Dated: June 2th 1999

Request For Information Replacement F-16

Table of Contents

Table of Contents 21. Introduction RFI 4

1.1. General 41.2 Procedure information 41.3 Language 51.4 Number of copies 51.5 Outline of the Product Information 51.6. Questions 71.7 Evaluation procedure 71.8 Security 81.9 Notification of intention to respond 81.10 Notes on pricing and availability data 81.11 Participation, compensation and offset 91.12 Project Office 9

2. Program Management and Program Risk 102.1 Program Management 102.2 Program Risk 10

3 Operational and Support Concept 123.1 Introduction 123.2 Concept of operational capability 123.3 Support Concept 13

4 Operations 154.1 Starting points 154.2 Formulation of answers 164.3 General questions 174.4 Lethality 184.5 Survivability 234.6. Interoperability 284.7. Supportability 31

5 Integrated Logistics Support 395.1 Introduction 395.2 Maintenance concept 395.3 Reliability and maintainability 425.4 Supply support and provisioning 445.5 Test & support equipment and tooling (excluding mission/training supportequipment) 455.6 Human factors 455.7 Training system 465.8 Information systems and information management 475.9 Documentation / Information 485.10 Packaging, handling, storage, transport and logistics footprint 48

5.11 Facilities 495.12 Safety 495.13 Environment 50

6. Quality Assurance 526.1 General remarks 526.2 Questions 52

7 Life Cycle Costs 547.1 Basic Assumptions for LCC 547.2. General remarks 577.3 Costs concerning the initial investments 577.4 Exploitation costs 60

8 Contract Management 658.1. Introduction 658.2. Contractual requirements 658.3. International co-operation 66

APPENDIX A 67Operational Requirements letter to Parliament (A-letter) 67

APPENDIX B 71Maintenance Concept 71

APPENDIX C 73List of abbreviations 73

APPENDIX D 78List of hazardous materials 78

1. Introduction RFI

1.1. General

1.1.1. The F-16 fighter aircraft provides the Netherlands with a weapon system, which is welltailored to the high demands of rapid deployability, mobility, flexibility and internationalinteroperability. Although the F-16 is currently being modernised (midlife update), it isnecessary to look to the future and to start a study for replacement of the F-16 in the period2010-2025. Without additional measures, the first Dutch F-16s will reach the end of theiroperational and economic-technical life-span from 2010 onwards.

1.1.2. A project as important as the replacement of fighter aircraft requires thorough preparation,with political, financial, military and industrial aspects being reviewed in cohesion. Importantmilitary aspects include operational qualifications, effectiveness, security, logistic andmaintenance aspects and compatibility with international alliances (interoperability). In additionto the cost of purchase, life-cycle costs are also important. Furthermore the advantages anddisadvantages of (possible) co-development versus ‘buying-off-the-shelf’ will be assessedthoroughly.

1.1.3. Industry able to provide a good successor of the current MLU F-16, who are convincedthat their product can meet the requirements of the Netherlands Government, are invited torespond to this Request for Information (RFI).

1.1.4. This RNLAF project is named ”Vervanging F-16 (VF16)” (i.e. F-16 replacement project).A fulltime RNLAF Project Team (hereinafter referred to as ”Project Office VF16”) has beenestablished to manage this project.

1.2 Procedure information

1.2.1. This Request for Information is a solicitation for product information for planning anddecision-making purposes. The Government does not intend to award a contract on the basis ofthis solicitation or to otherwise pay for the information solicited, however important decisions onthe continuation of the F-16 replacement process will be based on it. Please be aware that, afterconsultation of the Dutch Parliament, the Dutch Minister of Defence will make the decisionabout the continuation of the VF-16 project (including quantity and quality of systems to beprocured and also whether some candidates will be withdrawn from the VF-16 evaluationproject).

1.2.2. Your information will be reviewed in relation to the operational capabilities, IntegratedLogistic Support items and issues concerning quality assurance, certification- and testprocedures. Also a risk analysis and a life-cycle cost analysis will be performed.

1.2.3. Information should be sent to:

Directorate of Materiel RNLAFProject Office VF16 (MPV)

P.O. Box 207032500 ES The HagueThe Netherlands

1.2.4. Due date. Complete product information should be received within 140 (one hundred andforty) calendar days after the submission date mentioned in the head of the cover letter (WesternEuropean time).

1.2.5. The Project Office VF16 reserves the right to refuse to consider a response to the RFI,which has not arrived on time or is incomplete.

1.2.6. Information should be submitted in the manner prescribed. Product informationtransmitted by telephone, telex or facsimile cannot be accepted.

1.2.7. The responding organisation shall be responsible for ensuring that arrangements for thetransit of documents are adequate and that any necessary safeguards for classified productinformation are in place.

1.3 Language

1.3.1. All product information shall be submitted in the English language. All writtencorrespondence, verbal communications and meetings shall be conducted in English.

1.4 Number of copies

1.4.1. Industry is required to submit the following number of copies of their product information:

• A Master set of the product information (Executive Summary, Technical Proposal,Project Management Proposal and P&A data in hard copy.

• Two copies of the Executive Summary, the Technical Proposal and the ProjectManagement Proposal in hard copy.

• Four copies of the Executive Summary, the Technical Proposal and the ProjectManagement Proposal in Electronic format (see paragraph 1.5.2.4.)

• One copy of the P&A data in Electronic format (see paragraph 1.5.2.4.)

1.4.2. Copies of product information shall be packaged and all packages shall clearly identifytheir contents.

1.5 Outline of the Product Information

1.5.1. Content of volumes

1.5.1.1. The content of each Product information Volume shall be as follows:

Volume 1. Executive SummaryThis Volume shall provide an overview of the Product information, excluding financialaspects.

Volume 2. Technical InformationThis Volume shall describe all the subjects concerning the operational and logistic items(sections 4 and 5 of the RFI)

Volume 3. Project Management InformationThis Volume shall describe all the Project Management aspects including work plans, QAPlan and relevant details (sections 2 and 6 of the RFI).

Volume 4. Price & Availability Data (P&A).This Volume shall cover the financial aspects of the response to the RFI including LifeCycle Cost (section 7) data as well as possible commercial and contractual remarks.

1.5.1.2. The Volumes shall be structured as independent documents. It has to be understood thatno contractual/commercial related matters should be inhered in other Volumes of your Productinformation but Volume 4.

1.5.2. Format

1.5.2.1. Product information shall comprise of separate volumes, having content as detailedbelow, bound in such a way as to facilitate photocopying.

1.5.2.2. Product information volumes shall be page-limited as follows:

Executive Summary 20 pagesTechnical Proposal 500 pagesProject Management Proposal 20 pagesP&A Data 30 pages

1.5.2.3. A page is defined as one side of A4 or similar. Lines shall be single-spaced. The typeshall be Times New Roman, or similar and shall not be smaller than 12 point, or equivalent.Fold-out pages are acceptable where they are essential for clarity, and will be counted as multiplesheets. Page counts include all figures, tables, illustrations, addenda, annexes, appendices and/orflow charts.

1.5.2.4. Electronic versions of Product information shall be formatted in Microsoft Office 97.Word for Windows (text), Microsoft Excel (tables/charts), Microsoft Power Point (Graphics/drawings), Microsoft Project (project planning), Microsoft Access (databases), or Adobe AcrobatReader 3.0 PDF format, on CD-ROM or 3.5 inch IBM compatible formatted diskettes. Allgraphics/drawings shall be importable to one of the listed applications. Classified material shallbe submitted on separate 3.5 inch IBM compatible formatted diskettes or CD-ROM. RNLAF hasall security arrangements installed capable of handling classified material up to and includingNATO Cosmic Top Secret.

1.5.3. Answering Format

1.5.3.1. Data required from the industry is indicated with a capital character possibly followed bysub-questions indicated with a character in brackets in this document. The industry is requestedto reference these data. If it is not possible to provide the data in detail, the industry is requestedto provide data of a higher aggregation level or to give an estimation.

1.5.3.2. Answering sheets should be organised as stated below:

Sequencenumber :(of theindustry)

RFI ref.(Section, page and paragraph) Subject Reference

documents

Answer

Table 1.1.: Answering format.

