Att_1E_-_Performance_Metrics_(V3).pdf

N00019-15-R-0089 Attachment 1

Appendix E 20 Oct 2015

Performance Metrics

Mission Capable Calculations:

The Contractor shall maintain a minimum mission capable (MC) rate of 85% for each aircraft for every month. The Contractor shall document daily flying hours, landings, engine starts and stops;

aircraft up or down status and cite whether the aircraft was fully, partially or non-mission capable in accordance with the Minimum Equipment List (MEL) and show the resulting MC rate. See also H-1 Clause Reduced Payment clause.

Please refer to QASP page 6 for "C-26 Performance Metrics" relating to CPARS ratings.

Example 1: Aircraft #1 (MC Rate Not Met):

The reporting period was 30 days: 30 X 24 hours = 720 hours Reporting Time (RT) The allowable Non-Reporting Time (NRT) for aircraft #1 was 7 days

The Not or Non Mission Capable (NMC) time for aircraft #1 for the reporting period was 113 hours.

MC Rate Example Calculation:

30 days x 24 hours = 720 hours………………….……….Total RT hours

7 days NRT x 24 hours = 168 hours..…………………….Total NRT hours

720 (RT) – 168 (NRT) = 552 hours..……………….……..Total Possible MC hours

552 (Possible MC hrs) – 113 (NMC) = 439 hrs.………….Actual MC hours

439 (Actual MC hrs) ÷ 552 (Possible MC hrs) = .80

.80 x 100 = 80% MC for aircraft #1

Example 2: Aircraft #2 (MC Rate Met):

The reporting period was 30 days: 30 X 24 hours = 720 hours Reporting Time (RT)

The allowable Non-Reporting Time (NRT) for aircraft #2 was 12 days

The Not Mission Capable (NMC) time for aircraft #2 for the reporting period was 24 hours:

MC Rate Example Calculation:

30 days x 24 hours = 720 hours………………….……….Total RT hours

12 days NRT x 24 hours = 288 hours……………………Total NRT hours

720 (RT) – 288 (NRT) = 432 hours..……………………..Total Possible MC hours

Description RFP/PWS Ref.

Performance Standard Acceptable Quality Level Surveillance Method/Measure Incentives

Objective

Maintain Mission Capable

Rate of 85% (MC Rate)

PWS

section 5

Requirements and objectives met when the aircraft is Mission Capable 85% of the time.

Surveillance by

COR

See H-1 Clause

Reduced Payment

432 (Possible MC hrs) – 24 (NMC) = 408 hours..………Actual MC hours

408 (Actual MC hrs) ÷ 432 (Possible MC hrs) = .94

.94 x 100 = 94% MC for aircraft #2

Definitions

Fully Mission Capable (FMC)

The condition status that indicates the aircraft is capable of safe flight and can perform all the prescribed missions.

Mission Capable (MC)

MC is defined as the sum of the Fully Mission Capable (FMC) and Partially Mission Capable (PMC). As required in H-1 Clause, Non-reporting time (NRT) shall be deducted from the total hours in the month when computing Mission Capable (MC) rates.

The contractual MC rate is based upon the number of total hours available during the reporting period for the month in which the aircraft is available for an operational mission.

When inspection requirements do not require a major disassembly of the aircraft, and thus, do not affect the mission capability, the aircraft is considered to be mission capable during the entire portion of the inspection phase of the inspection.

If a preflight inspection or test flight is not performed within 24 hours of the Contractor’s notification to the Technical Point of Contact (TPOC), then the MC time shall apply from the time when the Contractor notified the TPOC that the aircraft was ready for pre-flight inspection or test flight.

The elapsed time between when the Contractor is notified of an off-site grounded aircraft problem, and fulfillment of certain conditions to meet NRT status, is reported to the TPOC as “excusable delay”.

Non-Reporting Time (NRT)

The condition of an aircraft which is not in a reporting status. NRT is the time required to: modify the aircraft; perform crash damage repairs; perform special inspections directed by the TPOC.

As required in H-1 Clause, Non-reporting time (NRT) shall be deducted from the total hours in the month when computing Mission Capable rates.

Examples of NRT:

• Time waiting for Functional Check Flight (FCF), after the first 24 hours have elapsed since

Contractor notified the Government of aircraft ready for FCF.

• Time awaiting off-site station maintenance.

• Time aircraft is undergoing approved Over and Above repairs.

• Time aircraft is undergoing Strip and Paint.

• Actions or situations substantiated and agreed to by the Procurement Contracting Officer

(PCO), or designee, as beyond the control of the Contractor.

• One-time special inspections directed by the PCO or designee.

• The time in which parts or required maintenance personnel are in the Government transportation system, when directed by the Government.

The Government will not penalize the Contractor for aircraft downtime resulting from, but not limited to, locally enforced restrictions, holidays, noise abatement, religious customs, coups, restricted access, hostilities, Government restrictions and customs clearance delays which were not in existence prior to contract award.

Not Mission Capable

(NMC)

The material condition of an aircraft indicating that it is not capable of performing any of its missions or when a required maintenance action causes the aircraft to be non-airworthy or when the material condition of the surveillance radar, except for the AN/APS-504 Surveillance Radar, indicates that it is not capable of performing when a surveillance radar mission is required.

NMC time starts when the Contractor is notified of an inoperable condition or, in the case of the surveillance radar, except for the AN/APS-504 Surveillance Radar (a/k/a AN/APS 140 (V)5), for the duration of the surveillance mission.

NMC time ends when the Contractor notifies the TPOC or Pilot-In-Command (PIC) that the aircraft is ready for pre-flight inspection or test flight.

If the aircraft is determined to be NMC as a result of a pre-flight inspection or test flight and the cause is attributable to the original fault, NMC time shall continue from the original time of discovery, provided the preflight or test flight inspection is performed within 24 hours after notification is provided to the TPOC or PCO by the Contractor.

