DRAFT_RDS_SOW_Basic_Cal_fire.docx.pdf

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HC-130H

RETARDANT DELIVERY SYSTEM (RDS)

STATEMENT OF WORK (SOW)

PR: FD2060-19-31322

17 December 2018

Prepared by:

AFLCMC/WLNC

235 Byron Street, Suite 19A Robins AFB, GA

31098-1670

Program Manager:

Jeff Huggett

C-130 Structures

Phone: (478) 926-2733

Distribution Statement C: Distribution authorized to Department of Defense and

U.S. Government Agencies and their Contractors (administrative and/or operational use) (20 December 2011). Other requests for this document shall be referred to AFLCMC/WLNCC, Robins AFB, GA, 31098-1622.

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This document may contain competitive, sensitive or other non-public information

Change History

Version Date Description

FD2060-19-31322

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Table of Contents

1.0 General

1.1 Scope

1.2 Background

1.3 RDS Engineering/Technical Support

2.0 OEM Analysis and Validation

3.0 General Requirements

3.1 Contractor Documentation

3.2 Reporting Proprietary Constraints

4.0 Kit and Install Requirements

4.1 Trial Kit

4.2 Verification Kit

4.3 Installation Requirements

4.4 Trial Install and Verification Support

4.5 Reserved……………………………………………………………………..10

4.6 Period of Performance

4.7 Installation Facility Requirements

4.8 Higher Level Contract Quality Requirements

4.9 Quality Assurance Plan

4.10 Audits

4.11 Packaging/Handling/Storage

4.12 Special Tools

4.13 Spares Provisioning

4.14 Reserved

4.15 Identification Marking and Item Unique Identification

5.0 Aircraft Delivery

5.1 Aircraft Delivery Schedule

5.2 Aircraft Inspection/Acceptance

5.3 Aircraft Maintenance Records

5.4 Aircraft Paint/Touch-up…………………………………………………... 13

6.0 RDS Design Requirements

6.1 General

6.2 Tank Design and Aircraft Integration

6.3 Door Design, Control and Modulation

6.4 Drop Controller

6.5 Static Leakage

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6.6 RDS System Performance

6.7 Emergency Dump System

6.8 Fill Rate and Distribution

6.9 Tank Fill Gauge

6.10 Offloading

6.11 Spill Management

7.0 Ground Pattern Performance Requirements

7.1 General

7.2 Ground Pattern Performance

8.0 Deficiency Reporting

9.0 Engineering Data

9.1 Engineering and Design

9.2 Engineering Certification

9.3 Electrical Load Analysis (ELA)

9.4 Electromagnetic Interference (EMI)

9.5 Electromagnetic Compatibility (EMC) Testing

9.6 Structural Analysis

9.7 Stress Analysis

9.8 Durability and Damage Tolerance Analysis (DADTA)

9.9 HC-130H RDS Tank Assembly 3-D Solid Model

9.10 HC-130H RDS Finite Element Model (FEM)

9.11 Structural Properties Report

9.12 Loads and Analysis Report

9.13 Drag Analysis

9.14 Aerodynamic and Vibration Analysis

9.15 Free Surface, and Stability and Control Analysis

9.16 Alert /Safe Alert Notices

9.17 Antenna Cosite Analysis

9.18 Weight and Balance

9.19 Safety Assessment Report (SAR)

9.20 Engineering Design Strip List

9.21 Updates and Revisions

10.0 Software Requirements

11.0 Configuration and Data Management

11.1 Physical Configuration Audit (PCA)

12.0 Testing

12.1 Static and Drop Test

12.2 Flight Test

12.3 Electrical Tests

12.4 Test and Support Equipment (SE)

12.5 Certificate of Conformance

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12.6 Reserved

12.7 Fuel for Flight Test………………………………………………………. 36

13.0 Over and Above

14.0 Logistics

14.1 Maintainability and Testability

14.2 Reliability

15.0 Maintenance and Inspection Plan

16.0 Orientation & Familiarization Training

17.0 Deliverables

18.0 Program Management

18.1 Program Manager

18.2 Program Schedules and Milestones

18.3 Monthly Status Reports

18.4 Meetings, Briefings, and Presentations

18.5 Kick-off Meeting

18.6 Program Management Reviews

18.7 Engineering Data Guidance Conference

18.8 In-Process Review of the TO, and TM

18.9 Technical Interchange Meeting

18.10 IDR/PDR/CDR

18.11 In-Process Review of the Technical Data Package

18.12 Test Readiness Review (TRR)

18.13 Relationship of Contractor with Sub-Contractors/Vendors

19.0 Procedures for Invoicing /Payments/Acceptance

20.0 Green Procurement Program (GPP)

21.0 Security Information

21.1 Classification and Position Sensitivity Designation

21.2 Employee Clearances

21.3 Security Incidents and Violations

22.0 Travel

23.0 Appendices

Appendix A: Applicable Documents Appendix B: Acronym List Appendix C: CDRL Cross-Reference Appendix D: Static and Drop Test Requirements Appendix E: Grid Test Pattern Appendix F: Antenna Locations ……………………………………………………… 59

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1.0 General

1.1 Scope

The Contractor shall design, engineer, develop, manufacture, and install a minimum 4000 gallon Retardant Delivery System (RDS) tank with a net max dry weight of 5,000 lbs. for all fixed and removable components to include restraints with a maximum total system weight of 41,000 lbs. (which includes the fluid at a weight of 9 lbs./gal, dry weight of the tank and all additional structure) for seven

(7) HC-130H aircraft. There shall be a basic contract with one (1) trial kit/install, one (1) verification kit/install and five (5) production kits/installs.