1.6. Questions

1.6.1. Prior to the due date, Industry has the opportunity to consult the PO VF16 to obtain furtherguidance. For this reason it is the PO VF16’s intention to visit all Industry at their facilities,starting after release of the RFI, to clarify the RFI and to answer specific questions. Questionssubmitted in writing and in electronic text format to the PO VF16 are expected to be answeredwithin 10 working days of receipt. Candidates questions and RNLAF answers may be circulated

to all Industry. A document control procedure will be in use on all copies of product information.Questions for clarification should be organised as stated below.

No* RFISection

Ref(page and paragraph)

Question for clarification

Table 1.2.: Question for clarification format.

1.7 Evaluation procedure

1.7.1. Only complete product information packages can be evaluated. An outline of theevaluation process is given in the next stages.

Stage 1: Administration Stage to register all Product information as they arereceived and perform a clerical check to establish the completeness of eachProduct Information package;Stage 2: Initial Evaluation Stage to commence initial evaluation of the ProductInformation to identify areas requiring clarification. A compliance check will becarried out to verify whether all questions have been answered. Specialists mayformulate written questions for clarification. Industry will be invited to give aformal presentation approximately twenty days after the due date.Stage 3: Clarification Stage to submit written questions seeking clarification to therespective Industries. Industry may be required to take part in a question andanswer session or attend meetings with the PO VF16 or both.Stage 4: Final Evaluation Stage to complete the evaluations by specialists.

1.7.2. During the evaluation of product information the PO VF16 may wish to carry out anassessment of the proposed weapon system. In such cases representatives of the PO VF16 shallbe granted, on request, the necessary access to the Industry's personnel, facilities and productinformation and that of his sub-contractors, to enable such an assessment to be undertaken.

1.7.3. The PO VF16 may employ the services of suitable specialist organisations to assist in theevaluation of the given information. Such organisations shall be deemed to be "authorisedrepresentatives of the PO VF16" and Industry shall be required to make available to theseorganisations such product information and facilities as are necessary to enable them to fulfiltheir obligations to the PO VF16. Industry shall classify and label its Product informationpackage to make clear the ownership of the information contained therein and that use of anyproduct information outside the PO VF16 purpose is not permitted without the specificagreement of Industry. The PO VF-16 will act accordingly.

1.7.5. Life-Cycle Costs (LCC)

1.7.5.1. Because of the nature of this selection procedure it is possible that the requirements canbe met with different solutions, each having its own advantages and disadvantages. All pertinentfactors will be considered to make the selection. Evaluation takes place considering the bestprice/performance ratio-offer, related to the LCC. To enable a valid comparison of the LCC forthe different options within the available evaluation period, Industry is requested to submitdetailed LCC data following the LCC-questions as specified in Section 7.

1.8 Security

1.8.1. Industry shall transmit classified matter only in accordance with the instructions of itsNational Security Agency (NSA). In any event, transmission of matter classified NATOCONFIDENTIAL or above from one country to another will be arranged through appropriateGovernment-to-Government channels.

1.8.2. In the event of loss, compromise or suspicion of compromise the NSA of the originatingcountry will be informed at once and immediate investigations will be carried out into thecircumstances of the loss or compromise and appropriate action taken. The NSA of theoriginating country will be informed.

1.9 Notification of intention to respond

1.9.1. Industry is requested to confirm the receipt of this RFI within two weeks after date of thecover letter to the address mentioned in paragraph 1.2.3. Also an indication is requested whethera Product Information Package will be submitted (this implicitly indicates the acceptance of theprocedure mentioned in this document).

1.9.2. Industry shall notify the Project Office VF16 with one point of contact to assist the ProjectOffice with its preparations for the evaluation of information and to assure that information runsthrough the proper channels.

1.10 Notes on pricing and availability data

1.10.1. The requested price and availability data are specified in sections 7 and 8 of this RFI.

1.10.2. All prices should be quoted in Euro, economic conditions of May 1999.

1.11 Participation, compensation and offset

1.11.1. This will be subject to discussion with the Netherlands Ministry of Economic Affairs(MEA). The responding industries are requested to describe the participation and offsetopportunities furthermore the responding industries will be requested to conduct a one daypresentation and discussion with the MEA:Ministry of Economic AffairsCommissariat Military ProductionP.O. Box 201012500 EC The HagueThe NetherlandsFax no: + 31 70 4797318

1.12 Project Office

1.12.1. The project manager for the ‘Project Office VF16’ is Colonel M. de Zeeuw. His staff inthe project office comprises operational, financial, contractual, and logistic personnel. Theproject manager reports to the Deputy Director for Plans and Projects of the Materiel DirectorateRNLAF (Air Commodore P.M.A. Vorderman).

1.12.2. The Project Office VF16 is manned by:

Rank Name Function Telephone

Col M. de Zeeuw Project Manager (MPV) **31-70 3397685

LtCol P.J.H.H. de Witte Deputy Project Manager (MPVL) **31-70 3397411

LtCol R.C. Nulkes Contract Manager (MPVA) **31-70 3396868

Maj R.O.J.M. Lambermont Operations (MPVO) **31-70 3397679

Maj G.E. Welmer Systems (MPVS4) **31-70 3397721

The Project Office VF16 can be reached: Fax: (31) 70 3397681E-mail: mpv5@dmklu.af.disp.mindef.nl

2. Program Management and Program Risk

2.1 Program Management

2.1.1. To optimise the exploitation of the (new) weapon system, to decrease the overall LCC andto benefit from future operational and logistic opportunities it may be beneficial, as currentRNLAF F-16 experience shows, to share activities between more users/air forces/nations. Thiscan be done using some sort of partnership. Based on bi- or multilateral agreements ormemoranda of understandings this concept can be executed on several levels of partnership/co-operation.

1. Describe the policy and measures that industry will employ to establish their programmanagement for the RNLAF.

2. Industry is requested to indicate the possible opportunities in which co-operation isfeasible in accordance with regulations of the industry itself and/or National regulations.

3. Indicate the contribution of the industry to this process.

2.2 Program Risk

2.2.1. General remarks

2.2.1.1. Risk assessment is a very important subject in the procurement process. Therefore it isnecessary to explain what kind of information will be needed for the risk assessment of thisprogram and in which way it will be used.

2.2.1.2. The intention of the risk paragraph of this RFI is to gather information about the‘robustness’ of the different candidates (programs). For this reason three risk areas (Program-and Project risk, Industrial risk and Product risk) have been defined. The total risk assessmentgives an indication about the risk of their program and enables a risk comparison between thecandidates.

2.2.1.3. The following definitions are used on risk assessment;• Program- and Project risk. A description and quantification of risk factors that could

contribute to the termination or a major modification of the program. Such asoperational, financial and political aspects.

• Industrial risk. This should address and quantify the risk that companies (contractors andsubcontractors) involved in the program might end their participation to the programduring development and/or production.

• Product risk. A description and quantification of risk factors that are related to the designobjectives of the aircraft, such as the development of new techniques, processes or newdesigns. The need for reengineering also contributes to the product risk.

2.2.1.4. The response on the RFI should mention the risk aspects listed below.

• Program- and Project risk• Industrial risk• Product risk

2.2.2. Questions to answer

2.2.2.1. Program- and Project risk

1. Describe and quantify the risk factors from an operational perspective that couldcontribute to the termination or a major modification of the program.

2. Describe and quantify the risk factors from a financial point of view.3. Describe and quantify the political aspects that could contribute to the termination or a

major modification of the program.

2.2.2.2. Industrial risk

1. Are all participating companies (contractors and subcontractors) involved in theprogram, able to continue up to the end of the program.

2. What would be the reason or reasons to decide for another sub-contractor?3. Which are the guidelines for industries to follow (related to industrial risk) when they

are subcontracting?4. Which company or organisation is, or will be, the ‘intellectual owner’ of the design?5. Which company or organisation is, or will be, the owner of the production data package?

2.2.2.3. Product risk

1. Describe and quantify the risk factors that are related to the design objectives of theaircraft.

2. Specify which new to develop technologies or processes are needed to meet the designobjectives of the aircraft and quantify the risk. Mention fall-back solutions and quantifythe risk.