If panels and equipment are removed to conduct area inspections and the Contractor cannot replace the panels and equipment within a two-hour time frame, then the entire inspection is considered to have impacted mission capability and shall be documented as NMC. The two-hour rule applies to scheduled maintenance only.

When a new discrepancy is found during pre-flight or test flight, NMC time will start when the TPOC or pilot notifies the Contractor of the inoperable condition.

If a new discrepancy is found when the aircraft is not located at the Site (aircraft is off-site) or when the aircraft is located at the Site and Contractor personnel are not available, NMC time will start when the Government notifies the Contractor of the new discrepancy. In either case, NMC time will start not later than one hour after time of discovery/flight termination.

Aircraft shall be considered NMC for reporting purposes when the Contractor fails to correct PMC items within 10 days for CONUS aircraft and 20 days for OCONUS aircraft, unless the Government grants a waiver.

Aircraft shall be considered NMC for reporting purposes when the Contractor fails to correct one or multiple non-grounding discrepancies (except those pending SA incorporation, inspection or corrosion) within 20 days, unless the Government grants a waiver.

The material condition of an aircraft when it is not available for a mission because of scheduled or unscheduled maintenance as required by the Performance Work Statement

(PWS).

Not Mission Capable Maintenance

(NMCM)

Scheduled maintenance time for reporting purposes includes phase, detail, calendar, engine and special inspections when the combination of inspection requirements is such that it requires placing the aircraft in an inoperable condition.

Scheduled maintenance time does not include time spent performing daily, preflight, turnaround, post-flight or corrosion inspections when the requirements do not require placing the aircraft in an inoperable condition.

Not Mission Capable

(NMC) -MEL

Discrepancies against any system on the MEL will be considered NMC for the purpose of determining MC rates, if the discrepancy is not corrected within 10 calendar days for Continental United States (CONUS) aircraft and 20 calendar days for Outside the Continental United States (OCONUS) aircraft. After the stated time period expires, the aircraft will be carried as NMC even though the local Commander may elect to fly the aircraft (if other grounding criteria do not exist). If the Government elects to fly an aircraft against which reduced payment under this provision is being assessed, the Contractor shall be exempt from reduced payment for that aircraft for the duration of the flight.

Any discrepancy against any system on the MEL will be noted on the Aircraft Status Report

(CDRL A003).

Not Mission Capable Supply (NMCS)

The material condition of an aircraft when it is not available for a mission because parts or material are not available as required by the PWS.

Partial Mission Capable (PMC)

The condition status that indicates the aircraft is capable of safe flight and can perform at least one, but not all, of its missions prescribed because of an inoperable/missing item listed in the MEL or inoperable/missing surveillance radar, except for the AN/APS-504 Surveillance Radar (a/k/a AN/APS 140 (V)5), excluding discrepancies against any system in which aircraft is considered NMC.

Recording of Partial mission Capable (PMC) time starts when it is first known that a discrepancy exists, except when caused by an in-flight malfunction, then the time starts at the termination of the flight. PMC time stops when corrective maintenance has been successfully completed.

Note AN/APS-504 Surveillance Radar (a/k/a AN/APS 140 (V)5) is exempt from NMC.

NRT Table For RC/EC/C-26D Aircraft

(Extracted from OEM Maintenance Manual)

C-26D INSPECTION NRT (hrs) Phase 1 - Wings, SVC CHK 8

Phase 2 - Nose, Cargo, Tail, Props, SVC CHK 14

Phase 3 - Passenger Door, Landing Gear, SVC CHK 24

Phase 4 - Wings, Props, SVC CHK 16

Phase 5 - Cockpit, Cabin, Cargo, Tail, SVC CHK 20

Phase 6 - Passenger Door, Landing Gear, Props, SVC CHK 16

Engines every 150 hours - Routine/Detailed 4/14

RC/EC/C-26D MINIMUM EQUIPMENT LIST (MEL)

The following MEL is applicable to the RC/EC/C-26D aircraft. When using the MEL, Unit Commanders, Maintenance Personnel, Aircraft Commanders shall comply with the stated intent of the preamble, definitions, and the conditions and limitations specified in the MEL.

All equipment installed on the aircraft must be operative. However, this Minimum Equipment List (MEL) is published to list items where compliance with certain equipment requirements is not necessary in the interests of safety under all operating conditions. Experience has shown that with the various levels of redundancy designed into aircraft, operation of every system or installed component may not be necessary when the remaining operative equipment can provide an acceptable level of safety. This Minimum Equipment List (MEL) has been developed, to improve aircraft utilization.

This MEL includes those items of equipment related to airworthiness and operating regulations and other items of equipment which may be inoperative and yet maintain an acceptable level of safety by appropriate conditions and limitations; it does not contain obviously required items such as wings, flaps, and rudders.

Equipment not required by the operation being conducted and equipment in excess of FAR or OPNAV requirements are included in the MEL with appropriate conditions and limitations. Use of the MEL does not allow for the deviation from NATOPS Limitations, or Emergency Procedures. It is important to remember that all equipment related to the airworthiness and operating regulations of the aircraft not listed on the MEL must be operative.

Suitable conditions and limitations in the form of maintenance procedures, crew operating procedures and other restrictions as necessary are specified in the MEL to ensure that an acceptable level of safety is maintained.

The MEL is intended to permit operation with inoperative items of equipment for a period of time until repairs can be accomplished. It is important that repairs be accomplished at the earliest opportunity. In order to maintain an acceptable level of safety and reliability the MEL establishes limitations on the duration of and conditions for operation with inoperative equipment.

The MEL provides for release of the aircraft for flight with inoperative equipment. When an item of equipment is discovered to be inoperative, it is reported by making an entry in the Aircraft Maintenance Record/Logbook. The item is then either repaired or may be deferred per the MEL. MEL conditions and limitations do not relieve the Transport Aircraft Commander from determining that the aircraft is in a condition for safe operation with items of equipment inoperative.

Unit Commanders, Maintenance Personnel, and Aircraft Commanders are responsible for exercising the necessary operational control to ensure that an acceptable level of safety is maintained. When operating with multiple inoperative items, the interrelationships between those items and the effect on aircraft operation and crew workload shall be considered.