The required effort includes, but is not limited to; RDS development, manufacture and installation, structural modifications and maintenance and inspection plans.

The Government requires an internally mounted gravity, constant flow RDS.

The Contractor shall be responsible for the conversion, maintenance and return of the aircraft to an airworthy1 condition at final delivery. The conversion and modification shall occur at the Contractor’s facility. Period-of-Performance:

Assuming timely execution of all options, the Contractor shall be required to design, engineer, develop, manufacture, install and test an RDS for all seven (7) HC-130H aircraft within 27 months of contract award.

1 MIL-HDBK-516C, 12 December 2014 - The property of a particular air system configuration to safely attain, sustain, and terminate flight in accordance with the approved usage and limits.

1.2 Background

Cal Fire safeguards the people and protects the property and resources of California. An airtanker is an aviation asset used by Cal Fire to drop and build retardant lines to aid ground firefighters in controlling wildfires. An aerial RDS shall have the ability to apply a ground pattern that is continuous and consistent at the selected coverage level for any available drop volume in accordance with the test criteria.

The National Defense Authorization Act for Fiscal Year 2014 and 2019 has directed that seven (7) demilitarized U.S. Coast Guard HC-130Hs be modified by the Air Force. The Air Force shall perform center and outer wing-box replacement modifications, programmed depot-level maintenance, and modifications necessary to procure and integrate a gravity-drop aerial fire retardant dispersal system in each such HC–130H aircraft; and after modifications are completed for each HC–130H aircraft, the Coast Guard Shall transfer each aircraft to Cal Fire. The U.S Coast Guard shall retain Operational Safety, Suitability and Effectiveness (OSS&E) responsibility and engineering authority of the HC-130H aircraft.

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1.3 RDS Engineering/Technical Support

The Contractor shall provide on-site engineering support for installation and test during the RDS modification of the aircraft. The Contractor shall contact the Government POC for disposition recommendations for removed components.

Additional support may include evaluations of deviation requests to engineering drawings and Technical Orders (TOs). The Contractor shall accomplish all developmental/operational qualification test planning and test data analysis during Contractor Test and Evaluation. Testing is anticipated to occur immediately following successful Trial Kit installation of the RDS.

2.0 OEM analysis and validation

The Contractor shall sub contract with the Original Equipment Manufacturer (OEM) to at a minimum perform the following:

Provide the analyses, data, etc. listed in the following paragraphs that are required to be provided by the OEM

The OEM shall perform/review, as required, all analyses substantiating the modification design (static strength, sonic fatigue, flutter, etc.) performed by the Contractor and validate that the analyses and processes used are appropriate, the results are accurate, and meet the design requirements listed in the following paragraphs.

Upon completion of the analysis and validation, the Prime Contractor shall provide a Safe to Fly Recommendation to the Government.

3.0 General Requirements

a. The Contractor shall be responsible for the completion of all tasks required by this document. The Contractor shall implement all plans required by this SOW and shall not deviate from an approved document without explicit written permission from the Government Procurement Contracting Officer (PCO).

b. While at the Contractor’s or Subcontractor’s facility, the aircraft is the responsibility of the Contractor. The Contractor shall be responsible for returning the Government Furnished Property aircraft (systems and equipment) to an airworthy condition once the modification, installation, and performance testing are completed.

c. The Contractor shall have and maintain current manuals, technical data, special tools, and appropriately trained personnel required to accomplish

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the requirements of the contract.

d. The Government shall provide information and records reflecting the current maintenance status of the aircraft at the time and place the aircraft is delivered for modification.

e. Aircraft records shall be maintained in accordance with USCG COMDINST M13020.1G, COMDINST M3710.1G, and Process Guide CGTO PG-85-00-110-A. The Contractor shall be responsible for the proper execution and disposition of all USCG required maintenance records in accordance with FAR 52.245-1. The government shall have access to these records and shall be provided a copy of each aircraft’s records upon delivery of each aircraft.

CDRL C011, DI-MNTY-81607, Logbooks and Records, Aircraft and Aeronautical Equipment

f. The contractor’s facility for aircraft must be a Defense Security Service

(DSS) cleared facility. Aircraft shall be delivered with complete maintenance records providing the inspection status and maintenance history of the aircraft.

g. The Contractor shall allow Government personnel access to the facility and/or aircraft during working hours for the purpose of monitoring the modifications and maintenance. The Contractor may have agreements with other appropriately rated facilities (Sub-Contractors) for the performance of maintenance on those items that the Contractor is not rated. The Government shall also require access to those facilities.

h. All aircraft alterations and modifications shall be documented in accordance with USCG directives and AS 9100 approved processes. All markings, labels, and indications shall be legibly presented in the English language.

All replaced serialized parts shall have traceability to each part’s origin back to the original certification date of the component.

i. Performance changes to the aircraft shall be documented and incorporated into an USCG Approved Airplane Flight Manual Supplement.

3.1 Contractor Documentation

All records, data, files, documents, and working papers provided by the Government or generated by the Contractor in support of the contract are Government property. Any records, data, files, documents, and working papers shall be returned to the Government.

