numbers listed in the contract award. As composite modification or repairs of HC-144 aircraft components, other than those identified by part number in the contract award, are determined necessary during the contract period of performance, the scope of this contracting effort is intended to include these newly defined composite requirements. These new requirements for repair or modification of composite components may be added to the contract by mutual agreement of the parties.

2.4 Includes multiple levels of repair services from a Federal Aviation Administration (FAA) Part 145 authorized repair center to effectively inspect, repair or modify HC-144 aircraft composite components or structures to an airworthy condition for continued service on the aircraft.

2.5 Requires a component repair turn time of 30 days after contractor receipt of the order and the component.

3.0 Requirements

3.1 The contractor shall be a certified Federal Aviation Administration (FAA) Part 145 authorized repair center and have experience performing aircraft composite component repairs. If the Contractor for any reason loses its FAA certification during the period of performance, this constitutes a material breach of contract that may, at the discretion of the USCG Contracting Officer, result in contract termination. The Contractor shall notify the Contracting Officer verbally and in writing, not later than five (5) calendar days after certification forfeiture, and disclose all facts relevant to the forfeiture

3.2 The Contractor shall have all the necessary provisions to perform the contract requirements, including but not limited to, required tooling, facilities, manuals, test equipment, parts, material, engineering services, management, personnel, documentation, preservation, and shipping of all components covered under the contract.

3.3 The Contractor shall have the capability to remove and apply CAAPCOAT in accordance with the Product Data, Application Procedure for CAAPCOAT B-274/AS-P105 Black Antistatic Rain Erosion Resistant Polyurethane AMS-C83231A, Type II, Class A composition L Coating.

3.4 The Contractor shall maintain access to all applicable documentation and manuals to be used for the inspection, modification, and repair of the contract components. Applicable documentation or specifications revealed, published or updated during the course of the contract period shall be considered within the scope of this requirement and may be added to the contract by mutual agreement of the parties.

3.5 The Contractor shall maintain access to a FAA Designated Engineering Representative (DER) and have the capability to engineer composite components including metal structures from samples.

3.6 The Contractor shall request a new part number (P/N) from the Contracting Officer for any reverse engineered component. The USCG will provide the contractor the part number to be assigned to the reversed engineered component. Drawings and technical data developed during each process shall be the property of the USCG

3.7 The contractor shall provide FAA Airworthiness Form FAA 8130-3

4.0 Designated Engineering Representative (DER) Repair Procedures

4.1 DER Repair procedures may be authorized and negotiated by the Contracting Officer on a case-by-case basis after review and approval by the USCG Engineering Officer.

4.2 The Contractor shall submit a complete technical package to the USCG Contracting Officer that includes an approved DER repair procedure on a FAA form 8110-3 which shall meet the original OEM design requirements.

4.3 Work to reverse engineer a component shall not commence until approval is received from the USCG Contracting Officer.

4.4 All technical data, drawings developed under this contract shall be the property of the USCG to be used for future repairs of these components.

4.5 The Contractor shall test and certify that newly manufactured components meet or exceed the components original design characteristics.

5.0 Repair Turn Around Time (TAT)

5.1 The repair turnaround time is required at 30 days from the receipt of the material and the delivery order. The 30 day repair turn time must be adhered to as the majority of the components covered under this contract are considered aircraft specific and required for removal and install during the aircraft PDM cycle

5.2 If the Contractor is required to stop work on a single component pending direction or approval of work from the Contracting Officer, the TAT is stopped until the contractor receives direction from the Contracting Officer. Once the Contracting Officer provides direction to the Contractor, the TAT starts again.

6.0 Beyond Economical Repair (BER):

6.1 BER is defined as a part that cannot be repaired due to damage that severely affects structural integrity of the component. If a component is deemed BER the contractor shall notify the USCG Contracting Officer that the component is BER within ten days (10) of component receipt. The contractor may propose a reverse engineering solution to manufacture a new component including cost to the USCG Contracting Officer. The USCG Contracting Officer will provide direction to the contractor within fifteen (15) days of quote receipt. If a decision is made to proceed with the Contractor’s solution, the Contractor shall not commence work until a contract modification is made by the USCG Contracting Officer. BER situations will be handled on a case-by-case basis.