3. Specify which new to develop components are needed to meet the design objectives ofthe aircraft and quantify the risk. Mention fall-back solutions and quantify the risk.

4. Specify which re-engineering is needed to meet the design objectives of the aircraft andquantify the risk. Mention fall-back solutions and quantify the risk.

3 Operational and Support Concept

3.1 Introduction

3.1.1. Industry may not be aware of the current mode of operations of the RNLAF. For thisreason section three is included. Although it is very difficult to predict the specific mode ofoperations beyond the year 2010, predictions can be made on basis of the present situation. Thefuture concept will develop in line with modern operational, support and maintenance concepts.Industry should note that the current situation is just a starting point, if necessary and deemedbeneficial, the RNLAF is willing to adapt its organisation.

3.2 Concept of operational capability

3.2.1. General Description

3.2.1.1. Currently the Royal Netherlands Air Force (RNLAF) is modifying its F-16 fighter forcein the Midlife Update Program (MLU). With the completion of the MLU RNLAF foresees theF-16 to reach the end of its operational and economic-technical growth potential. Therefor, basedon the requirements of the future operational and technical environment, RNLAF considers thereplacement of the F-16 as of 2010. The essential requirements, of the replacement for the F-16,are lethality, survivability, interoperability, supportability and affordability aspects. Theintroduction of a new fighter is foreseen as of 2010.

3.2.2. Mission Statement.

3.2.2.1. The RNLAF defends the airspace and provides air support for operations on land and atsea, wherever and whenever so required by the State of The Netherlands. The RNLAF isprepared for deployment to crisis management operations and humanitarian missions anywhereon the globe. The weapon systems deliver Air Power either independently or with allied forces orin combination with friendly nations. The RNLAF is committed to availability and deployabilityof all its manpower and assets respecting man and environment.

3.2.3. Mission Need.

3.2.3.1. The RNLAF mission needs include a multi-role survivable fighter/bomber foremployment in Air-to-Ground, Air-to-Air and Recce roles. The intent of the future fighter is tomaintain F-16 performance like speed, payload and manoeuvrability while correcting knowndeficiencies in range, survivability, lethality and supportability. It is essential that the aircraftprovide enhanced interoperability with all assets, air, ground, sea and space. The aircraft must

have sufficient on-board capabilities to operate autonomous in peacetime and in times ofconflict.

3.2.4. Operational Concept.

3.2.4.1. The main objective of the RNLAF is to contribute to the defence and national securitypolicy of the Dutch government by providing Air Power. The RNLAF is a multifunctional forceconsisting of fighter- and transport aircraft, (armed) helicopters and Ground Based Air Defence.The multi-role/swing-role fighter aircraft provides an essential contribution to the armed forcesof The Netherlands. The future commitments of the RNLAF cover a broad spectrum ofemployment possibilities.

3.2.4.2. The operational concept of the RNLAF is based on the adequacy of her assets tosuccessfully accomplish a set of tasks in different scenarios. Due to a world-wide proliferation oftechnology, modern weapon systems are becoming increasingly available. Therefore, theincreasing threat opposing fighter aircraft require adequate countermeasures. The availability ofadvanced technology is a prerequisite for success. With respect to long-term planning theRNLAF strives for generic capabilities which are decisive for successful missionaccomplishment like safety of flight, information exchange, flexibility and accuracy. State-of-the-art technology and the availability of these capabilities are fundamental to accomplish thepolitical and military operational goals.

3.2.4.3. Participation of the RNLAF in different potential scenarios will take place in aninternational coalition with leading allies. The use of Air Power offers the possibility forparticipation in an international coalition, e.g. peace-keeping operations, with minimal risk forassigned personnel. For an effective military co-operation in a coalition force it is imperative thatthe RNLAF follows the trend in modern technology of its allies. Therefore, the possibleparticipation is highly dependent on the technology link of the RNLAF and leading allies.Affordability, highly advanced technology and the capability of generic capacities such as safetyof flight, information exchange, flexibility and accuracy will be the key to successful missionaccomplishment.

3.2.5. Current Structure of the Air Force.

3.2.5.1. The structure of the Air Force will probably change with the publication of the DefenceWhite paper, which was foreseen end 1999. Then the Commander Tactical Air Force RNLAFwill commit 5 operational F-16 squadrons (18 U/E) and 1 Conversion squadron (10 U/E) in theACE ORBAT AIR to SHAPE. The operational tasks of the squadrons are:

• NATO defence:

(1) Immediate Reaction Force (IRF), 1 squadron TRI/TRO/ADI/X / FBAC;(2) Rapid Reaction Forces (RRF), 2 squadrons ADI/X / FBAC;(3) Main Defence Forces (MDF), 2 squadrons ADI/X / FBAC.

• Crisis- Humanitarian Operations:

(1) Peace-Keeping Operations, 1 squadron for up to three years and/or(2) Peace-Enforcing Operations, 3 squadrons (six months each not to extend 1 yr)

3.3 Support Concept

3.3.1. Program management F-16

3.3.1.1. The overall program management of the F-16 is arranged in a full partnership betweenfour European Airforces (EPAF) and the United States Airforce (USAF). This arrangement,called the Multi National Fighter Program (MNFP), is based on an MOU signed in 1975, withthe intention to co-operate in the development, production and support of the F-16 weaponsystem. The MOU also formalises the intention to share or collaborate in future updates of theF-16 to maintain a common system with the goal to maximise operational, logistic and industrialco-operation and to minimise LCC. The F-16 System Program Office Director (SPO, ASD/YP)carries out the program management. For this purpose he has a staff comprised of engineering,contracting, logistic and configuration management personnel. To optimise the exploitation ofthe weapon system and to decrease the overall LCC, the sharing of operational and logisticopportunities with other users of the weapon system has been a proven concept.

3.3.1.2. Nationally the program management of the F-16 weapon system is the responsibility ofthe Directorate of Materiel and more specifically, the Head of the Fighter Division (MPF). Hehas the integral management responsibility of the aircraft using Integral Weapon SystemManagement (IWSM) principles. The Director of Operations/ Head of the Operational FighterDivision (AJO) carries out the operational management, i.e. the use of the weapon system. Bothfunctionaries have a staff to their disposal.

3.3.2. Home base operations

3.3.2.1. For F-16 fighter aircraft operations the RNLAF has three Main Operating Bases (MOBs)and one Logistic Centre (with an avionics and a mechanical depot). Two MOBs have oneoperational RF squadron (18 aircraft Unit Equipped (U/E)) and one operational MDF squadron(18 aircraft U/E) each. The other MOB has one RF squadron (18 aircraft U/E) and oneConversion squadron (10 aircraft). The number of (logistic) reserve aircraft is 20 and they aredivided over the three MOBs. The RNLAF has approximately 135 operational pilots and thetotal number of training flight hours is about 24300 per year. The average number of flyable daysper year is 210. The average flight duration during normal (MO)Base operations is » 1.1 hour.The general policy is to have a minimum availability as necessary to support the flight program.During training working hours are from 08:00 till 17:00 in a one-shift system 5 days a week.

3.3.3. Out of area operations

3.3.3.1. During out of area operations a maximum of three squadrons of 18 aircraft will bedeployed at a Deployed Operating Base (DOB), on two different locations as a maximum(depending on location and tasking). Average flight hours during Out-of-Area (OoA) operationsis raised to 2.5. The general policy during OoA operations is to have an availability as high aspossible. In practice this is 95% or more. Operations are carried out on a 24-hours a day basis ina two-shift system.

3.3.4 Maintenance concept

3.3.4.1. The RNLAF uses a three-level maintenance concept for the F-16. In appendix B detailsare given for the current maintenance concept comprising data of the RNLAF logistics and thesupport organisation at O, I and D-level.

4 Operations

4.1 Starting points

4.1.1. Introduction.

4.1.1.1. The questions in this section are primarily oriented towards operational effectiveness.

4.1.1.2. Whenever applicable discriminate between A-A (Air to Air) and A-G (Air to Ground)operations when answering the questions of this section.

4.1.2. Aircraft configurations

4.1.2.1. Questions are to be answered for specified aircraft configurations as described below. Ifother requirements are applicable, these will be included in the questions concerned.