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3.2 Reporting Proprietary Constraints

All reports and their content delivered to the Government shall become property of the Government and shall be free of any proprietary constraints. The Contractor shall not mark briefings, reports, drawings, or other types of data with proprietary or copyright markings, except copyright names.

4.0 Kit and Install Requirements

The Contractor shall design, develop, and assemble a consolidated aircraft kit comprised of Group A and Group B components. Group B shall include the tank and all other items that must be removed in order to restore the aircraft to its cargo delivery configuration. All other items shall be considered Group A. Kits shall contain all parts and materials required for modifications. The kit shall contain a bill of materials. Each kit shall contain all drawings necessary to complete the Time Compliance Technical Order (TCTO) installation.

The requirement is for seven (7) kits and installs. The basic contract shall include the required Non-recurring Engineering (NRE), one (1) trial kit/install (TKI), one (1) verification kit/install (VKI), and five (5) production kits/installs.

4.1 Trial Kit

One (1) trial kit is required. At program completion, the RDS trial kit aircraft shall be retrofitted to the latest production configuration at no additional cost to the Government.

4.2 Verification Kit

The Contractor shall be responsible for the manufacture of one (1) verification kit.

The verification kit shall be representative of the final production configuration.

4.3 Installation Requirements

All installs shall be accomplished at the Contractor’s or Subcontractor’s facility.

TKI shall be accomplished for the purpose of proving the validity of the installation design, completeness of material content, system performance through specified testing and validation of the Technical Data Package (TDP).

The TKI shall prove that the RDS can pass static and grid testing. The Contractor shall be responsible for correcting all RDS deficiencies discovered during TKI. The VKI shall be accomplished for the purpose of TCTO Verification in accordance with the Technical Manual Contract Requirements (TMCR).

CDRL D001, TM-27-01, Technical Manual Contract Requirements

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4.4 Trial Install and Verification Support

The Contractor shall provide technical and engineering support during the RDS TKI and VKI on the HC-130H aircraft. The Contractor/Government shall perform operational checkout of the RDS modification following the TKI and VKI. The Contractor shall ensure that the installation and operation of the RDS shall not adversely impact the normal operation of any other existing aircraft system or components. The Contractor/Government shall ensure any disturbed system(s) are operationally checked and are not degraded by the new system or installation.

4.5 Reserved

4.6 Period of Performance

Basic and all options if exercised shall be completed in 27 months after award of contract.

4.7 Installation Facility Requirements

The Contractor shall meet the following minimum requirements:

a. The modification facility must be a permanent hangar that is secure from unauthorized persons, and completely house the type aircraft to be modified.

b. Facility shall be a DCMA approved facility according to DCMA Instruction 8210.1C, Contractor’s Flight and Ground Operations

c. Sufficient hangar space for housing an entire HC-130H aircraft to accommodate the modification and meet the required schedule.

d. Sufficient ramp space for parking HC-130H aircraft to accommodate schedule.

4.8 Higher Level Contract Quality Requirements

The Contractor shall be AS 9100 certified when proposals are due. Sub- Contractors and vendors supporting production of the RDS shall also be AS 9100 when proposals are due.

4.9 Quality Assurance Plan

The Contractor shall provide the Government a Quality Assurance Plan. The Quality Assurance Plan shall define the quality control process used by the Contractor to ensure dimensional accuracy, material selection, and assembly of the RDS meets specifications and matches the configuration baseline. The Government shall review and approve the Quality Assurance Plan prior to production of the RDS.

CDRL C001, DI-QCIC-81794, Quality Assurance Program Plan

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4.10 Audits

The prime Contractor, Sub-Contractors and partners are subject to independent government or government directed audits at any time during production to assure quality procedures and processes are followed. The Government has the right to request corrective action if the quality system fails to meet program objectives.

4.11 Packaging/Handling/Storage

The Contractor shall package and mark the RDS kits per the guidelines as specified on Air Force Material Command (AFMC) Form 158 Packaging Requirements.

4.12 Special Tools

The Contractor shall submit Support Equipment Requirements Documents (SERDs) for all new or modified Organizational Level (O-Level) Support Equipment (SE) requirements. The Contractor shall generate a Logistics Management Information (LMI) Report and submit a separate SERD for each unique piece of SE, tools, special tools and, all associated technical data. MIL- HDBK-2097A shall be used as a guide. Any special tools and drawings shall be provided by the Contractor. A notional list shall be provided at PDR, draft SERDs shall be provided at CDR.

CDRL C002, DI-SESS-80294B, Maintenance Test/Support Equipment List

4.13 Spares Provisioning

Contractor shall identify all of the spare parts required to maintain the RDS system. The Contractor shall prepare a detailed list of the recommended spare parts. This list shall include: Part Name, QPA (Quantity per assembly), Item Price, Mean-Time-Between-Failure (MTBF), Reference Number, Material Class (repairable or not), PLT (Procurement Lead Time), RCT (Repair Cycle Time), National Item Identification Number (NIIN), Cage Code, and scrap rate. The Government will procure one (1) Group A and one (1) Group B kit for spares.

The Provisioning conference shall be conducted in conjunction with the kick-off meeting at the Contractor’s facility with an Agenda and Minutes per the CDRL.

