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N00019-15-R-0106 Appendix H 05 May 2015
Performance Metrics
1.0 UC-35C/D PROGRAM PERFORMANCE REQUIREMENT. Upon commencement of site operations, the Contractor shall maintain a minimum monthly aircraft Mission Capable (MC) rate of 85 percent per aircraft for normal operating sites and short-term deployments. The Contractor shall maintain a minimum monthly aircraft MC rate of 90 percent per aircraft for long-term deployments to temporary OCONUS operational sites. The Contractor shall reduce its monthly invoice price for Base Site Operations support (CLINs 0X07 – 0X12) by the same direct percentage difference between the reported aircraft MC rate and the required MC rate, in accordance with the H-1 Clause, Reduced Payments.
1.1 CALCULATION OF MISSION CAPABLE RATE. The following example describes readiness requirements and the calculation of MC rate:
Reporting Period (RP) of 720 hours
Not Mission Capable (NMC) time is 56 hours
Non-Reporting Time (NRT) is 120 hours.
MC Rate is 90.7
1) Reporting Period (RP) (number days per month X 24 hours per day): 720 = 30 X 24
2) Reporting Time (RT): RT = RP – NRT (600 = 720 – 120)
3) NMC Time: NMC = NMCM + NMCS = 56
4) MC Time: MC = RT – NMC (544 = 600 – 56)
5) MC Rate: MC Rate (%) = MC Time / RT x 100 = 544 / 600 X 100) = 90.7%
1.1.1 MISSION CAPABLE. MC describes the material condition of an aircraft indicating that it is safe for flight and can perform at least one and potentially all of its designated missions. MC is further defined as the sum of Full Mission Capable (FMC) and Partial Mission Capable (PMC) hours. An aircraft shall remain in FMC/PMC status unless the removal and replacement of panels and equipment to conduct an inspection cannot be completed within a two-hour period. An aircraft is still FMC if the MEL provides relief from an inoperative aircraft system and redundant aircraft systems still allow execution of the designated mission.
1.1.2 FULL MISSION CAPABLE. FMC describes the material condition of an aircraft indicating it is capable of safe flight and performing all of the required missions.
1.1.3 PARTIAL MISSION CAPABLE. PMC describes the material condition of an aircraft indicating that it can perform at least one, but not all, of its missions in accordance with Appendix I, MEL. Recording of PMC time starts when it is first known that a discrepancy exists. In cases where the discrepancy is caused by an in-flight malfunction, the time starts at the termination of the flight. PMC time ends when the required maintenance has been completed.
1.1.4 NOT MISSION CAPABLE. Not Mission Capable (NMC) describes the material condition of an aircraft indicating that it is not capable of performing any one of its missions or when a required maintenance action causes the aircraft to be non-airworthy. An aircraft shall be reported “Not Mission Capable” during all periods of time when it is not available for a mission because of scheduled or unscheduled maintenance. The NMC time starts when the contractor is notified of an inoperable condition. The NMC time ends when the aircraft is ready for preflight inspection or test flight and the contractor notifies the TPOC. Specifically:
· Scheduled maintenance time for reporting purposes includes inspections (routine, phase, calendar, engine, special, etc.) when the combination of inspection requirements is such that it requires placing the aircraft in an inoperable condition. It does not include time spent performing daily, preflight, turnaround, or post-flight inspections or corrosion inspections when the requirements do not require placing the aircraft in a non-operable condition.
· If an aircraft is determined to be NMC as the result of the preflight inspection or test flight and the cause is attributable to the original material condition fault, NMC time shall continue from the original time of discovery provided the preflight inspection or test flight is performed within 24 hours after notification was provided to the TPOC by the Contractor. However, if the preflight inspection or test flight is not performed within 24 hours, MC time shall apply for the time when the Contractor notified the TPOC the aircraft was ready for preflight inspection or test flight.
· When inspection requirements do not require a major disassembly of the aircraft and do not affect the MC, the aircraft is considered MC during the entire portion of the inspection phase. However, if the panels and equipment are removed to conduct area inspections and cannot be replaced within a two-hour timeframe, 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.
· Should a new discrepancy be found during the preflight or test flight, the NMC time will start when the TPOC notifies the Contractor of the inoperable condition.