7.0 Missing parts.

7.1 Reference to missing parts within this contract is defined as repairable parts included in the configuration of the component. It does not include consumable hardware such as fasteners or washers. Missing consumable hardware will be replaced as part of the contract price.

7.2 Within ten (10) working days after the receipt and inspection of the component, the Contractor shall notify the USCG Contracting Officer in writing of any missing repairable piece parts or damaged repairable piece parts. The USCG Contracting Officer shall then have fifteen (15) calendar days to provide formal disposition instructions to the Contractor. The USCG will provide Ready for Issue (RFI) repairable parts to replace the missing parts or funding to the Contractor to replace missing repairable parts at the discretion of the Contracting Officer. Replacement of consumable parts shall be included in the repair cost of each component.

7.3 All replacement parts shall be new and have full traceability to the OEM.

7.4 The USCG reserves the right to provide Government Furnished Property (GFP) to replace repairable parts identified as missing or damaged.

7.5 Turn-around Time (TAT) stops as of the date on the correspondence giving notification that work must cease due to the lack of the missing/cannibalized part. Unless the USCG Contracting Officer elects to have the component returned to the USCG as is, the TAT will re-start effective as of the date of the mutually agreeable date stated in the bilateral modification.

8.0 Corrosion

8.1 Low altitude flight over salt water contributes to greater corrosion damage in USCG components than that experienced in commercial aircraft components. The Contractor shall consider the presence and effects of corrosion to be "normal" in this case and provide for correction and removal of corrosion in the firm fixed repair price. During inspection and functional testing, the presence of corrosion in an item or part thereof shall constitute reason for a more thorough disassembly and inspection.

8.2 Corroded parts shall be replaced, except in those cases where removal of corrosion from a part will not impair the efficiency or safe operation of the part.

9.0 Exclusions

9.1 Components received in the following conditions are to be considered exclusions and may indicate an exclusion from the price in the contract schedule: Catastrophic crash damage, foreign object damage, domestic object damage, Acts of God, war, and accidents attributable to the USCG responsibility.

9.2 Components with alteration, modification or repairs that were not completed IAW technical data approved by the FAA, OEM, or the USCG.

9.3 If a component is considered (by the Contractor) to fit the exclusion description, the Contractor shall notify the USCG Contracting Officer within 10 working days ( from receipt of material or exclusion determination) and discontinue all actions until the Contracting Officer makes a determination. The USCG reserves the right to appoint a USCG Representative to witness the remaining teardown and inspection of the component. A letter of notification and the Teardown Inspection Report (TIR) report shall be submitted to the USCG Contracting Officer for disposition of the component. The Contractor shall make the affected component available to a USCG Representative to view the exclusionary damage. If the Government elects not to physically view the component, the Contractor’s findings report shall stand.

9.4 Upon request by the USCG Contracting Officer, the Contractor shall submit a firm fixed price to include an itemized breakdown of material including nomenclature, part number, cost, and quantity of replacement parts, replacement percentages used to develop the original firm fixed contract price and the number of labor hours at the labor rates quote for additional funding required to restore exclusionary damage. This quote shall include all necessary supporting rationale and shall be submitted within forty-five (45) calendar days after exclusion notification is given to the USCG Contracting Officer. Upon agreement of the parties, the USCG Contracting Officer will authorize repair, via contract modification, for restoration of the exclusionary damage above and beyond the original firm fixed price.

10 Environmental Requirements:

All parts must be thoroughly cleaned IAW applicable Component Maintenance Manuals or FAA Advisory Circular 43-205, Guidance for Selecting Chemical Agents and Processes for De-painting and General Cleaning of Aircraft and Aviation Products, to ensure they are as free as practical of all hazardous dust to include Hexavalent chromium, cadmium, lead, etc., prior to being returned to ALC. ALC may take random samples of parts to ensure they are free as practical of all hazards. Information on these hazards can be found in Occupational Safety and Health Standards 1910.1025 (lead), 1910.1026 (Hexavalent Chromium) and 1910.1027 (Cadmium)

11 Specific Repair Requirements

11.1 Work Requirements

11.1.1 Repair of composite components are required at several levels. Each level of repair incorporates requirements of the lower level. Evaluation shall be included under level I classification and includes the labor charges to inspect and develop a repair scheme for the components under this contract. During inspection and evaluation of the composite components or during repairs, if the Contractor determines a higher level of repair is necessary, the Contractor shall notify the Contracting Officer of such determination and provide supporting justification, to include work to be performed, in support of the determination. If the Contracting Officer accepts the contractor’s determination, a modification to the task order will be issued providing work authorization and corresponding additional funding at the established contract firm-fixed price for the mutually agreed level of repair. Such additional work will not commence prior to the receipt of notification from the Contracting Officer.