CDRL B001, DI-ADMN-81249A, Conference Agenda CDRL B002, DI-ADMN-81250A, Conference Minutes

4.14 Reserved

4.15 Identification Marking and Item Unique Identification

Item Unique Identification (IUID) is labeling for IUID applicable items that allow the

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automatic scanning of data matrices on parts to improve the reliability and usability of Government automated data systems. IUID is required for all kits. The Contractor shall provide Unique Item Identifiers (UII) and encoded data elements, and comply with IUID registration upon delivery, in accordance with Defense Federal Acquisition Regulations Supplement (DFARS) clause 252.211-7003, using the criteria and information requirements in MIL-STD-130N. The Contractor shall ensure that the UII are applied to all Group B components and to the top kit, or intermediate/external container. The Contractor shall comply with the latest revisions of the documents.

CDRL C003, DI-MGMT-81803, IUID Marking Plan

5.0 Aircraft Delivery

The Contractor shall modify and deliver seven (7) aircraft under the basic contract, a trial aircraft, verification aircraft, and (5) production aircraft.

5.1 Aircraft Delivery Schedule

TKI is complete after successful flight/grid test: 18 months after contract award.

The TKI shall commence no later than twelve (12) months after contract award, installation shall be three months. Flight testing should be planned for three (3) months. VKI and the first production install, for planning purposes, shall commence after the first 30 days of flight test, 16 months after contract award.

VKI and all production installs should be no longer than three (3) months. T h e r e m a i n i n g f o u r production installs (two at one time) shall commence immediately after completion of the VKI and first production install or when directed by the Government. Early delivery of completed aircraft is acceptable.

After completion of the modification and inspection and acceptance by the Government, the Contractor shall ferry the aircraft up to 2000 miles.

5.2 Aircraft Inspection/Acceptance

The Government shall inspect/accept the aircraft at origin. The Government shall notify the contractor of any discrepancies. The Contractor shall notify AFLCMC/WLNC of any valid aircraft deficiencies within 24 hours. The Contractor shall provide resolution to the aircraft deficiencies within 72 hours of notification. The Government has the right to re-inspect aircraft after resolution of the deficiency.

5.3 Aircraft Maintenance Records

Prior to acceptance the Contractor shall submit a detailed maintenance status record, and document copies to the Government Program Manager. This information shall be signed and detailed enough to maintain a duplicate record of the aircraft status and is to include; copies of any new weight and balance revisions, modifications, and/or supporting documentation. All maintenance

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records updated and created during the modification shall be returned with the aircraft.

CDRL C011, DI-MNTY-81607, Logbooks and Records, Aircraft and Aeronautical Equipment

5.4 Aircraft Paint/Touch-up

The Contractor shall paint/touchup all RDS modification parts. All exterior components will be painted in accordance with Cal Fire pain specifications.

Appendix G for Cal Fire - specifications.

6.0 RDS Design Requirements

6.1 General

a. The RDS shall be a Modular design to allow future upgrades or replacement.

b. The RDS shall utilize parts available in the Military supply system.

“Army/Navy (AN) and “Military Spec (MS) parts shall be used to the maximum extent possible provided they do not compromise design integrity.

When non-standard parts and/or materials are required, parts and/or materials shall be selected which shall not compromise design integrity and that are acceptable for aircraft use. Non-standard parts and/or materials shall be identified on the applicable assembly drawing parts and/or materials lists and shall not be proprietary.

CDRL A001, DI-SESS-81000D/T, Product Drawings and Associated Lists

c. The RDS shall be of new manufacture.

d. The system lighting used in the RDS shall be Night Vision Imaging System

(NVIS) compatible IAW MIL-STD 3009.

e. The RDS shall derive all power from existing aircraft power busses.

f. All RDS specific circuit breakers shall be co-located on the applicable circuit breaker panel in the flight deck as identified by the Crew Station Review Working Group.

g. The Contractor shall co-chair with the Government a Crew Station Review

Working Group to finalize the location of the RDS controls within the flight deck.

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h. The RDS shall be designed to use standard tools (Society of Automotive Engineers/non-metric) for maintenance of the system.

i. The RDS shall be designed to operate within -10⁰C and 70⁰C.

6.2 Tank Design and Aircraft Integration

a. The systems retardant dispensable payload, of a minimum 4000 -0, +50 U.S. gallons, shall be based on an average retardant payload density of

9.0 pounds per gallon, with the RDS installed.

b. All RDS materials in Group A and Group B shall be corrosion resistant. A listing of USFS approved fire retardants is included as Attachment 1.

c. All wiring and connectors shall be installed and labeled in accordance with SAE AS50881 and TO 1-1A-14.

d. The aircraft decking for the floor and dual rails shall be able to be reinstalled within 6 man-hours. The removable aircraft decking for the floor and the dual rails will not be used as part of the RDS installation. The Aircraft decking is all floor structure and cargo handling system items necessary to return the aircraft back to its original cargo delivery configuration.

e. The center of mass of the retardant fluid shall be positioned over the release doors. The side walls of the tank shall be as vertical as possible and in no case shall any wall be greater than 40 degrees from vertical. No portion of the tank, except for the bottom and top, shall have horizontal surfaces. The horizontal surface at the bottom of the tank shall be minimized to be only the amount that is necessary to attach the tank to the fuselage.

f. The capacity of the RDS shall remain within the Original Equipment

Manufacturer (OEM) approved normal weight limitations and center of gravity limitations for the aircraft. The Contractor shall design, engineer, develop, manufacture, and install a minimum 4000 gallon Retardant Delivery System (RDS) tank with a net max dry weight of 5,000 lbs. for all fixed and removable components to include restraints with a maximum total system weight of 41,000 lbs. (which includes the fluid at a weight of 9 lbs.