· If the aircraft is not located at the Base Site Operations (BSO) or if the aircraft is located at the BSO and Contractor personnel are not available, NMC time will start when the TPOC notifies the Contractor of the inoperable condition or, in either case, not later than one hour after time of discovery/flight termination.
1.1.5 REPORTING TIME. A condition status of an aircraft that is in a reporting status for the purpose of calculating Reduced Payments. The aircraft can be either MC or NMC. Reporting Time (RT) is the total time that an aircraft is MC and NMC (MC+NMC=RT).
1.1.6 NON-REPORTING TIME. The condition status of an aircraft that is not in a reporting status for the purpose of calculating Reduced Payments. Non-reporting time (NRT) shall be deducted from the total hours in the month when computing MC rates. The following are examples of NRT:
· Strip and Paint (Government approval required if NRT is exceeded).
· Time required to modify the aircraft.
· Time to perform crash damage repairs that were not caused by the Contractor.
· Time to replace time/cycle limited components (if within contract limits).
· Time to perform special inspections when directed by the Navy.
· Time waiting FCF after the first 24 hours has elapsed since notifying the TPOC.
· Time waiting off-site unscheduled maintenance. Any aircraft down time directly attributed to the inability to obtain approval for off-site recoveries, or any other conditional effort will be considered beyond the control of the Contractor and the aircraft will be placed in non-reporting status until such approval to proceed is granted by the Government. The Contractor will not be assessed any reduced payments in this case.
· Aircraft involved in service-directed efforts.
· Time aircraft are involved in Navy directed test programs.
· Time waiting for parts that have been turned over to the Government for delivery to the BSO.
· Time to perform FAA one-time special inspections.
· Engine troubleshooting in accordance with the following:
· The Contractor has a maximum of 12 hours of NRT to troubleshoot, repair or determine that the engine is beyond the capability to repair on-site. If the engine must be replaced, the Contractor has a maximum of 96 hours after engine delivery to have the aircraft ready for FCF.
· In cases of unanticipated engine replacement requirements, time awaiting engine delivery from the engine subcontractor is limited to 72 hours for CONUS bases and 144 hours for OCONUS bases.
· NRT for aircraft undergoing scheduled replacement of time/cycle limited components is as follows:
· Complete engine (each) - Not to exceed 4 consecutive calendar days.
· Time in accordance with the “NRT Table for UC-35C/D Aircraft.”
NRT TABLE FOR UC-35C/D AIRCRAFT
| Inspection |
| Description |
| Estimated NRT (Hrs) |
| Phase 1 |
| Nose, Cockpit, Windows and Interior |
| 33.5 |
| Phase 2/5A |
| Landing Gear, Engines and Empennage |
| 60.0 |
| Phase 3/5B |
| Tailcone, Wings, Door and AOA Test |
| 24.0 |
| Phase 4/5C |
| Powerplant, Sys Ops Checks on Post Run |
| 30.0 |
| Phase 2/5D |
| Landing Gear, Engines and Empennage |
| 62.0 |
| Phase 3/5E |
| Tailcone, Fuel System and Pneumatic Checks |
| 24.0 |
| Phase 4/5F |
| Powerplant, Hyd Filters, Compass Swing |
| 32.5 |
| Phase 2/5G |
| Landing Gear, Engines and Empennage |
| 56.0 |
| Phase 3/5H |
| Tailcone, Empennage Flight Controls, Nacelles |
| 24.0 |
| Phase4/5I |
| Powerplant, Cockpit Instruments and O2 Sys |