4.14.1 Minimum Equipment List Definitions

1. System numbers are based on the Air Transport Association (ATA) Specification

Number 100 and items are numbered sequentially.

a. "Item" (Column 1) means the equipment, system, component, or function listed in the "Item" column.

b. "Number Installed" (Column 2) is the number (quantity) of items normally installed in the aircraft. This number represents the aircraft configuration considered in developing this MMEL. Should the number be a variable (e.g., passenger cabin items) a number is not required.

c. "Number Required for Dispatch" (Column 3) is the minimum number (quantity) of items required for operation provided the conditions specified in Column 4 are met.

d. "Remarks or Exceptions" (Column 4) in this column includes a statement either prohibiting or permitting operation with a specific number of limitations) for such operation, and appropriate notes.

2. "Airplane/Rotorcraft Flight Manual" (AFM/RFM) is the document required for type certification and approved by the responsible FAA Aircraft Certification Office. The FAA approved AFM/RFM for the specific aircraft is listed on the applicable Type Certificate Data Sheet.

3. "As required by FAR, ICAO or OPNAV" means that the listed item is subject to certain provisions (restrictive or permissive) expressed in the Federal Aviation Regulations, the International Civilian Aviation Organization operating rules or OPNAVINST 3710.7x. The number of items required by the FAR, ICAO or OPNAV must be operative. When the listed item is not required by FAR, ICAO or OPNAV it may be inoperative for time specified by repair category.

4. Each inoperative item must be placarded to inform and remind the crewmembers and maintenance personnel of the equipment condition.

NOTE

To the extent practical, placards should be located adjacent to the control or indicator for the item affected; however, unless otherwise specified, placard wording and location will be determined by the operator

5. "-" symbol in Column 2 and/or Column 3 indicates a variable number (quantity) of the item installed.

8. "Federal Aviation Regulations" (FAR) means the applicable portions of the Federal Aviation Act and Federal Aviation Regulations.

9. "Flight Day" means a 24 hour period (from midnight to midnight) either Universal Coordinated Time (UCT) or local time, as established by the operator, during which at least one flight is initiated for the affected aircraft.

10. "Icing Conditions" means an atmospheric environment that may cause ice to form on the aircraft or in the engine(s).

11. Alphabetical symbol in Column 4 indicates a proviso (condition or limitation) that must be complied with for operation with the listed item inoperative.

12. ”Inoperative" means a system and/or component malfunction to the extent that it does not accomplish its intended purpose and/or is not consistently functioning normally within its approved operating limit(s) or tolerance(s).

13. ”Notes:" in Column 4 provide additional information for crewmember or maintenance consideration. Notes are used to identify applicable material which is intended to assist with compliance, but do not relieve the operator of the responsibility for compliance with all applicable requirements. Notes are not a part of the provisos.

14. Inoperative components of an inoperative system: Inoperative items which are components of a system which is inoperative are usually considered components directly associated with and having no other function than to support that system.

(Warning/caution systems associated with the inoperative system must be operative unless relief is specifically authorized per the MEL).

15. "(M)" symbol indicates a requirement for a specific maintenance procedure which must be accomplished prior to operation with the listed item inoperative. Normally these procedures are accomplished by maintenance personnel; however, other personnel may be qualified and authorized to perform certain functions. Procedures requiring specialized knowledge or skill, or requiring the use of tools or test equipment should be accomplished by maintenance personnel. The satisfactory accomplishment of all maintenance procedures, regardless of who performs them, is the responsibility of the Transport Plane Commander.

16. "(O)" symbol indicates a requirement for a specific operations procedure which must be accomplished in planning for and/or operating with the listed item inoperative.

Normally these procedures are accomplished by the flight crew; however, other personnel may be qualified and authorized to perform certain functions. The satisfactory accomplishment of all procedures, regardless of who performs them, is the responsibility of the Transport Plane Commander.

17. "Deactivated" and "Secured" means that the specified component must be put into an acceptable condition for safe flight. An acceptable method of securing or deactivating will be established by the operator.

18. "Visual Flight Rules" (VFR) is as defined in FAR Part 91. This precludes a pilot from filing an Instrument Flight Rules (IFR) flight plan.

19. "Visual Meteorological Conditions" (VMC) means the atmospheric environment is such that would allow a flight to proceed under the visual flight rules applicable to the flight. This does not preclude operating under Instrument Flight Rules.

20. "Visible Moisture" means an atmospheric environment containing water in any form that can be seen in natural or artificial light; for example, clouds, fog, rain, sleet, hail, or snow.

21. "Passenger Convenience Items" means those items related to passenger convenience, comfort or entertainment such as, but not limited to, galley equipment, movie equipment, ash trays, stereo equipment, overhead reading lamps, etc.

22. Repair Intervals: All users of this MEL must affect repairs of inoperative systems or components, deferred in accordance with the MEL, at or prior to the repair times established by the following letter designators:

a. Category A. Items in this category shall be repaired within the time interval specified in the remarks column of this MEL.

b. Category B. Items in this category shall be repaired within three (3) consecutive calendar days (72 hours), excluding the day the malfunction was recorded in the aircraft maintenance record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the three day interval would begin at 10:00 a.m. the 26th and end at 10:00 a.m. the 29th.

c. Category C. Items in this category shall be repaired within five (5) consecutive calendar days (120 hours), excluding the day the malfunction was recorded in the aircraft maintenance record/logbook. For example, if it were recorded at 10 a.m. on January 26th, the 10 day interval would begin at 10:00 a.m. the 26th and end at 10:00 a.m. February 5th.

d. Category D. Items in this category shall be repaired within thirty (30) consecutive calendar days (720 hours), excluding the day the malfunction was recorded in the aircraft maintenance log and/or record.

The letter designators are inserted adjacent to Column 2.

26. "Excess Items" means those items that have been installed that are redundant to the requirements of the FARs or OPNAV.