/gal, dry weight of the tank and all additional structure) for seven (7) HC- 130H aircraft.

g. The Tank door system shall consist of doors and shall be of a modulated flow rate design so that the retardant line created on the ground is of consistent volume and thickness with minimal irregularity.

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h. The RDS tank shall be designed with ullage space. The total volume of the tank shall be a minimum 4000 with 400 gallons of ullage space -0, +50 U.S. gallons.

i. The RDS tank shall be designed with an upper and lower portion. The upper portion shall extend above the cargo floor and contain the bulk of the tank volume. The upper portion shall be removable. Removal of the upper portion shall use the cargo ramp extended to the ground. The Contractor shall design support equipment to accomplish removal and reinstallation of the upper portion. Removal and reinstallation of the upper portion may use the cargo winch. Removal and reinstallation of the upper portion shall not require a forklift, K-loader, or any such mechanized heavy lifting device.

j. The installation of this RDS shall not interfere with or cause disablement of the aircraft environmental systems to include the pressurization of the fuselage. No RDS mounting shall be done to any aircraft removable miscellaneous and auxiliary / optional equipment or their subcomponents.

The basic structure of the aircraft may be modified but not to the extent that it cannot be returned to its original cargo configuration in 6 man-hours.

When the upper tank is removed and the cargo floor reinstalled, the reinstalled floor shall have the same strength and functionality of the original floor (all missions). The doors and actuation system(s) may be separate from the main tank and remain part of the aircraft.

k. The modification shall not change the basic flight characteristics, published aircraft limitations, and airspeed envelopes (i.e. stall speed, gear speed, pressurization.).

l. The RDS Upper Tank shall be designed as a single volume. The tank shall be baffled to control surge/sloshing during all phases of flight. The baffling shall be sufficient to ensure that retardant movement does not change the flying qualities of the HC-130H loaded with an equivalent solid weight mass.

m. The design of the RDS system, modified aircraft structure, and unmodified aircraft structure with loading that has been altered due to the RDS modification and installation shall meet all of the following criteria:

1. The RDS system, modified aircraft structure, and unmodified aircraft structure with altered loading due to RDS modification and

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installation shall have a positive margin of safety for an ultimate load that is at a minimum 1.5 times the limit load. If limit load is determined from models or analysis that is not validated by test, the margin of safety shall be a minimum of 0.25. The load cases used to derive the limit loads shall be provided by the OEM. Additionally, all “knock down” factors, such as fitting factors, bearing factors, and casting factors, shall be included. Reference JSSG-2006.

2. The RDS system and its fixed and removable miscellaneous and auxiliary equipment and their subcomponent installations, including, but not limited to, avionics, equipment, consoles, emergency and survival equipment, retention system components, ground handling implementations and other portable items, which in the event of a crash could result in injury to personnel or prevent egress from a crashed airplane, shall meet the following ultimate load factors Longitudinal: 9.0g forward and 1.5 g aft Lateral: 1.5 g right and left Vertical 4.5g down and 2.0 g up

3. The RDS system, modified aircraft structure, and unmodified aircraft structure with altered loading due to RDS modification and installation shall have a damage tolerant life of at least 20,000 flight hours and a durability life of 40,000 flight hours. These requirements do not apply to areas of the aircraft that are unmodified/unaffected by the RDS modification but are affected when the aircraft is utilized to perform RDS missions. It is understood that existing areas of the aircraft such as the wing cannot meet these life requirements when performing RDS missions. These analyses shall be performed by the OEM. Unless otherwise approved by the government, the damage tolerant life

(safety limit) shall be calculated starting from a flaw size no smaller than 0.05 inch to the critical crack length and the durability limit shall be computed starting from a flaw size no smaller than 0.005 inch to the critical crack length. The mission profiles and spectrum used for these analyses shall be determined by the OEM from the

USAF C-130J Modular Airborne Fire Fighting System (MAFFS) usage recorded by the structural health monitoring system (stored in the C-130 Aircraft Inspection, Repair, Corrosion, and Aircraft

Tracking System (AIRCAT) system). The derived mission profiles with MAFFS derived environmental criteria, maneuver criteria, etc.

shall be applied to the appropriate loads model for the

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configuration of HC-130H being modified under this effort. The goal of this design is that no inspections as determined from the damage tolerance analysis for the RDS system, modified aircraft structure or unmodified aircraft structure with altered load path shall be required during the 20,000 flight hour life. However, if this cannot be achieved, then the design shall be such that inspections shall be required at intervals of 1000 flight hours or greater. The inspections required at the 1000 flight hour or greater interval shall be minimally invasive inspections, such as eddy current surface scan. Bolt hole eddy current shall not be required for holes which have fasteners that are generally considered non-removable without damage, e.g. rivets, Hi-Loks, Hi-Tigues, Taper-loks, etc.

Bolt hole eddy current is acceptable for holes that are installed with screws and/or bolts. X-ray is an inherently poor method of detecting fatigue cracking and shall not be used without the approval of the government.