| 48.0 |
| Phase 2/5J |
| Landing Gear, Wing Fuel Bays and Empennage |
| 105.0 |
| Phase 3/5K |
| Tailcone, Pressurization Sys and Seats |
| 27.0 |
| Phase 4/5L |
| Powerplants, Flight Control Cables, Interior |
| 162.0 |
| Phase 6 |
| Aircraft Wash and Corrosion Inspection |
| 10.0 |
| Phase 7 |
| Chip detector |
| 2.0 |
| Phase 8 (UC-35C) |
| Portable Fire Bottles and Wing De-Ice Boot |
| 2.0 |
| Phase 8 (UC-35D) |
| Portable Fire Bottles and Weight Check |
| 1.0 |
| Phase 9 (UC-35C) |
| JT15D Engine Oil Change (Both Engines) |
| 5.5 |
| Phase 11 |
| Emergency Power Supply |
| 3.5 |
| Phase 14 (UC-35C) |
| Main Spar Carry Thru Assembly |
| 56.0 |
| Phase 14 (UC-35D) |
| Main Spar Carry Thru Assembly |
| 22.0 |
| Phase 15 |
| Vertical Stabilizer X-Ray Inspection |
| 13.0 |
| Phase 16 |
| Engine Support Structures |
| 10.0 |
| Phase 17 |
| Cabin Structure |
| 60.0 |
| Phase 18 |
| Emergency Equipment and Cabin O2 Masks |
| 19.0 |
| Phase 20 |
| FAR 91.411, FAR 91.413 and RVSM |
| 14.5 |
| Phase 21 |
| Underwater Locator Beacon |
| 1.5 |
| Phase 25 |
| JT15D Engine Hot Section (Per Engine) |
| 88.0 |
| Phase 25 |
| PW535A Engine Hot Section (Per Engine) |
| 88.0 |
| Phase 28 |
| NiCad Battery Recondition/Inspection |
| 8.0 |
| Phase 30 |
| Air Cycle Machine Oil Change |
| 2.0 |
| Phase 32 |
| Aileron Drive Bracket Inspection |
| 15.5 |
| Phase 33 |
| Aileron Yoke Inspection |
| 15.5 |
| Phase 34 |
| Aft Pressure Bulkhead Web Inspection |
| 30.0 |
| Phase 35 |
| Rotary Latch Cargo Door |
| 24.0 |
| Phase 39 |
| Cargo Door and Door Frame Inspection |
| 5.5 |
| Phase 48 |
| Portable Fire Bottle Discharge and Refill |
| 1.5 |
| Phase 49 |
| Skin Seam Inspection (NDT) and Windows |
| 8.0 |
| Phase 50 |
| Main Carry-Thru to Wing Spar Lugs |
| 28.5 |
| Phase 53 |
| Co-PilotsSide Window Prism Check |
| 3.0 |
| Phase 55 |
| Lead Acid Battery Inspection |
| 6.0 |
| Phase 56 |
| Emergency Equipment |
| 4.0 |
| Phase 59 |
| Co-Pilots Side Window Inspection |
| 4.0 |
| Phase 61 |
| Inboard Lower Main Wing Spar |
| 36.0 |
| Phase 62 |
| Outboard Lower Main Wing Spar |
| 36.0 |
| Phase 63 |
| Inboard & Outboard Lower Rear Spar |
| 36.0 |
| Phase 64 |
| Landing Gear, Aft Spar & Wheel Well |
| 8.0 |
| Phase 65 |
| Vapor Cycle Cooling System |
| 48.0 |
| Phase 66 |
| Horizontal Stabilizer Rib |
| 6.0 |
| Phase MA |
| Honeywell Control and Anti-Ice |
| 4.5 |
| Phase MC |
| Emergency Exit Door Frame |
| 1.5 |
| Phase MD |
| Fuselage Exterior Skin |
| 9.0 |
| Phase ME |
| Fwd and Aft Pressure Bulkheads |
| 54.0 |
| Phase MF |
| Cabin Door Frame |
| 3.5 |
| Phase MG |
| Nose Landing Gear Fork |
| 2.5 |
| Phase MI |
| Cabin and Cockpit Windows |
| 27.5 |
| Phase MJ |
| Cabin Lower Skin Longitudinal Splice |
| 3.5 |
| Phase MK |
| Aft Pressure Bulkhead Attach Angles |
| 56.5 |
| Phase ML |
| Vapor Cycle Cooling System |
| 2.0 |
| Engine Minor UC-35C |
| Engine Minor UC-35C |
| 24.0 |
| Engine Minor UC-35D |
| Engine Minor UC-35D |
| 24.0 |
1.1.7 NOT MISSION CAPABLE MINIMUM EQUIPMENT LIST (NMC MEL). The aircraft will be considered NMC for the purposes of determining MC rates if discrepancies existing against any of the systems listed for the UC-35 aircraft are not corrected within the specified criteria of the Appendix I, UC-35C/D Minimum Equipment List.
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 criterion does not exist). The Government may elect to fly but it will not affect the H-1 Reduced Payments Clause.