11.1.2 Repair of the left and right hand cover, part number 35-1659-0007, 35-1659-0008, 35-1656-0007, and 35-13656-0008 shall include ALC Engineering Specification HC 144512000.02 (attachment B).

11.1.3 Repair of the radome, part number 4342X-2, shall include the removal of and the re-applying of CAAPCOAT B-274 plus Anti-Static AS –P108 Black Antistatic Polyurethane Rain Erosion Coating AMS-C83231A, Type II, Class A Composition L coating.

11.2 Classification of Work

11.2.1 Level I classification is “wear and tear” damage that does not involve core damage. Repairs of this type involve blending, corrosion removal, repair of the panel up to local or total of 5 square inches of composite repair/reconstruct. Repairs may include multiple ply layers, dents, holes, punctures, delamination, disbonding, core damage, resin damage, water ingression or intrusion, chemical attack, lightning, UV and heat damage. Repairs may include, repair or replacement of damaged or corroded wire mesh or foil used for lightening and static protection. Replace fasteners, hardware and seals as necessary. Repairs include replacement of the existing OEM washers with NAS 1169DD10 washers. Perform electrical conductivity checks and apply external coatings such as Prime and Paints. Level I repair permanently restores the structural integrity of the panel for continued service on the aircraft.

11.2.2 Level II classification is considered damage or repair of over 5 square inches or affects the structural integrity of the panel up to 25% of the panel section area (including core damage). Repairs may include multiple ply layers, dents, holes, punctures, delamination, disbonding, core damage, resin damage, water ingression or intrusion, chemical attack, lightning, UV and heat damage. Repair or replace damaged or corroded wire mesh or foil used for lightening and static protection. Replace fasteners, hardware and seals as necessary. Repairs includes replacement of the OEM cup washers with NAS1169DD10L washers and adding retaining ring counter-bores as required. Perform electrical conductivity checks and apply external coatings such as Prime and Paints Level II repair permanently restores the structural integrity of the component for continued service on the aircraft..

11.2.3 Level III classification is damage or repairs over 5 square inches or affects structural integrity of the panel 25% to 50% of the panel section area (including core damage). Repairs may include multiple ply layers, dents, holes, punctures, delamination, disbonding, core damage, resin damage, water ingression or intrusion, chemical attack, lightning, UV and heat damage. Repair or replace damaged or corroded wire mesh or foil used for lightening and static protection. Replace fasteners, hardware and seals as necessary. Repair includes replacement of the OEM cup washers with NAS1169DD10L washers. Perform electrical conductivity checks and apply external coatings such as Prime and Paints. Level III repair permanently restores the structural integrity of the component for continued service on the aircraft.

11.2.4 Level IV classification is damage/repairs over 5 square inches or affects structural integrity of the panel over 50% of the panel section area (including core damage). Repairs may include multiple ply layers, dents, holes, punctures, delamination, disbonding, core damage, resin damage, water ingression or intrusion, chemical attack, lightning, UV and heat damage. Repair or replace damaged or corroded wire mesh or foil used for lightening and static protection. Replace fasteners, hardware and seals as necessary. Repair includes replacement of the OEM cup washers with NAS1169DD10L washers. Perform electrical conductivity checks and apply external coatings such as Prime and Paints. Level IV repair permanently restores the structural integrity of the component for continued service on the aircraft.

11.2.5 Level V classification is components requiring modifications (i.e. drain holes, access doors, etc.) as prescribed in the MRS Composite Repair Information Guidance or as directed by the contracting officer. Interchangeability enhancement of components shall be performed under this repair level.