4. The portions of the RDS system that affect the outer mold line of the aircraft, such as doors in the open and closed positions shall not induce sonic fatigue and/or flutter of any of the RDS structure, modified aircraft structure, or unmodified aircraft structure within the normal operating envelope of the aircraft.

6.3 Door Design, Control and Modulation

a. RDS door(s) shall provide for a maximum controllable release rate that assures at least six gallons of liquid are ejected for every foot of aircraft travel when the target aircraft is traveling at airspeeds between 120-165 KIAS except for the final 200 gallons.

b. RDS door(s) shall reach the initially commanded set points within 0.5 seconds of first movement, for both open and close cycles, at all volume-fractions and coverage-level settings, regardless of the liquid volume in the tank when the open or close command initiates travel.

c. The door’s aspect ratio (opening length compared to maximum opening width) shall be at least 10:1. RDS door(s) shall be integrated with the aircraft fuselage to minimize disruption to the aircraft’s unmodified aerodynamic characteristics to minimize disruption of the liquid jet by the aircraft’s slipstream during release.

d. The doors shall be sized such that they shall not strike the ground during

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landing with full landing gear strut compression and with the doors fully open or in a vertical position, which ever produces the closest point to the ground.

e. The doors shall operate together as a pair and close toward each other.

6.4 Drop Controller

a. The RDS drop controller consists of three systems: the primary release switches used by pilot and copilot to release the retardant load; the control panel that allows setting of various drop configurations and displays current system status; and the electronic and mechanical systems that physically control the release of retardant from the aircraft. The RDS drop controller is fundamentally a device that provides an interface between the pilot/copilot, the aircraft, and the RDS tank and door systems.

b. Each aircraft shall be equipped with a tank drop controller actuated by a self-returning primary drop switch located on both the pilot’s and copilot’s control yoke.

c. The controller shall include an arming switch or switches to prevent release of the retardant by inadvertent actuation of the primary drop switch.

d. The drop controller shall include a selector that performs the programmed release information until the settings are manually changed. The selector shall be positioned within clear view and easy reach of the pilot and copilot during flight. The selector shall provide options corresponding to the ground pattern and multiple release performance requirements in Para 7 of this SOW. The controller shall perform the programmed release configuration as long as the primary drop switch is actuated.

e. The controller shall incorporate a full color multifunctional touch screen display (MTSD). The MTSD shall be positioned within clear view and easy reach of the pilot and copilot. The controller shall provide access to multiple pages on the MTSD. Navigation to the various pages shall be through bezel switches or buttons to the MTSD or an incremental rotary encoder, as well as soft buttons on each page displayed by the MTSD.

f. The software status page shall display the current configuration of all software, firmware, and “look-up” tables that are loaded into the controller.

g. The system health page shall provide the health status of the system using built-in-self-test from when the system was powered on or when last commanded. The health page shall also allow for the initiation of self-test.

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h. The drop controller page shall provide the interface for controlling the drop setting described herein.

i. The drop history page shall provide the drop controller settings from the last 200 releases. The information displayed shall include the date, time (local (including time zone) and GMT), drop settings, volume dropped, GPS start and stop of the drop, ground speed, initial heading in degrees, and GPS altitude. All GPS data used and displayed in the controller shall be Wide Area Augmentation System (WAAS) corrected.

j. The ground test page/mode shall have the ability to select, set and simulate ground speed to the controller. In this mode the system shall operate as designed with the tank either full or empty.

k. The controller shall include incremental rotary encoders. The rotary encoders shall be used for programmed release information. Two encoders shall be incorporated into the design, one for the release volume and one for the coverage level. The encoders shall work with the MTSD which shall display selections made by the flight crew. The settings made by flight crew shall remain as selected until they are manually changed.

The encoders shall be positioned within clear view and easy reach of the pilot and copilot during flight. The encoders/MTSD shall provide selections corresponding to the ground pattern and multiple release performance requirements in accordance with this SOW. The clockwise rotation of each encoder shall increment its corresponding value on the MTSD and counter- clockwise rotation shall decrement the value. Continued rotation of the encoders, in the clockwise direction, beyond the maximum coded value shall cause the MTSD displayed value to recycle to the minimum and continue increasing. Rotation in the counter clockwise direction shall be similar, just in reverse. The ability to change settings on the various pages shall also be available through the touch screen. The design shall consider the location and size of the touch navigation regarding the use of a gloved hand in a turbulent flight environment. The controller shall perform the programmed release configuration as long as the primary drop switch is actuated.

l. The MTSD shall provide system indication - whether the tank is armed; the volume of retardant (and any other items required for normal releases) remaining in the tank, and the currently programmed release configuration.

m. The RDS shall adjust flow rate with ground speed and maintain the ground pattern performance identified in this SOW. The RDS shall be capable of adjusting flow rate that assures at least six gallons of liquid are ejected for every foot of aircraft travel when the target aircraft is traveling at airspeeds between 120-165 KIAS except for the final 200 gallons.

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n. The time delay, if any, between activation of either yoke drop switch and the start of the doors opening shall not vary for all controller settings. The delay shall not be greater than 100 milliseconds. Whichever door moves first, the second door shall begin moving within 50 milliseconds, in both opening and closing. The doors shall reach the controller commanded position within 10% of each other for both time and position (angle).

o. All tank doors shall automatically return to the closed position immediately after completing a release cycle, the MTSD will indicate the doors are closed.