27. "Day of Discovery" is the calendar day an equipment/instrument malfunction was recorded in the aircraft maintenance log and or record. This day is excluded from the calendar days or flight days specified in the MEL for the repair of an inoperative item of equipment. This provision is applicable to all MEL items, i.e., categories "A, B, C, and D."

28. “Considered Inoperative”, as used in the provisos means that item must be treated for dispatch, taxi and flight purposes as though it were inoperative. The item shall not be used or operated until the original deferred item is repaired. Additional actions include: placarding, and complying with all remarks, exceptions, and related MEL provisions, including any (M) and (O) procedures and observing the repair category.

29. “Is not used” in the provisos, remarks or exceptions for an MEL item may specify that another item relieved in the MEL “is not used.” In such cases, crewmembers should not activate, actuate, or otherwise utilize that component or system under normal operations. It is not necessary for the operators to accomplish the (M) procedures associated with the item. However, operational requirements must be complied with, and an additional placard must be affixed, to the extent practical, adjacent to the control or indicator for the item that is not used to inform crewmembers that a component or system is not to be used under normal operations.

30. Nonessential Equipment and Furnishings (NEF) are those items installed on the aircraft as part of the original certification, supplemental type certificate, or engineering order that have no effect on the safe operation of flight and would not be required by the applicable certification rules or operational rules. They are those items that if inoperative, damaged or missing have no effect on the aircraft’s ability to be operated safely under all operational conditions. These nonessential items may be installed in areas including, but not limited to, the passenger compartment, flight deck area, service areas, cargo areas, crew rest areas, lavatories, and galley areas. NEF items are not items already identified in this MEL . They do not include items that are functionally required for compliance with any operational rule.

U.S. DEPARTMENT OF DEFENSE

NAVY C-26D MINIMUM EQUIPMENT LIST

NAVAIRSYSCOM

AIRCRAFT:

FAIRCHILD/SWEARINGEN

MODELS SA226/SA227 SERIES

REVISION NO: (original)

DATE: 11/01/2009

PAGE NO:

I

TABLE OF CONTENTS

SYSTEM NO. SYSTEM PAGE NO.

-- Table of Contents I -- Log of Revisions II, III, IV -- Control Page V, VI, VII -- Highlights of Change VIII, IX, X, XI -- Definitions XII -- Preamble XIII -- Guidelines for (O) & (M) Procedures XIV, XV, XVI -- Guidelines for (O) & (M) Procedures XVII, XVIII, XIX -- Guidelines for (O) & (M) Procedures XX, XXI, XXII 21 Air Conditioning 21-1, 2, 3 22 Autopilot 22-1 23 Communications 23-1 THRU 6 24 Electrical 24-1, 2, 3 25 Equipment/Furnishings 25-1 THRU 12 26 Fire Protection 26-1, 2, 3 27 Flight Controls 27-1 28 Fuel 28-1, 2 29 Hydraulic Power 29-1 30 Ice & Rain Protection 30-1, 2, 3 31 Indicating/Recording Systems 31-1, 2 32 Landing Gear 32-1, 2 33 Lights 33-1, 2, 3 34 Navigation 34-1 THRU 17 35 Oxygen 35-1 37 Vacuum 37-1 46 Information Systems 46-1, 2 52 Doors 52-1, 2, 3 61 Propellers 61-1 71 Powerplant 71-1 73 Engine Fuel & Control 73-1 74 Ignition 74-1 77 Engine Indicating 77-1, 2 80 Starting 80-1 82 Water Injection 82-1

NAVAIRSYSCOM

AIRCRAFT:

FAIRCHILD/SWEARINGEN

MODELSA227 SERIES

REVISION NO:(original)

DATE: 11/01/2009

PAGE NO:

IV

Log of Revisions

Rev No. Date Page Numbers Initials

NAVAIRSYSCOM

AIRCRAFT:

FAIRCHILD/SWEARINGEN

MODEL SA227 SERIES

REVISION NO:(original)

XII

DEFINITIONS

The definitions must be inserted here in each Minimum Equipment List (MEL) from current FAA MMEL Policy Letter PL-25, MMEL DEFINITIONS in accordance with current FAA MMEL Policy Letter PL-70, DEFINITIONS REQUIRED IN MELs.

NAVAIRSYSCOM

AIRCRAFT:

FAIRCHILD/SWEARINGEN

MODEL SA227 SERIES

REVISION NO: :(original)

XIII

PREAMBLE

Effective 06/14/1989

The applicable preamble must be inserted here in each Minimum Equipment List (MEL) from current FAA MMEL Policy Letter PL-34, MMEL AND MEL PREAMBLE or FAA MMEL Policy Letter PL-36, FAR PART 91 MEL APPROVAL.

. U.S. DEPARTMENT OF DEFENSE

NAVAIRSYSCOM

AIRCRAFT:

FAIRCHILD/SWEARINGEN

MODEL SA227 SERIES

REVISION NO: :(original)

XIV

Guidelines for (O) & (M) Procedures

The FOEB has identified a need for certain procedures to provide an adequate level of safety while providing relief for the following items. These procedures must be established by the operator. The following guidelines are to help establish these required procedures:

21-1

(O) Operations procedure to develop how to operate during unpressurized flight.

21-2 (O) Operations procedure to develop how to operate during unpressurized flight or how to utilize the conversion chart if operating pressurized. Applies to all provisos.

21-4 (M) Maintenance procedure to ensure procedures are established and used to determine the Flow Control Valves are in the CLOSED position.

21-5 (O) Operations procedure to operate unpressurized or, if pressurized, how to operate with the Automatic Pressurization Controller inoperative.

21-6 (O) Operations procedure to operate unpressurized or, if pressurized, how to operate with the Manual Pressurization Controller inoperative.

21-9 (O) Operations procedure to identify, isolate, and operate with one System inoperative and to determine Cockpit Fan is operative.

21-10 (O) Operations procedure to operate the aircraft in unpressurized flight.