12 Electrical conductivity checks

12.1 Required on components with screen or wire mesh shall have a continuity of 300 milliohms or less between washers.

12.2 Required on components without wire screen or mesh with conductive coating shall be 0-100,000 ohms per square inch.

12.3 Required on Carbon fiber panels continuity shall be 300 milliohms or less.

13 Paint

13.1 Do not paint cup washer dimples as this negates continuity characteristics.

13.2 Sanding surface primers such as AKZO Nobel 10P30-8 or one that meets BPS 299-947-127 or equal may be applied to correct small surface imperfections.

13.3 Prime with MIL-PRF-23377 Class 1 type N or equivalent.

13.4 The HC-144 is top coated with Sherwin Williams Jet Glo Express. The product number for CG Orange is Z05411and CG White Y05412.

14 Applicable Documents

14.1 General Advanced Composite Repair Processes Manual TO 1-1-690

14.2 Product Data, Application Procedure for CAAPCOAT B-274/AS-P105 Black Antistatic Rain Erosion Resistant Polyurethane AMS-C83231A, Type II, Class A composition L Coating

14.3 SRM-100 Component Maintenance Manual for nose radome part number 4342X-2

14.4 Attachment A. ALC HC144 ARMPIT Panel Modification Drawing

14.5 Attachment B. ALC Engineering Specification HC144512000.02 dated 28 May 2019 HC-144 Center Wing Trailing Box Holes

14.6 Attachment C. USCG General composite Repair Reference 2020

14.7 Attachment D. HC-144 000ACL.0 Authorized Chemical List (ACL) 15 Deliverables

15.1 Written acknowledgment of receipt of component, to the Contracting Officer within seven days of delivery of the order and material at the Contractor’s facility.

15.2 Written notification by contractor to the USCG Contracting Officer identifying discrepancies concerning part number, National Stock number, damage components or missing parts.

15.3 Copies of all transmissivity test results and paint specifications to include lot number and application conditions (i.e. temperature and humidity) for each repair action incorporating this requirement

15.4 All USCG composite components or structures received by the Contractor that have been inspected, repaired, and modified IAW the requirements listed in this SOW are to be returned to the USCG in serviceable ready for installation condition or as otherwise directed by USCG Contracting Officer.

15.5 The contractor shall provide two copies of FAA Airworthiness Form 8130-3 for each component tested, repaired and or overhauled. A copy shall be attached to the component; the other shall be attached to the invoice.

16 Inspection and Acceptance

16.1 Notwithstanding any requirement for specific inspections to be performed solely by the Government, the Contractor shall perform all inspections, tests, and checks as required to substantiate that the supplies and services provided under the contract conform to the latest drawings, specifications, Component Maintenance Manuals (CMM), and contract requirements listed herein.

16.2 The USCG reserves the right to invoke Defense Contract Management Agency (DCMA) requirements, as it deems necessary.

16.3 The USCG reserves the right to observe repairs being performed by the contractor on USCG components included under this contract at the time of repair.

16.4 Final inspection and acceptance will be performed by ALC quality assurance personnel for quantity, condition, and compliance with the contract statement of work.

17 Preservation and Packaging

17.1 The Contractor shall comply with ASTMD 3951-10, Commercial Packaging, Shipping and Storage Procedures approved 8/01/11. Preservation and packaging must comply with ASTM D 3951-10 approved 8/01/11, with the exceptions as stated herein. USCG ALC is a supply depot; therefore components will be stored and transshipped to various users. Components shall be packed and labeled suitable for shipment via air, land, or sea.

17.2 Items susceptible to corrosion or deterioration shall be provided protection such as preservation coatings, barrier protection, volatile corrosion inhibitors, or desiccated unit packs.

17.3 Radomes will be returned to the USCG in the containers in which they were received. Shipping containers shall be inspected at the time of receipt. If the contractor determines the shipping container is not suitable to ensure safe shipment for return of the repaired radome, the Contractor shall notify the Contracting Officer within 10 days of receipt of the shipment.

17.4 Items requiring protection from physical and mechanical damage or are fragile shall be protected by wrapping, cushioning, pack compartmentalization, carton, or other means to mitigate shock and vibration to prevent damage during handling and shipment.

17.5 The use of chipped foam, Styrofoam ‘peanuts’ shredded paper or other similar material is not acceptable.

17.6 All containers must be labeled on the outside with the appropriate National Stock Number, Part Number, Serial Number, Nomenclature, Quantity, Contract Number, Task Order and Line Item Number and vendor Cage Code. Bar coding is not required