4.1.2.2. The configurations consist of;• fully functional and serviceable, combat-capable aircraft;• standard single-seat version;• with a full load of internally carried expendables (i.e. chaff, flares);• no stores other than specified below.

Configuration 1: Standard Air-to-Air2 x BVR A-A missiles, comparable to AIM-1204 x Short range A-A missiles, comparable to AIM-9Full internal fuel.

Configuration 2: Standard Air-to-Ground2 x 2000 lbs AG bombs2 x BVR A-A missiles, comparable to AIM-1202 x Short range A-A missiles, comparable to AIM-9Maximum allowable fuel load, both internal and external.

Configuration 3: Stealth Air-to-Ground2 x 2000 lbs AG bombs2 x BVR A-A missiles, comparable to AIM-120Full internal fuel.

Configuration 4: CleanNo external stores, full internal fuel.

Fuel type for calculations is JP-8.Unless stated otherwise, use Maximum Take-Off Weight (MTOW) when quantifying data.

4.1.3. Target characteristics

4.1.3.1. Questions relating to sensors are to be answered for specified targets, as describedbelow.

4.1.3.2. Airborne targetFor RFI answering purposes an airborne target is assumed to be an aircraft with active A-A radarin the search mode. RCS is 1 m2 for all aspects, across the entire frequency spectrum, Swirlingtype SW 1. Target is at sensor main beam peak. IR signature is uniform 200 W/sr at 3 nm in anatmosphere as described at section 4.1.4. If additional data is required for answering thequestions, assume that the target is a Su-27 Flanker.

4.1.3.3. Ground targetThe ground target is a Main Battle Tank, standing in the open.If additional data is required for answering the questions, assume that the target is a T-72. RCS is1 m2 SW1, IR signature 200 W/sr at 3 nm in an atmosphere as described at section 4.1.4.

4.1.4. Environment

4.1.4.1. The questions relate to a fixed environmental setting as described below.

Atmosphere is ISA (International Standard Atmosphere), with• no wind;• no clouds;• no interference from moon, stars and sun;• visibility 12 nm (rural);• no clutter

4.2 Formulation of answers

4.2.1. Formulation

1. If Industry feels that certain questions do not cover essential capabilities of the aircraft, theapplicant may provide additional information on these capabilities. This information can beused in the evaluation.2. If industry fails to provide the requested data, NL reserves the right to make an estimatebased on best data available.3. All questions refer to the aircraft as of the year 2010. In the answers, the projectedcapabilities for this time-frame should be used. If questions cannot be answered because thesystem is still in design or the answer is unknown, indicate so and provide the designrequirements including a risk assessment whether implementation before 2010 is feasible.

4. Unless stated otherwise, all questions relate to the aircraft operating autonomously andwithout external stores other than weapons. Added capabilities in a system-of-systemsenvironment are treated within the subject ‘interoperability’ further on in this document.5.

6. Unless stated otherwise, data are required and provided in the following units:Altitude ft MSLLength, Area, Volume ft, ft2, ft3

Velocity kts (K)CAS, MachWeight lbs or kgForce lbfDistance nmFuel quantity lbs

7. When providing data, tables or figures, the applicant should include the conditionsessential for interpretation.

4.3 General questions

4.3.1. Weight & geometry

1. Describe the design philosophy of the aircraft.2. Describe the technical and operational differences, if any, between the version to be

offered to the RNLAF and other versions of the aircraft.3. Provide a detailed weight breakdown of the aircraft for the four configurations as

described at section 4.1.2., including:• Basic Empty Weight• Maximum Take-off Weight• Maximum Landing Weight• Maximum internal and external payload• Maximum internal and external fuel capacity

4. Provide a description of aircraft geometry, in 2-dimensional views.5. Provide a geometric description of the outer mould surface of the clean aircraft as

defined at section 4.1.2. as native CATIA, native ICEM-DDM or NURBS/IGES 5.1format.

4.3.2. Aircraft performance

4.3.2.1. Provide the following set of performance charts, for each of the configurations defined atsection 4.1.2. but with 50% of the fuel capacity as stated. Each chart should be provided for thepower settings military thrust as well as maximum afterburner thrust.If applicable, provide associated aircraft weight, maximum load factor and maximum liftcoefficient with the answer.

1. Chart providing trimmed lift versus drag coefficient (including engine installation drag)as a function of Mach number.

2. Chart providing trimmed lift coefficient as a function of angle of attack and Machnumber.

3. Chart providing maximum lift coefficient as a function of Mach number.

4. If applicable an AOA-g limiter characteristic should be provided.5. Chart providing the Reynolds number effect on aircraft drag as a function of Mach

number and altitude.6. Chart providing net thrust (including momentum losses due to spillage, power off-take

etc.) and specific fuel consumption as a function of Mach number and altitude.7. Chart providing the cruise fuel flow as partial power fuel flow or specific fuel

consumption as a function of thrust, altitude and Mach number.8. Turn rate versus Mach number chart including curves for constant Specific Excess

Power (SEP), for given combat configuration, altitude and power setting (so-calleddoghouse plots).

9. Contours of SEP in a Mach-altitude plane for unit load factor (flight envelope).4.3.3. Engine performance

1. Quantify the net thrust and specific fuel consumption in MIL and AB setting asfunctions of Mach number and altitude.

2. Specify the following data for engine performance for both MIL and AB setting at ISAsea level:

1. Bypass ratio;2. Fan Pressure Ratio duct/core3. Compressor pressure ratio;4. Turbine cooling flow as a fraction of high pressure compressor flow for all turbine

stages ;5. Fuel mass flow;6. Turbine Entry Temperature (FTIT/SOT/TET);7. Thrust;8. Component isentropic efficiencies for fan, compressor and turbine stages;9. The fraction of bypass airflow used for AB liner cooling in the nozzle;

10. The material surface temperatures of the inside of the nozzle and exhaust and of thesurface of the AB liner;

11. Location of fuel spray rings for the AB.

4.4 Lethality

4.4.1. Reach

1. Describe the air-refuelling capability of the aircraft, specifically with respect to• the method used;• the fuel flow rate (lbs/min).

4.4.1.1. Range

1. Quantify the maximum range for configuration 1 as specified at section 4.1.2., for thefollowing three flight profiles:

1. Constant cruise altitude of 1000 ft MSL;

2. Constant cruise altitude of 20 000 ft MSL;3. Cruise at a constant optimum altitude. Specify this altitude.

Use the following conditions.• Sea-level take-off.• Climb to altitude at optimum climb speed for maximum range. Specify this climb speed.• Cruise at constant altitude at optimum cruise speed for maximum range, specify this

speed. Continue flight until all fuel is used. Range is measured from departure airport toend of cruise flight.

• During this flight, no weapons or other stores are expended.

Figure 4.1.: Flight profile 1.

2. Quantify the maximum range for configurations 2 and 3, specified at section 4.1.2., forthe following three flight profiles:

1. Constant cruise altitude of 1000 ft MSL;2. Constant cruise altitude of 20 000 ft MSL;3. Cruise at a constant optimum altitude. Specify this altitude.

Use the following conditions.• Sea-level take-off.• Climb to altitude at optimum climb speed for maximum range. Specify this climb speed.• Cruise at constant altitude at optimum cruise speed for maximum range, specify this

speed. Continue flight until 50 nm before a ground target, which is located at half themaximum range.

• The cruise is continued at the same altitude at 480 kts TAS for 100 nm (i.e. until 50 nmpast the target). Expend A-G weapons at the target.

• Continue flight until all fuel is used. Range is measured from departure airport to end ofcruise.

• During this flight, no stores other than weapons are expended.

Figure 4.2.: Flight profile 2.3. Quantify the maximum ferry range, for a configuration without external stores, with full

allowable internal and external fuel, without air-to-air refuelling.

4.4.1.2. Endurance

1. Quantify the maximum endurance for configurations 1, 2 and 3, as specified at section4.1.2. each for the following flight profiles:

1. Constant cruise altitude of 1000 ft MSL;2. Constant cruise altitude of 20 000 ft MSL;3. Cruise at a constant altitude optimised for endurance. Specify this altitude.