(M) Maintenance procedure to ensure the Cabin Dump Valve is secured in the OPEN position.

21-12 (M) Maintenance procedure to assure that no electrical or mechanical fault exists that will have an adverse effect on any other system.

21-13 (M) Maintenance procedure to assure that no electrical or mechanical fault exists that will have an adverse effect on any other system.

22-1 (M) Maintenance procedure to assure that no electrical or mechanical fault exists that will have an adverse effect on any flight control function.

NAVY C-26 MINIMUM EQUIPMENT LIST

NAVAIRSYSCOM

AIRCRAFT:

FAIRCHILD/SWEARINGEN

MODEL SA227 SERIES

REVISION NO :(original)

XV

22-2

(M) Maintenance procedure to assure that no electrical or mechanical fault exists that will have an adverse effect on any flight control function.

23-4-A (O) Operations procedure to ensure PA not required by 14 CFR and alternate, normal and emergency procedures, and/or operating restrictions are established and used.

23-5

(O) Operations procedure to specify how passengers will be briefed.

23-12 (O) Operations procedure to specify how passengers will be briefed.

23-14 (O) Operations procedure to operate aircraft without use of the various functions of the Service Interphone system.

23-16 (O) Operations procedure to ensure SATCOM Voice or Data Link operates normally, alternate procedures are established and used, SATCOM coverage is available over the intended route of flight, and prior coordination with ATS facilities is completed if, necessary.

23-18 (O) Operations procedure to ensure alternate procedures are established and used. Applies to both provisos.

24-1 (M) Maintenance procedure to disconnect and SECURE the Battery Cable. Applies to all four provisos.

24-2 (O) Operations procedure to determine the opposite Battery and DC Voltmeter are operative and monitored.

24-3 (O) Operations procedure to determine the inoperative position and how to configure the Electrical System to determine the applicable Voltmeter readings of the failed position.

24-8 (M) Maintenance procedure to disconnect and SECURE the Battery Cable and ensure that no unsafe condition exists.

24-9 (M) Maintenance procedure to disconnect and SECURE the Battery

24-10 (M) Maintenance procedure to disconnect and SECURE the Battery

NAVAIRSYSCOM

AIRCRAFT:

FAIRCHILD/SWEARINGEN

MODEL SA227 SERIES

REVISION NO:(original)

XVI

25-2-A

(M) Maintenance procedure to ensure Seat is secured in the UPRIGHT position.

(M) Maintenance procedure to ensure Seat Back is immovable in the full UPRIGHT position.

25-2-B (O) Operations procedure to ensure Cabin Crew is aware of inoperative Restraining Bar.

25-13 (M) Maintenance procedure to ensure other Aircraft Systems are not affected.

25-14-A (O) Operations procedure to ensure AED is resealed in a manner that will identify it as a Unit that cannot be mistaken for a fully serviceable Unit.

25-14-B (O) Operations procedure to ensure EMK is resealed in a manner that

25-14-C (O) Operations procedure to ensure FAK is resealed in a manner that

25-17 (M) Maintenance procedure to ensure Container is EMPTY and access is SECURED.

(O) Operations procedure to ensure sufficient Galley Waste Receptacles are available for the flight.

25-18 (M) Maintenance procedure to ensure acceptable cargo loading limits from an approved source are observed.

25-19 (M) Maintenance procedure to ensure Compartment is secured CLOSED and properly placarded.

(M) Maintenance procedure to ensure Door is removed and properly placarded.

(O) Operations procedure to ensure Compartment is not used except for permanently affixed items and passengers and crewmembers are appropriately briefed.

DEPARTMENT OF DEFENSE

NAVAIRSYSCOM

AIRCRAFT:

FAIRCHILD/SWEARINGEN

MODEL SA227 SERIES

REVISION NO:(original)

DATE: 11/01/2009

PAGE NO:

XVII

25-19-A

(M) Maintenance procedure to ensure Doors are properly SECURED.

25-21-A (M) Maintenance procedure to ensure Seat is stowed or secured in the RETRACTED position and is properly placarded. Applies to both provisos.

(O) Operations procedure to ensure Seat is not occupied, Flight Attendant occupies Seat most accessible to the inoperative Seat, and alternate procedures are established and used in accordance with crewmembers manuals.

25-21-B (M) Maintenance procedure to ensure Seat is stowed or secured in the RETRACTED position and is properly placarded.

26-3 (O) Operations procedure to ensure the System is properly charged prior to each departure.

26-4 (M) Maintenance procedure to ensure Lavatory Door is locked

(O) Operations procedure to ensure Lavatory Waste Receptacle is EMPTY and Lavatory is used only by crewmembers.

26-5 (M) Maintenance procedure to ensure Lavatory Door is locked

(O) Operations procedure to ensure Lavatory Waste Receptacle is EMPTY and Lavatory is used only by crewmembers.

27-4 (M) Maintenance procedure to ensure Flight Control Locking Pins are secured in the UNLOCKED position.

(O) Operations procedure to ensure the Controls are SECURED.

28-1 (O) Operations procedure to ensure fuel on board meets regulatory requirements.

30-10 (O) Operations procedure to ensure the Deice Boots are visually monitored during the inflation cycle for proper operation.

30-13 (O) Operations procedure to ensure the Windshield Wipers are manually PARKED in a satisfactory position.

31-2 (O) Operations procedure to record elapsed flight time.

NAVAIRSYSCOM

AIRCRAFT:

FAIRCHILD/SWEARINGEN

MODEL SA227 SERIES

REVISION NO:(original)

DATE: 11/01/2009

PAGE NO:

XVIII

32-1

(M) Maintenance procedure to deactivate the Nose Wheel Steering and ensure no unwanted hydraulic commands will occur.

(O) Operations procedure to operate the aircraft with the Nose Wheel Steering deactivated.

32-1-A (M) Maintenance procedure to deactivate the Nose Wheel Steering and ensure no unwanted hydraulic commands will occur.

(O) Operations procedure to operate the aircraft with the Nose Wheel Steering deactivated.