The RDS drop controller shall incorporate means to store process information related to RDS state and performance, including but not limited to liquid volume in the tank, state and activity status of the system’s controls and indicators, any fault conditions, and any aircraft specific information monitored by the RDS drop controller. Transmission of this data shall be done by both wired communication with a standard laptop computer and a SD (Secure Digital) memory card.

p. One each (two total) MTSDs shall be provided at the pilot and copilot position with the same functionality. The RDS shall accept settings from both MTSD and display the same information on both displays simultaneously.

q. All of the memory used in the RDS shall be flash non-volatile memory. The

RDS shall be designed to interface with a standard laptop computer off the USAF approved laptop list. The Contractor shall develop the programs and interface for this computer. The developed interface shall be able to upload/reload all programs and alter look-up tables used in the RDS; real-time process monitoring; control routine reprogramming; data download;

and any other functions required to maintain or improve system performance. The programs used/developed on the laptop computer shall be provided with an instruction manual to the government. The level of documentation shall allow the government to make changes to the controller software and look-up tables. The Contractor shall deliver one laptop computer with all of the developed software per Group A Kit.

Operating system for the laptop shall be Windows 10.0.

r. The RDS shall be designed with a signal break-out box. The contractor shall connect and test the following signals to the existing, previously installed, Latitude Technologies Corporation ION100-003 Operational Loads Monitoring Device. This device is located on the flight deck at Fuselage Station 232, Right Butt Line 33.5, Water Line 294 (AVIONICS

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UPPER CABINET). These signals may be Individual Discreet Analog inputs or AIRINC 429 interfaces. The break-out box shall allow for external monitoring and measurement of the following signals:

I.Float(s) level

II.Position of doors III.Primary drop switch open/close

s. The RDS controller shall include Built-In-Self-Test (BIST) software. The

BIST shall perform systems tests and flag anomalies at power up or whenever commanded at the MTSD health page. BIST shall test the interfaces from the controller to all system controls. BIST shall perform a check sum on the loaded program.

6.5 Static Leakage

The tank system shall not leak when loaded with minimum 4,000 gallons of water.

6.6 RDS System Performance

The tank system shall demonstrate the ability to apply a ground pattern that is continuous and consistent at the selected Coverage Level (CL) for any available drop volume. The RDS system shall modulate the door opening and/or release rate to achieve the maximum drop pattern efficiency achievable at any desired

CL.

6.7 Emergency Dump System

a. The tank shall be equipped with an independently controlled and operated emergency dump system.

b. The emergency dump control shall be within easy reach of the pilot and copilot while strapped into their respective seats.

c. The emergency dump system shall enable the entire load to be dropped in

6 seconds or less.

d. Normal function or failure of the drop controller and the normal hydraulic system shall not affect the emergency dump system.

e. If the emergency system is dependent on normal operating aircraft or the RDS for initial charge, it shall have an independent pressure gauge or indicator readily visible to the crew during preflight.

f. If the emergency system is dependent on pre-charged bottles, it shall have a positive means of checking system charge during preflight.

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g. The system shall use mechanical, pneumatic, or hydraulic pressure to open the doors.

h. Emergency systems operated by pneumatic or hydraulic pressure shall be isolated from the normal RDS system pressure for opening the doors.

i. Activation of the emergency dump system shall be recorded as a drop in the drop history page of the controller, if it is functioning when the emergency dump is activated. The recorded data shall be the same as a normal drop except for controller settings, volume dropped, and GPS stop.

j. If emergency drop is activated and the normal system is still functional, then deactivation of the emergency dump system shall allow the normal system to be used to close the doors. Closing of the doors with the normal system after an emergency dump shall be automatic when the emergency dump control is returned to the “off” position.

k. The emergency dump system shall be wired directly to the aircraft battery buss. This switch shall be a guarded switch. The switch shall be protected by a circuit breaker of proper capacity.

6.8 Fill Rate and Distribution

a. The RDS shall use 3-inch diameter Kamloc or equivalent fittings for retardant loading.

b. The RDS shall be capable of being filled with the retardant load at an average fill of not less than 500 gpm when filling through either fill port. If the tank system implementation results in a fluid head height greater than 12 feet during filling (as seen on the ground), the system shall provide a means of supplementing the filling process to achieve 500 gpm. This supplement may be a separate piece of equipment.

c. Fill ports shall be available to loading personnel on both sides of the aircraft.

The fill ports shall be located aft of the main landing gear doors between fuselage stations (FS) 615 and 690, at a height where they can be reached by ground service personnel without a ground handling stand or ladder.

d. The retardant shall be level throughout the tank within 30 seconds after the loading pump is stopped.

6.9 Tank Fill Gauge

a. A digital tank quantity display shall be installed near each loading port and

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shall be visible to the loading crew. The display shall indicate the total volume in the tank during the filling process. A placard shall be near the digital gauge and visible to the loading crew showing the maximum allowed load in gallons and weight, example, 4.000 U.S. gallons (36,000 lbs.)

b. These digital gauges shall display the volume in the tank to an accuracy of +/- 50 gallons.

c. The RDS shall have a float system that measures the fluid volume in the tank.

d. The volume measured shall be accurate to +/- 50 gallons on the ground or in flight. The float system shall be able to measure fluid flow rate on the ground and in flight.