Use the following conditions.• Sea-level take-off.• Climb to altitude at optimum climb speed for maximum endurance. Specify this climb

speed.• Cruise at constant altitude with optimum speed for maximum endurance, specify this

speed. Continue this flight for 200 nm.• Fly CAP at the same altitude, with 400 kts at 1000 ft and M0.85 at both 20 000 ft and the

optimised altitude, until exactly enough fuel is left for another 200 nm flight.• Fly the remaining 200 nm at the same altitude, at the optimum speed for maximum

endurance, until all fuel is used. Specify this speed.• Specify both total flight time and CAP time.• No external stores are expended during the flight.

Figure 4.3.:Flight profile 3.

4.4.1.3. MissionPlanning

1. Describe allsystems of theaircraft that canbe used for

navigation. Of each of these systems,• quantify the accuracy;• describe the degree of autonomy.

2. Describe how these systems are integrated and how this affects accuracy.3. Describe the mission planning and debrief system. Indicate the preflight and enroute

components.4. Describe the applied measures for reduced GPS jamming susceptibility. Describe the

applied back-up philosophy and equipment.5. Quantify the waypoint memory capability.6. Describe the readiness state of the aircraft. Specifically, quantify the minimum time

from engine start to take-off, excluding taxi-time, for a fuelled and armed aircraft.7. Describe the interface to monitor and change the mission/flight plan data.8. Describe the mapping, charting and geodetic equipment integrated in the aircraft.

Specifically, address the following questions:

9. Which maps, charts or other geodetic systems will be used by the aircraft?10. Which standards will be used for charts and/or maps?11. How can the necessary maps and/or charts be procured?12. What is the releasability of the maps and charts to the Netherlands?13. Can the aircrew change/select maps and/or charts in flight?14. Is it possible to upload map and or chart information over the air to the aircraft, if so

which means will be needed to do so?

4.4.2. Detect, ID & Attack

4.4.2.1. Passive sensors

1. Describe all systems of the aircraft capable of passive detection and tracking of air andground targets, and mapping. Of each system, provide the following characteristics:

• Detection envelope against the targets specified at section 4.1.3.• Accuracy, sensitivity and resolution• Performance degradation in adverse weather• Multiple-target track capability, specifically with respect to highly-manoeuvring targets• Location on the aircraft• Modes of operation• Field of regard• Track-through the beam capability.• Imaging Infra-Red capability• Sub Clutter Visibility.

4.4.2.2. Active sensors

1. Describe all systems of the aircraft capable of active detection and tracking of air andground targets, and mapping. Of each system, provide the following characteristics:

• Detection envelope against the targets specified at section 4.1.3.• Accuracy, sensitivity and resolution• Performance degradation in adverse weather• Multiple-target track capability, specifically with respect to highly-manoeuvring targets• Location on the aircraft• Modes of operation• Field of regard• Track-through the beam capability• Emitter power, system losses, beam characteristics.

2. Does the aircraft have an Synthetic Aperture Radar. If so, specify the downrange andcross range resolutions, the SAR image update frequency and the Sar Patch Area.

4.4.2.3. Situational awareness

1. Describe the level and degree to which aircraft sensors have been integrated in order toenhance situational awareness.

2. Describe the process and logic by which the data from these sensors are fused, for bothinternal data only and for internal plus external data.

3. Describe the capability, if any, to perform simultaneous engagement of air and groundtargets.

4. Describe the capabilities with respect to automated up-link of target imagery informationfrom UAVs and/or ground stations.

5. Quantify the robustness and reliability of the process.6. Describe how the data are presented to the aircrew.

4.4.2.4. Identification

1. Describe the on-board provisions for and equipment to perform co-operativeclassification, recognition and identification of objects.

2. Describe the on-board provisions for and equipment to perform non-co-operativeclassification, recognition and identification of objects.

3. Describe which characteristics of the object are considered in the process;• Describe the data required as input for the aircraft.• Quantify the robustness and reliability of the process.• Describe the envelope in which the process can be performed.• Describe how the data is presented to the aircrew.• Describe the releaseability and access to the necessary databases

4. Which classes of target (i.e. unknown, friendly, hostile, neutral, civil, military etc.) arepresented to the aircrew.

4.4.2.5. Counter-countermeasures

1. Describe the EPM techniques used in the active and passive sensors of the aircraft.2. Describe the level of integration.

4.4.2.6. Ordnance

1. Describe which existing and foreseen weapons and other stores can be carried andemployed by the aircraft.

2. Describe all hardpoints on the aircraft to carry stores, both internally and externally.Provide the maximum carrying capability of each hardpoint.

3. Indicate which stores can be carried and employed from the respective hardpoints.4. Describe restrictions on load factor caused by carriage of each of the weapon / hardpoint

combinations.5. Quantify the process time of employment of internally carried ordnance (if applicable).6. Describe the restrictions on weapon carriage and weapon employment caused by:• aircraft attitude• flight altitude• velocity• Acceleration

7. Describe the type and characteristics of the internal gun system, if applicable.Specifically, quantify effective range, accuracy and rate-of-fire performance against airand ground targets.

8. Describe how weapon sensors are used or bypassed if these weapons are carriedinternally, if applicable.

9. Describe the process and capabilities of cueing of weapons and slaving of weaponseekers, in relation to off-boresight detection, possible by HMD.

10. Describe the supersonic weapon delivery capabilities of the aircraft, if applicable.

4.4.2.7. Guidance & (target)BDA

1. Describe all equipment of the aircraft capable of performing weapon aiming.2. Quantify the accuracy of this aiming equipment.3. Describe all equipment of the aircraft capable of performing weapon guidance.4. Quantify the accuracy of this guidance equipment.5. Describe the effects of night and adverse weather on aiming and guidance accuracy.6. Describe all equipment of the aircraft capable of performing battle damage assessment

4.4.3. Recce

1. Describe what equipment, if any, to perform recce missions can be carried and employedby the aircraft.

2. Is this equipment, if any, integrated internally in, or carried externally by the aircraft.3. For externally carried recce systems, describe the carriage hardpoints and limitations

imposed on the flight envelope.4. For internally integrated recce systems, describe the techniques used by the recce

system, and its capabilities.5. Describe how and where data processing is performed.6. Describe the in-flight upload and download capabilities of recce materials.

4.5 Survivability

4.5.1. Not to be detected and identified

4.5.1.1. Adaptive flight profiling

1. Describe the equipment provided in the aircraft to allow and facilitate both manual andautomated low-altitude terrain following flight (less than 500 ft AGL) . Describe thelimitations imposed by the aircraft structure on this low-altitude flight.

2. Describe the equipment of the aircraft to allow in-flight re-planning and re-routing of themission, based on threat information coming from both on-board and off-board sensors.Specifically, describe the following capabilities of the integrated sensor suite in thiscontext:

• To timely classify, identify and locate threat systems• To correlate these real-time threat data with momentary aircraft flight parameters to

establish the corresponding momentary threat of these threat systems to the aircraft.

• To present these data to the aircrew in a clear manner• To be able to suggest one or more alternatives to avoid these threats.

4.5.1.2. EMCON

1. Describe the LPI characteristics of all on-board emitters, including RF, laser andcommunication emitters.

4.5.1.3. Signature: RF spectrum

1. Describe which techniques and materials for RCS reduction have been and will beapplied in the aircraft, and where they have been applied.

2. Quantify the following RCS of the aircraft in the configurations:1. Configuration 2, as defined at section 4.1.2.;2. Configuration 4, as defined at section 4.1.2.for the frequencies• L-band = NATO D-band• S-band = NATO E/F-band• C-band = NATO H/G-band• X-band = NATO I/J-bandfor the following aspect angles:

1. average RCS value and standard deviation within ±30° cone from nose-on2. average RCS value and standard deviation within ±15° cone from side3. average RCS value and standard deviation within ±30° cone from rear4. average RCS value and standard deviation within ±30° cone from undersidein terms of the following classes• Less than 0.001 m2

• Between 0.001 and 0.01 m2

• Between 0.01 and 0.1 m2

• Between 0.1m2 and 1m2

• Between 1m2 and 10m2

• Greater than 10m2

3. Describe which measures and techniques have been used to reduce RCS of the aircraft,specifically with respect to:

1. reflection of engine inlet(s)2. reflections of external stores3. reflections of hatches, bays, access doors, cockpit, canopy and cavities4. reflections of leading edge of wing and tail surfaces5. Radar radome6. Aerodynamic sockets around wings and tails leading edges.7. Active RCS cancellation8. Impedance loading4. Describe the consequences on RCS of all antennae for any purpose in or on the aircraft.