32-2 (O) Procedure to advise flying pilot to depress the Power Lever Microswitch to activate Steering. Takeoff and landings must be performed without NWS System.

32-5 (O) Operations procedure to prevent movement of aircraft when stopped or parked.

32-7 (O) Operations procedure to advise the flight crew of need to manually override the Locking Mechanism.

33-3 (O) Operations procedure to appropriately brief the passengers.

34-12 (O) Operations procedure to ensure Autopilot with Altitude Hold is operative and enroute operations do not require use of the Altitude Alerting System.

34-15 (O) Operations procedure to ensure any combination of three Gyro or INS (IRU) Stabilized Compass Systems are operative.

(O) Operations procedure to ensure any combination of two Gyro or INS (IRU) Stabilized Compass Systems operate normally, the Airplane is operated with Dual Independent Navigation Capability, and is under Positive Radar Control by ATC on the enroute portion of the flight.

(O) Operations procedure to ensure the flight is entirely within areas of magnetic unreliability provided at least two Stabilized Directional Gyro Systems are installed, operate normally, and are used in conjunction with approved Free Gyro Navigation Techniques.

NAVAIRSYSCOM

AIRCRAFT:

FAIRCHILD/SWEARINGEN

MODEL SA227 SERIES

REVISION NO:(original)

DATE: 11/01/2009

PAGE NO:

XIX

34-16

(M) Maintenance procedure to ensure the System is deactivated and SECURED. Applies to both provisos.

34-16-A (M) Maintenance procedure to ensure the System is deactivated and SECURED. Applies to both provisos.

34-16-A-2 (O) Operations procedure to ensure TA visual display and audio functions are operative and TA ONLY Mode is selected by the crew.

34-16-A-3 (O) Operations procedure to ensure RA visual display and audio functions are operative and enroute or approach procedures do not require use of the TA System.

34-17-A-1 (O) Operations procedure to ensure alternate procedures are established and used.

34-17-A-1-a (O) Operations procedure to ensure alternate procedures are

34-17-A-1-d (O) Operations procedure to ensure alternate procedures are

(O) Operations procedure to ensure alternate procedures are established and used and Advisory Callouts are not required by

14 CFR.

34-17-A-1-d (O) Operations procedure to ensure alternate procedures are

(O) Operations procedure to ensure alternate procedures are established and used and Windshear Detection and Avoidance System (Predictive) operates normally.

34-17-A-2 (O) Operations procedure to ensure alternate procedures are

34-17-B-1 (O) Operations procedure to ensure alternate procedures are

34-17-B-1-a (O) Operations procedure to ensure alternate procedures are

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34-17-B-1-d

(O) Operations procedure to ensure alternate procedures are

(O) Operations procedure to ensure alternate procedures are established and used and Advisory Callouts are not required by

14 CFR.

34-17-B-1-e (O) Operations procedure to ensure alternate procedures are

34-17-C-1 (O) Operations procedure to ensure alternate procedures are

34-18 (O) Operations procedure to ensure DG Mode is operative.

34-22-A (O) Operations procedure to ensure current Aeronautical Charts are used, status and suitability of Navigation Facilities to be used are verified, and Approach Navigation Radios are manually tuned and identified.

34-23-A (O) Operations procedure to ensure current Aeronautical Charts are used, status and suitability of Navigation Facilities to be used are verified, and Approach Navigation Radios are manually tuned and identified.

34-24-A-1 (O) Operations procedure to ensure alternate procedures are

(O) Operations procedure to ensure alternate procedures are established and used and Windshear Detection and Avoidance System (Predictive) operates normally.

34-24-A-2 (O) Operations procedure to ensure alternate procedures are

(O) Operations procedure to ensure alternate procedures are established and used Windshear Warning and Flight Guidance System (Reactive) operates normally.

34-24-B-1 (O) Operations procedure to ensure alternate procedures are

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34-24-B-2

(O) Operations procedure to ensure alternate procedures are

46-1-A (O) Operations procedure to ensure alternate procedures are

46-1-B (O) Operations procedure to ensure alternate procedures are

46-1-C (O) Operations procedure to ensure alternate procedures are

46-1-D (M) Maintenance procedure to ensure associated EFB and hardware is secured by an alternate means or removed from the aircraft.

(O) Operations procedure to ensure alternate procedures are established and used.

(M) Maintenance procedure to ensure associated EFB and hardware is secured by an alternate means or removed from the aircraft.

52-1 (O) Operations procedure to advise flight crew how to operate aircraft unpressurized.

52-2 (O) Operations procedure to advise flight crew how to operate aircraft unpressurized.

52-3 (O) Operations procedure to determine the “AFT CARGO DOOR CLOSED Warning Light System” is operative.

(O) Operations procedure to advise flight crew how to operate the aircraft unpressurized.

52-5 (O) Operations procedure to ensure the “Click Clack Latches” are in the LATCHED position and a procedure is established to operate the aircraft unpressurized.

(M) Maintenance procedure to remove the Latch and restore the “CABIN DOOR OPEN” Warning Light function.

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52-6

(O) Operations procedure to ensure a procedure is established to operate the aircraft unpressurized.

(M) Maintenance procedure to ensure the “Click Clack Latches” are in the LATCHED position.

(O) Operations procedure to ensure a procedure is established to operate the aircraft unpressurized.

(M) Maintenance procedure to remove the Latch and restore the “AFT CARGO DOOR” Warning Light function.

52-7 (M) Maintenance procedure to isolate and cap the Pneumatic Line of the defective Door Seal to prevent loss of Pneumatic Pressure/Vacuum to other Instruments/Systems.

73-1 (O) Operations procedure to ensure the crew is aware of the inaccuracy of the Fuel Totalizer when the Fuel Flow Meter is malfunctioning.

77-5 (M) Maintenance procedure to obtain temperature compensation value from maintenance data and how to mark Gauge.

77-6 (O) Operations procedure to ensure the crew is aware of the requirement to observe the uncompensated temperature limits.