6.10 Offloading

a. All tanks shall have the capability of being offloaded through standard 3-inch Kamloc or equivalent fittings. The offload port(s) may be the same as the loading ports, or they may be separate.

b. Upon offloading, the amount of retardant remaining in the tank of the system shall be no more than 50 U.S. gallons.

6.11 Spill Management

a. The tank system shall not leak, spill or allow retardant to slosh out of the tank into the fuselage.

b. The RDS shall provide a means of releasing the retardant that is spilled into the fuselage. The detection shall be reported to the flight crew as either or both an above or below floor detection. The Contractor shall develop emergency procedures for this possibility.

7.0 Ground Pattern Performance Requirements

7.1 General

Definition: Throughout this section, the term “door” shall refer to any opening(s) in the retardant tank used to release retardant in normal drop configurations.

Definition: Throughout this section, the term “gpc” shall mean gallons per hundred square feet, which is the standard unit of measurement used to report

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the coverage level attained by a retardant drop. The quantity measured is the same as that measured by standard rain gauges.

7.2 Ground Pattern Performance

a. External Performance Requirements

I. The nominal/normal drop speed range for the RDS system shall be

120-165KIAS.

II. The RDS shall demonstrate the ability to apply a ground pattern that is continuous at the selected coverage level for any available drop volume except for the final 200 gallons.

(Note: The ground patterns collected during drop testing shall be examined for any inconsistencies in the pattern. Inconsistencies appear as portions in the middle of the pattern where coverage level throughout the pattern width decreases by more than 20 percent of the value of adjacent downrange coverage levels. For example, a target 8 gpc drop containing a cross width swath of 6 gpc between swaths of 8 gpc would fail, since the 2 gpc decrease represents 25 percent of the selected 8 gpc.)

III. The RDS shall provide a means to make instantaneous digital measurements of flow rate during static testing. Each measurement shall include one value corresponding to a measurement of time (either relative to the actuation of the drop switch or absolute) and another value corresponding to volume in the tank. The same system shall provide the same measurement during flight and to the same accuracy.

b. Release Control Requirements

i. The RDS shall be able to divide a full load into 6 or more equal releases.

ii. The RDS controller shall be able to divide a full load into 2 halves, 3 thirds, and 6 sixths.

iii. No individual release shall release less than 200 gallons. There shall be less than 50 gallons remaining in the tank after the last equal release for all partial release series.

(Note: Volumes released from systems are considered equal when the measured volumes do not vary greater than plus or minus 25

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percent from the volume of the equal releases defined by the proponent. All specified releases in a series must meet the plus or minus 25 percent standard for the series to be considered acceptable.

iv. The system shall demonstrate the ability to produce the lengths of line per 100 gallons of load released as defined in Table 1. Drops for Table 1 shall be made at a 200-foot drop height for CL 8.0; 180-foot drop height for CL 6.0; 160-foot drop height for CL 4.0; and 150-foot drop height for CL 3.0, 2.0, and 1.0. The tolerance for drop height during testing is +/-10 feet. The target drop speed range for testing shall be 120-165KIAS.

Table 1, Minimum Length of Line per 100 Gallons

Coverage Level (gpc)

Volume Released, Gallons

400-599 600-799 800-1399 >1399 Feet of Line per 100 Gallons

1.0 75 75 75 75

2.0 50 50 50 50

3.0 20 30 30 30

4.0 5 20 20 20

6.0 0 5 10 15

8.0 0 0 5 7

8.0 Deficiency Reporting

The Contractor shall develop and maintain a deficiency review process to address any deficiencies found in delivered and accepted HC-130H aircraft while tank modifications are still in production and in the Contractor’s care, custody or, control. The Contractor shall be responsible for required corrective action on undelivered hardware relating to manufacturing quality and deficiencies in design changes as implemented by this SOW. The Contractor shall document these procedures in the Quality Assurance Plan.

CDRL C001, DI-QCIC-81794, Quality Assurance Program Plan

9.0 Engineering Data

The contractor shall develop/produce/maintain and deliver a Technical Data Package (TDP) that accurately depicts the final product. TDP data includes, but is not limited to, Computer Aided Design (CAD) data, CAD models, model based definition data sets, Gerber data and Master Bill of Materials (BOM). The TDP

OFFICIAL USE ONLY

shall provide the necessary design, engineering, manufacturing, testing and quality assurance requirements information necessary to enable the procurement or manufacture of an interchangeable item that duplicates the physical and performance characteristics of the original product without additional design engineering effort or recourse to the original design activity or any third party.

The TDP shall represent the approved, tested, and accepted configuration of the defined delivered item(s). This shall include software and all test requirement documentation data required to test systems, subsystems and/or components.

Vendor Item Control Drawings shall be used to specify the requirements for purchased items when such items have been approved for use in the design and are used without alteration, selection or source qualification (testing of an item prior to procurement action to ensure that it satisfies the specified requirements).

All engineering product definition data created using Government funding as a result of this contract shall be considered a part of the TDP and shall be delivered to the Government with unlimited rights. The TDP shall be created IAW the following American Society of Mechanical Engineers (ASME) standards: ASME Y14.100-2017, Appendix B, sections B6 through B9.1 and Appendices C, D, E, and F in conjunction with ASME Y14.24-2012, ASME Y14.34, ASME Y14.35 and ASME Y14.41 and as defined in the corresponding CDRL for this task to…