Indicate which antennae are integrated conformal.

5. Describe whether any actions must be undertaken to preserve or restore RCS propertiesof the aircraft after the opening of hatches, doors, or other service access points. If so,specify.

6. Describe the equipment, if any, of in-flight RCS augmentation for peacetime operations.

4.5.1.4. Signature: EO spectrum

1. Quantify the EO/IR radiant intensity, including the effect of aerodynamic heating, of theaircraft in two flight conditions:

• aircraft at M0.85 at 20 000 ft.• aircraft at full AB thrust steady-state speed, altitude = 20 000 ftin the following three wavelength bands:• 0.4 - 0.8 mm• 2 - 5 mm• 8 - 12 mmfor the following aspect angles:• average signature value within ±20° cone 45° off-nose;• average signature value within ±20° cone from rear;• average signature value within ±30° cone from underside,to the nearest 100 W/sr, at a distance of 3 nm in an atmosphere as defined earlier in thisdocument.

2. Describe which measures and techniques have been used to reduce the EO signature ofthe aircraft, specifically with respect to:

• Shielding and coating of exhaust nozzles• Exhaust gas cooling• Coating emissivity in atmospheric windows 2-5 mm and 8-12 mm• Reduction of UV signature in afterburner

2. Describe the active measures, if any, to control visual contrast of the aircraft, or otheradvanced signature reduction techniques.

3. Specify the soot concentration in the exhaust gas in PPM to the nearest decade (10-8,10 9, 10-10 ppm etc.) at 20000 ft, Mach 0.85 cruise, ISA atmosphere.

4. Specify the chemical concentration in the exhaust plume of CO, CO2 and H2O, at 20000ft cruise Mach 0.85 in ISA atmosphere.

4.5.2. Not to be attacked

4.5.2.1. Speed and Altitude

1. Qualify the following speed and altitude data for all configurations as specified atsection 4.1.2. but with 50% of the specified fuel quantity:

• Maximum dash speed at full MIL thrust setting, at altitudes of 1000 ft and 20.000 ftMSL.

• Maximum KCAS limit.• Maximum Mach number.• Maximum operating altitude of the aircraft.

• Time required to accelerate the aircraft at the three configurations for the followingvelocity changes, using maximum AB thrust setting:

• From 400 kts CAS to 550 kts CAS at 1000 ft altitude• From Mach 0.8 to Mach 1.2 at 20 000 ft altitude

4.5.2.2. Threat warning equipment

1. Describe the on-board equipment of the aircraft to analyse the threat environment.Specifically, describe the following capabilities of the integrated sensor suite in thiscontext:

• To timely classify, recognise and discriminate threat systems• To present these data to the aircrew in a clear manner• To detect threat missiles in flight• To allow different prioritisation schemes of threats.

2. Describe the field of regard and wavelength band of the Missile Warning System(MWS) that is integrated in the aircraft.

4.5.2.3. Preventive countermeasures

1. Describe all systems of the aircraft in the context of countermeasures that can be used toprevent a threat in the pre-launch phase from attacking the aircraft.

2. Describe the degree of automation of employing these countermeasures, and thetransparency of this automation to the crew.

4.5.3. Not to be hit

4.5.3.1. Reactive countermeasures

1. Name and describe all systems of the aircraft in the context of countermeasures that canbe used in the post-launch phase of the threat. Specifically describe the multi-spectraljamming capabilities.

2. Describe the degree of automation of employing these countermeasures, and thetransparency of this automation to the aircrew.

3. Describe the level of integration of the preventive and reactive countermeasures.

4.5.3.2. Manoeuvrability

1. Quantify the instantaneous turn rate capability of the aircraft, in the first threeconfigurations mentioned in section 4.1.2., both with and without thrust vectoring, ifapplicable.

2. Quantify the sustained turn rate capability of the aircraft, in the first three configurationsmentioned in section 4.1.2., both with and without thrust vectoring, if applicable.

3. Describe the maximum roll rate of the aircraft throughout the operational AOA.4. Describe the integrated or foreseen thrust vectoring system, if any, in terms of• operating limits (velocity, deflection directions and angles, deflection rates).• impact on low observability and incurred thrust losses.

5. Describe the general features of the Flight Control System (FCS). Is it e.g. based onpitch rate or g-load. Is it a moving stick or non-moving force feedback.

6. Describe the measures taken to reduce susceptibility of the aircraft to Pilot-InducedOscillation.

4.5.4. Safety of flight

4.5.4.1. Vulnerability

1. Provide a description of the main components of the aircraft in terms of location,dimensions, redundancy and vulnerability.

2. Are analysis results regarding aircraft battle damage available. If so, provide a list ofrelevant publications.

3. Describe the measures taken to prevent penetration of NBC agents into the aircraftinterior.

4. Describe the NBC detection equipment of the aircraft, if any.5. Describe the measures taken to ensure that the aircraft exterior is hardened against the

effects of NBC agents and decontaminants, specifically with respect to• paints & coatings;• skin construction materials;• elastomeric seals of hatches, doors and other access points and cavities.

6. Describe the procedures and special equipment needed for decontamination, taking intoaccount:

• Which aircraft systems need to be decontaminated to remain operational;• Possibility to decontaminate the aircraft without precautions (i.e. high power/detergent

beam);• Consequences of decontamination regarding corrosion.

7. Describe the NBC protection system for the aircrew, specifically with respect to:• Level and duration of protection against gaseous NBC agents;• Compatibility with the standard flight helmet and suit, including gloves;• Usability of the NBC protective equipment during emergency exit and technical

measures taken on board to facilitate emergency exit;• Operational limitations for the aircrew;• The personal and on-board equipment incorporated for safe and easy entry and exit by

the crew during operations from an air base contaminated by NBC agents.8. Describe to which extent the NBC suit, if provided with the aircraft, affects operating the

aircraft, in terms of• aircrew field of view and field of regard;• verbal communication;• operation of switches, buttons, levers etc.

9. Describe which measures have been taken in the aircraft to ensure that the NBCprotection equipment is maximally compatible with the on-board optical systems anddisplays.

10. Describe which types of NBC decontaminants are known not to damage the aircraft.

11. Describe which measures have been taken to ensure that ground crew wearing full NBCprotection gear can service the aircraft.

12. Describe the EMP hardening characteristics of the aircraft, specifically address thefollowing questions.

• Specify to which electromagnetic environment the aircraft is designed.• Do the EMC qualification tests involve aircraft, system and equipment tests.• Which EMC-standards have been applied for equipment/systems tests.

9. Describe the lightning protection features of the aircraft, in specific for composite partsof the aircraft.

10. Describe the equipment, hardware and software, for centralised fault reporting.11. Describe the graceful degradation philosophy and implementation of the aircraft flight

systems.12. Describe the degree of autonomy and automation of terrain avoidance facilities, if any.13. Describe the obstacle warning and cueing facilities, if any.14. Is the aircraft equipped with a drag chute and arrestor hook. If so, specify the respective

operating limitations.15. Describe the features incorporated to protect the crew against ballistic and optical

threats.16. Give an indication of possible attrition rate (per 10.000 FH) during peace time

operations.

4.5.4.2. Emergency equipment

1. Describe the characteristics and equipment of the aircraft to facilitate automatic/automated and manual recovery from out-of-control flight conditions and specifically G-LOC detection and recovery.

2. Describe the type of ejection seat of the aircraft. Provide information on possiblephysical risks or physical limitations (special characteristics).

3. Describe the ejection envelope in terms of at least speed, altitude and attitude.4. Describe the in-flight engine restart capability of the aircraft.5. Describe other system characteristics present or planned to enhance survivability. If

applicable provide information whether these characteristics deal with emergencysituations.