(M) Maintenance procedure to obtain temperature compensation value from maintenance data and how to mark Gauge.

80-1 (O) AFM Manual Start procedure.

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21-1

1. SYSTEM,

SEQUENCE NUMBERS &

ITEM

REPAIR CATEGORY

2. NUMBER INSTALLED

3. NUMBER REQUIRED FOR DISPATCH

4. REMARKS AND EXCEPTIONS

21 AIR CONDITIONING

1. Cabin Altitude Warning System

C 1 0 (O) May be inoperative for unpressurized

C 1 0 May be inoperative for pressurized flight below 10,000 feet MSL.

2. Cabin Altitude And

Differential Pressure Indicator

A) ALTITUDE Indication C 1 0 (O) May be inoperative provided:

a) Cabin DIFFERENTIAL PRESSURE portion of the Indicator is operative, and

b) A chart is provided to the crew to convert Cabin Differential Pressure to Cabin Altitude.

B) DIFFERENTIAL

PRESSURE Indication C 1 0 (O) May be inoperative provided:

a) Cabin ALTITUDE portion of the Indicator is operative, and

b) A chart is provided to the crew to convert Cabin Altitude to Cabin Differential Pressure.

3. Cabin Rate Of Climb

Indicator C 1 0

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SEQUENCE NUMBERS &

ITEM

REPAIR CATEGORY

2. NUMBER INSTALLED

4. Flow Control Valves C 2 1 (M) May be inoperative in the CLOSED position provided:

a) Cockpit Fresh Air Fan is operable with Gear retracted,

b) Oxygen and Masks are provided for all occupants as required by 14 CFR, and

c) Other Air Conditioning System is operative.

5. Automatic Pressurization

Controller

C 1 0 (O) May be inoperative for pressurized flight provided Manual Pressurization Controller is operative.

6. Manual Pressurization

Controller

C 1 0 (O) May be inoperative for pressurized flight provided Automatic Pressurization Controller is operative.

7. Automatic Temperature

Control System C 1 0 Automatic System may be inoperative provided Manual System is operative.

8. Manual Temperature

Control System C 1 0 Manual System may be inoperative provided Automatic System is operative.

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SEQUENCE NUMBERS &

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REPAIR CATEGORY

2. NUMBER INSTALLED

9. Air Conditioning System C 2 1 (O) One may be inoperative provided:

a) Cockpit Fresh Air Fan is operable with Landing Gear retracted,

b) Oxygen and Masks are provided for all occupants, as required by 14 CFR, and

c) The other Flow Control Valve and Air Conditioning System are

10. Cabin Dump Valve C 1 0 (O) May be inoperative provided the Cabin

Dump Valve is secured in OPEN position and aircraft remains VMC.

NOTE: Alternate Static System will be unusable.

11.

Windshield De-Fog Fan C 1 0

12.

Supplemental Air Conditioning System

C 1 0 (M)

13.

Cabin Supplemental (Auxiliary) Heater

C 1 0 (M)

14. Cabin Temperature

Indicator

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SEQUENCE NUMBERS &

ITEM

REPAIR CATEGORY

2. NUMBER INSTALLED

22 AUTOPILOT |

1. Autopilot System C - 0 (M) May be inoperative provided operations do not require its use.

NOTE: For RVSM operations, the

Altitude Hold Function must be operative.

2. Yaw Damper C 1 0 (M) (Exception: The SA226-T, SA226-T(B), and SA227-TT)

3. Autopilot Disconnect

Functions (Quick Release Controls)

C

B

One may be inoperative provided:

a) Autopilot is not used below 1,500 feet AGL, and

b) Approach minimums do not require the use of the Autopilot.

May be inoperative provided Autopilot is not used.

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SEQUENCE NUMBERS &

ITEM

REPAIR CATEGORY

2. NUMBER INSTALLED

23 COMMUNICATIONS

1. Communications System (VHF And UHF)

D - - Any in excess of those required by FAR may be inoperative provided it is not powered by the Emergency AC Bus, Emergency DC Bus, Battery Bus, Battery Direct Bus, or DC Transfer Bus (as appropriate to aircraft configuration) and not required for emergency procedures.

2. Cockpit Speaker C 2 0 May be inoperative provided two operative

Headsets are available to flight crew.

3. Audio Amplifier C 2 0 May be inoperative provided two operative

Headsets are available to flight crew.

4. Passenger Address

System (PA)

A) Passenger Configuration C

1 0 (O) May be inoperative provided:

a) PA not required by 14 CFR, and

b) Alternate, normal and emergency procedures, and/or operating restrictions are established and used.

NOTE: Any station function(s) that operate normally may be used.

B) Cargo Configuration D

May be inoperative provided procedures do not require its use.

5. Auxiliary Public Address

C 1 0 (O)

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SEQUENCE NUMBERS &

ITEM

REPAIR CATEGORY

2. NUMBER INSTALLED

6. Cockpit Voice Recorder

(CVR)

A) For Air Carrier And

Commercial Operators

1) With Flight Data Recorder (FDR) Installed

A 1 0 May be inoperative provided:

a) Flight Data Recorder (FDR) operates normally, and

b) Repairs are made within three flight days.

2) Without Flight Data

Recorder (FDR) Installed A 1 0 May be inoperative provided repairs are made within three flight days.

B) For Operators Other

Than Air Carriers And Commercial Operators

A 1 0 May be inoperative provided repairs are made in accordance with applicable 14 CFRs.

7. Cockpit Voice Recorder

(CVR) Underwater Locating Device (ULD)

A) Flight Data Recorder

(FDR) Not Required By

FAR

A 1 0 May be inoperative provided repairs are

B) Flight Data Recorder

(FDR) Required By FAR A 1 0 May be inoperative provided Flight Data

Recorder is operative and repairs are

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SEQUENCE NUMBERS &

ITEM

REPAIR CATEGORY

2. NUMBER INSTALLED

8. Boom Microphones |

A) Cockpit Voice Recorder With Flight Data Recorder Installed

1) Cockpit Voice Recorder

Equipped To Record Boom Microphone Per FAR 135.151(d).