6. Describe the aircrew life support system, specifically specify the following elements:• Mechanism• Reliability• Maintenance• Contents of aircrew-kit• OBOGS system• Oxygen backup systemG. Describe, if applicable the safety risks for the aircrew and measures taken. Provideinformation on the method used to determine the safety risks for the aircrew.

4.6. Interoperability

4.6.1. Information exchange

4.6.1.1. Security

The following question relates to secure information exchange equipment for voice/datacommunications:

1. Describe the cryptographic equipment used for secure voice and/or data transmissionsincluding the following issues:

• Procurement of crypto keys• Releasability of equipment and keys to the Netherlands• Dependency on date/time settings• In flight changing of crypto key/crypto setting• Over-the-air re-keying• Means to verify the correctness of the selected/used crypto key in flight• Commonality of fill device for crypto loading (NATO standard DS102 compliancy)

4.6.1.2. Intra-flight information exchange.

The following questions relate to intra-flight information exchange, meaning any communicationbetween aircraft of the same type as the candidate.

1. Name all systems other than Link 16 or Link-16-like and training equipment media, thatallow intra-flight data exchange.

2. Describe each of these systems, with respect to• The technology (e.g. RF, UV, voice, etc.) used.• The frequency, baud rate, protocols and bandwidth used, if applicable.• The security characteristics of the connection• The resistance to jamming of the connection• The operational capabilities of the installation, in terms of• For which roles and missions can the Link be used, and which data are handled in each

of these roles.• What is the maximum number of connected parties at one instant.• What is the effect of using the datalink on any other communications. Does the datalink

share any resources with any other piece of equipment.• Describe the security features of the datalink installation.

4.6.1.3. Tactical data link.

The following questions relate to tactical data exchange, meaning data communication betweenthe candidate and any other platform, including ground-based, naval or airborne platforms.

1. Are tactical data links, like Link 16, incorporated in the aircraft.

Specify per type.• If Link 16 is not integrated, describe the consequences of retrofitting Link 16 into the

aircraft.• Describe per tactical data link the implementation (operational capabilities, message

types) into the aircraft, specifically for Link 16• Use of data link in simulated exercises.• Ability to record data link messages and ability to reduce recorded information.• Ability of the aircrew to change the settings of the data link in-flight (PU number,

frequency, crypto, net number).• Ability to receive, process and display raw (unprocessed) intelligence information.• Interaction of the aircrew with data link functions (e.g. engagement order), which need

input or confirmation (machinated, manually, voice) from the aircrew.• Loading/initialisation of the data link equipment.• Redundancy of the data link (back-up functions).• Ability to perform tasks without the use of the data link.• Will the aircraft be able to process and display character-oriented format messages.• Provide the operational capabilities in terms of Network Participation Groups, C2 or

non-C2 implementation, exchangeable message sets, and provide information about theinteroperability with other NATO countries’ platforms and C2-centres and how this hasbeen achieved. (e.g. which standards have been implemented).

• Provide information on how data link interoperability of the aircraft will be tested anddemonstrated, and against what (standard, other platform implementations, etc).

• Provide information on the releasability of the data link message implementation (bit-level) to the Netherlands.

• Describe the configuration management of the data link implementation.• Provide information on which base line document will be used for the data link

implementation.2. Describe the operational concept of the ”System-of-Systems” concept of the aircraft.• Which 5 (prioritise) most likely C4I systems shall the aircraft work with.• Ability to forward data via the data links.• Ability to operate on more than one data link at the same time (simultaneously).• Describe the use in close formation with other data link capable aircraft.

2. If applicable, describe the restrictions imposed by the data link.• Can the data link be used during taxi, take-off and landing.• Restrictions imposed by any flight profile (dark area).• Use of voice and data communication at the same time (simultaneously).

2. Which avionics resources of the data link are shared with other avionics systemsonboard (e.g. databases, target track information, etc).

• Is the tactical data link an integral part of the tactical data system on board the aircraft.2. Which hardware will be used for the data links (e.g. MIDS L(ow) V(olume) T(erminal),

MIDS-F(ighter) D(ata) L(ink), HF, UHF, Satellite, etc).3. Which ground based equipment is needed to support the data links implemented in the

aircraft. Describe these systems with respect to:• Data link initialisation/loading equipment.• Data link initialisation preparation/distribution equipment.• Necessary information for data link initialisation and how this can be obtained.• Releasability of equipment and information.

2. Describe all dedicated data links for e.g. imagery, reconnaissance, ACMI etc., which areintegrated in the aircraft. Describe these systems with respect to:

• Equipment used.• Standards implemented.• Operating frequency band, baud rate, bandwidth, protocols (if applicable).• Security characteristics and jamming resistance of the connection.

4.6.1.4. Civil ATC

For future operations in (European) civil airspace military aircraft have to comply to new (future)regulations and have to be equiped accordingly.

A. Descibe your measures to comply to specific rules or prescribed equipment needed tooperate in civil airspace from 2010 on. (think for instance of Mode-S, Precision Route AreaNavigation, 8.33 kHz channel spacing, Time Division Multiple Access, ACAS/TCAS andAutomatic Dependent Surveillance).B. When such equipment is not included in your product information, what will be theimplications to incorporate these in the aircraft.

4.6.2. Cross-servicing

4.6.2.1. Directly related to aircraft

1. Describe the measures taken to provide cross-servicing and (logistic) interoperability(with NATO partners). Provide information on applicable standards, connections, fuel,power, T&SE, etc.

2. Describe the provisions to facilitate mission preparation during cross-servicing.3. Provide the Aircraft Classification Number.4. Specify the maximum allowable refuelling (lbs/min).

4.6.2.2. Indirectly related to aircraft

1. Quantify the following field length performance for the aircraft, using configuration 2 ofsection 4.1.2. as drag configuration,

1. Take-off roll, for aircraft at MTOW, both with:• Max. afterburner thrust;• Full MIL thrust;

2. Landing roll, with aircraft at MLW. The use of a drag chute is permitted, for thefollowing conditions: Runways with zero slope and wheather conditions: +20°C no wind

? Runway, , ? at sea level in ISA ? at 2000 ft elevation in ISA

? on RCR-5 ? ?

? on RCR-17 ? ?

? on RCR-23 ? ?

Table 4.4.: Runway length performance

4.7. Supportability

4.7.1 Combat turnaround

A. Quantify the minimum amount of time and describe the procedures between engine stopand engine restart, including stores loading, refuelling, required check-out, loading ofmission data etc., for configuration changes from clean and zero fuel to each of theconfigurations as defined at section 4.1.2., based on:• full supply of spares, stores and other required materials;• Serviceable aircraft.

2. As question A, but for the following situations:• Re-roles from AA to AG and vice versa.• NBC conditions for the defined configurations.

2. Specify the amount of personnel required for this minimum combat turnaround time.

4.7.2. Operational Mission Support

4.7.2.1. System set-up

1. Describe all equipment that is required and provided to facilitate mission preparation.2. Describe which systems will be used to up-/download information to and from the

aircraft for:• operational information• navigational information• logistics information• intelligence information• data link information

3. Describe how up-/download will take place.4. Which are the security issues involved with the connection of other systems to the

aircraft and the transfer of information between the aircraft and the connected system.5. Is the aircraft equipped with an electronic moving map display. Is this display coupled to

VFR and IFR navigation equipment. What projection formats and grid types are usedand supported. Is a 3-D mapping functionality incorporated.

4.7.2.2. Mission preparation

1. Describe the procedures that are required to perform mission preparation.2. Describe to which degree the system set-up process has been automated.3. Describe the possible methods of data transfer between aircraft and ground planning

cell. Does the aircraft have an in-flight uplink capability.4. Describe the degree of commonality with existing systems.5. Identify the numbers, skills and skill levels of the required operational personnel

(aircrews, nav/mission planners, simulator instructors, etc).

4.7.3. Adaptability & growth potential beyond 2025.

4.7.3.1. Threat-based information

Concerning threat tapes and data handling,1. Describe the threat libraries used on board the aircraft2. Describe the foreseen interval for updates and flexibility of implementation.3. Describe the degree of open access for RNLAF, both prior to and after delivery of the

aircraft.