A - 0 May be inoperative provided:

a) Flight Data Recorder (FDR) operates normally, and

b) Repairs are made within three flight days.

2)

Cockpit Voice Recorder Not Equipped To Record Boom Microphone

D - 0 Any in excess of those required by 14 CFR may be inoperative.

B) Cockpit Voice Recorder

Without Flight Data Recorder Installed

1) Cockpit Voice Recorder

Equipped To Record Boom Microphone per FAR 135.151(d)

A - 0 May be inoperative provided repairs are made within three flight days.

2)

Cockpit Voice Recorder Not Equipped To Record Boom Microphones

D - 0 Any in excess of those required by 14 CFR may be inoperative.

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SEQUENCE NUMBERS &

ITEM

REPAIR CATEGORY

2. NUMBER INSTALLED

9. Boom Mikes (Flight Data Recorder Not Required By FAR)

COMBINED WITH ATA 23-8, REVISION

16.

10. Avionics Master Switch C 1 0 May be inoperative provided Both Left and

Right Auxiliary Avionics Master Switches are operative.

11. Radio Master Switch C 1 0 May be inoperative provided the

Emergency Radio Master Switches are

12. Prerecorded Passenger

Announcement System

A) Passenger Configuration C 1 0 (O) May be inoperative provided alternate, normal, and emergency procedures, and/or operating restrictions are established and used.

B) Cargo Configuration D 1 0

13. Push To Talk Switch C 2 1 May be inoperative provided an operable Hand Mike is available on the affected side.

14.

Service Interphone System (Flight Deck To Cabin) (Cabin To Cabin) (Flight Deck To Ground)

C 1 0 (O) May be inoperative provided procedures are not dependent upon its use.

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SEQUENCE NUMBERS &

ITEM

REPAIR CATEGORY

2. NUMBER INSTALLED

23 COMMMUNICATIONS

15. Static Discharge Wicks

A) S/N 567 And Earlier, Except TT447, 465, 471, 483, 521, And 582-733

C - - The Wick on the Rudder and the outboard Wick on each Wing and Elevator must be installed. Any one of the remaining Wicks may be missing.

B) S/N TT447, 465, 471,

483, 521, 568-581, And 734 And Later

C - - The top Wick on the Rudder, the outboard Wick on each Control Surface, and the Ventral Fin Wick must be installed. A total of two Wicks except those listed above may be missing.

16. High Frequency (HF)

Communication System

D

C

Any in excess of those required by 14 CFR may be inoperative.

(O) May be inoperative while conducting operations that require two LRCS provided:

a) SATCOM Voice or Data Link operates normally,

b) Alternate procedures are established and used,

c) SATCOM coverage is available over the intended route of flight, and

d) If INMARSAT Codes are not available while using SATCOM Voice prior coordination with the appropriate ATS facility is required.

NOTE: SATCOM is to be used only as a backup to normal HF communications unless otherwise authorized by the appropriate ATS facilities.

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SEQUENCE NUMBERS &

ITEM

REPAIR CATEGORY

2. NUMBER INSTALLED

17.

Emergency Locator Transmitter (ELT)

A) Survival Type ELTs D - - Any in excess of those required by

14 CFR may be inoperative or missing.

B) Fixed ELTs A - 0 May be inoperative or missing provided repairs are made within 90 days.

D - - Any in excess of those required by

14 CFR may be inoperative or missing.

18. Selective Call Systems

(SELCAL)

C - 0 (O) May be inoperative provided alternate procedures are established and used.

D - 0 May be inoperative provided procedures

A) Channels C - 0 (O) May be inoperative provided alternate procedures are established and used.

D - 0 May be inoperative provided procedures

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SEQUENCE NUMBERS &

ITEM

REPAIR CATEGORY

2. NUMBER INSTALLED

24 ELECTRICAL |

1. Batteries |

A) (SA226T And AT) B 2 1 (M) Left Battery may be inoperative provided:

a) Associated Battery Cable is disconnected from the Battery and SECURED, and

b) A GPU is used for starting,

c) Battery Overheat Switch remains grounded.

B) Batteries (SA226TC

Effectivity 355 Thru 419) B 2 1 (M) Right Battery may be inoperative provided:

a) The associated Battery Cable is disconnected from the Battery and SECURED, and

b) A GPU is used for starting,

c) Battery Overheat Switch remains

C) Batteries (SA226TC

Effectivity 201 Thru 354) B 2 1 (M) One Battery may be inoperative provided:

a) The associated Battery Cable is disconnected from the Battery and SECURED, and

b) A GPU is used for starting,

c) Battery Overheat Switch remains

D) Batteries (SA227 Aircraft) B 2 1 (M) Right Battery may be inoperative provided:

a) Associated Battery Cable is disconnected from the Battery and SECURED,

b) A GPU is used for starting, and

c) Battery Overheat Switch remains

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SEQUENCE NUMBERS &

ITEM

REPAIR CATEGORY

2. NUMBER INSTALLED

2. DC Voltmeter (Combination Indicator)

C - 1 (O) May be inoperative for day VMC provided opposite Battery and DC Voltmeter are operative.

3. DC Voltmeter (Applicable

For Aircraft Without Combination Indicator)

C 1 1 (O) Any Selector position may be inoperative provided an alternate position or means remains on the Meter for determining the function of the failed

4. Inverters (All Aircraft

Except SA226-T SN’s 201-248 And SA226-AT, SN-002 Unless Modified To A DC Generator/Inverter System

C - 1 One may be inoperative for day VMC.

NOTE: With third Inverter modification, two may be inoperative provided operative Inverter powers AC Bus.

5. Alternator (AC System)

(SA226T SN’s 201-248 And SA226AT, SN-002 Only)

C 2 1 One may be inoperative for day VMC provided the aircraft is operated in accordance with the AFM and within the “No Boost Pumps Required” envelope.

6. AC Warning Lights C 2 1 One may be inoperative…