4.7.3.2. Software

1. Define the applicable standards which are used for software development, including thecriticality levels.

2. Define in what way the mission and flight software are separated.

3. Provide information on the accessibility of the systems to change software versions,either in the aircraft or during maintenance.

4. Describe the procedure for loading software into the aircraft.5. Describe the ‘pilot custom-fit’ features.(e.g. texts, labels, additional symbology, page

tree).6. Describe the provisions and the means for upgrading & expanding the software,

including:• Platform dependency• Reuse of software• Architecture• Excess processing power

4.7.3.3. Hardware

1. Quantify the service life of the airframe in terms of years, hours and cycles. Describe theload spectrum on which these data are based.

2. Is a load monitoring system available in each aircraft (Individual Aircraft Tracking). Ifso, describe and specify.

3. Describe the processing capability of the aircraft.4. Describe the surplus physical space.5. Describe the surplus engine power and foreseen development and integration of

improved engine performance.6. Describe the surplus electrical power.7. Describe the structural margin for weight growth.8. Describe to which extent hardware modifications can be applied for specific RNLAF

needs.9. Describe the foreseen growth in terms of vulnerability reduction of the aircraft.

10. In the field of the avionics;• To what extent can the avionics system be regarded as an Open System.• Describe the provisions and the means for upgrading & expanding the hardware,

including:• System architecture (concept, capabilities).• Platform dependency• Use of Commercial off-the-Shelf equipment• Existing preparatory measures (‘provisions for’)• Are there any customisations applied to interfaces with respect to common standards

(e.g. for databases, backplanes, point-to-point or network connections, video signals).• Specify the growth potential or surplus quantities for:• processing power• memory• busload• data throughput (high and low data rate connections)• power and cooling• physical space (in avionics bays and cockpit panels)• weight• cabling

4.7.3.4. Ordnance

1. Describe of each of the following weapon types and weapon support equipment to whichextent carriage and employment are possible without modifications to either aircraft orweapon.

2. If applicable, specify the modifications required to allow fully functional carriage andemployment of these weapons.

Class TypeCurrent

GP MK-82 LOW DRAGMK-82 AIRMK-84 LDMK-84 AIRBLU-109

PGMs GBU-10 (2000 lbs)GBU-12 (500 lbs)

GBU-24B/D (BLU-109)AGM-65G MAVERICK

CBUs BL-755CBU-87 Combined EFFECTIVENESSMUNITION (CEM)

AIMs AIM-9LiAIM9-MAIM120B AMRAAM

GUN 20 mm M-55 series

ForeseenAIMs HIGH OFFBORESIGHT MISSILE (HOBM)

FUTURE MEDIUM RANGE AAM(FMRAAM)

PGMs JOINT STANDOFF WEAPON (JSOW)AGM-154A (SUBMUNITIONS of CEM)JOINT STANDOFF WEAPON (JSOW)AGM-154C (SUBMUNITIONS of SFW)AGM-65 MAVERICK (Type T.B.D.)

JOINT DIRECT ATTACK MUNITION(JDAM)(BLU-109 / MK-84 under consideration)HIGHSPEED ANTI RADIATION MISSILES(HARM)(AGM-88)

CBUs CBU-97 SENSOR-FUZED WEAPON (SFW)WIND CORRECTED MUNITIONDISPENSER (WCMD)in combination with CBU-87 and CBU-97

TRAINING LASER-GUIDED TRAINING ROUND(LGTR)

GUN PGU-28 SERIES possibly Frangible Munition(FAP)

Table 4.5.: Current and foreseen ordnance RNLAF.

4.7.4. Training

4.7.4.1. The questions concerning training in this section are limited to the context of operationaltraining once a crew has become operational at a squadron. It is possible that ground training willbe supported by several kinds of simulators, ranging from avionics tutors (PC/desktop) up to fullmission flight simulators. These simulators will be used as stand-alone applications, as well asintegrated with other simulators.

4.7.4.2 Ground training

1. Describe the foreseen global training plan of initial skills training, conversion training,continuation training and structured upgrade training needed to operate, maintain,sustain, and deploy the aircraft.

2. Describe what training means (such as CBT, emulation, low-cost simulators, high-fidelity simulators) will be needed, developed and offered for operational andmaintenance training.

3. Describe the available simulators and their respective capabilities.4. Describe the flexibility of the simulators, if any, to implement new and modify existing

scenarios.5. Describe the flexibility of simulators to implement changes to the aircraft and flight

model.6. List the equipment modules that will be implemented to the simulators as hardware-in-

the-loop. Describe for each module, why this option is chosen.7. Describe the mobility and out-of-area usability of the simulators.8. Describe the size and infrastructure associated with the simulators.9. Describe the protocols supported for linked training equipment.

4.7.4.3. Airborne training

1. Is a dual seat version existent or foreseen for the aircraft.2. Describe the technical and operational differences of the two-seat version in relation to

the single-seat version.3. Describe which tasks, in your opinion, can only be trained in-flight.4. Describe which functions of the aircraft will not be supported by any of the simulators.5. Describe how the use of aircraft for operational and maintenance training will be

minimised.6. Describe the set-up of the mission debriefing system, taking into account the following:• Operational performance assessment system• Integration with mission planning system• Pilot performance tracing (learning curve)

4.7.4.4. Embedded training

1. Describe the capabilities and equipment to enable embedded training. Describe the threatfeatures that can be included, such as

• EW environment

• BVR engagements• Active missile simulation

2. Describe which specific skills can be trained with the embedded training equipment.3. Describe the capability of the equipment to add and adapt scenarios.4. Describe the on-board equipment to facilitate in-flight training, including simulated

weapons release and ACMI.5. Describe the equipment and facilities to perform training assessment.

4.7.5 Environment

4.7.5.1 Weather

A. Describe the limits of the operating conditions, in terms of• Maximum cross wind, both at take-off and landing, both on a dry and wet runway.• Minimum and maximum air temperature.• Susceptibility to temperature shocks.• Capability to spend long times being parked out in the open.• Equipment for de-condensation, defogging and de-icing.

4.7.5.2 Conditions

1. Describe to which extent the aircraft can continue normal operations, specifically climb,cruise and descent in light, moderate and severe icing conditions.

2. Describe to which extent the aircraft can continue normal operations in sand and dustconditions. Describe the measures taken to reduce adverse effects of sand and dust.

3. Describe the susceptibility to and measures taken to prevent Foreign Objects Damage.

4.7.6. Human Machine Interface (HMI)

4.7.6.1. Air crew

In case several cockpit configurations are available, the following questions should be answeredfor all configurations.

1. Provide the aircrew’s maximum and minimum length allowed for the workstation,specifically:

• Which physical element poses the inhibiting length limitations, back length, leg length,etc.

• Are the aircrew workstation measurements conform to the Dutch anthropometricrequirements:

1. Can the crew station accommodate tall and small Dutch male and female pilots, see table4.6. The tall pilot is represented in the P95 or P99 (male) column, the small pilot the P5female.

2. Does the crew station accommodate the tall Dutch aircrew of the future (2015 andbeyond). The secular trend of acceleration amounts on average 1.4 mm per year.

STATURE P50 Sd P5 P95 P99

1999 m 1838 67 1725 1957 1987

2015 m 1864 67 1756 1987 2017

1999 f 1709 61 1610 1808 1849

2015 f 1736 61 1637 1834 1875

Table 4.6.: Estimated anthropometric values for males and females forthe year 1999 and 2015. P..= percentile, sd = standard deviation, m =male, f = female and values in mm.

2. Describe the general design philosophy regarding the management of aircrew workload,optimisation of information transfer and systems integration.

3. Describe the degree of centralisation of data input from the crew.4. Describe the NVG compatibility of the cockpit.5. Describe the cockpit layout. This should include the placement of controls, MFDs,

panels and input devices.6. Describe how the required control actions are allocated to the various controls and input

devices in the cockpit.7. Describe the operations of the avionics.• Describe the different modes of the avionics and their transparency to the aircrew.• Which HUD modes are available and what is the display format.• Describe the information coding philosophy (colours, symbols etc.).• What is the HOTAS functionality.

8. Describe how the HMI for the air crew can be tailored by the air crew to the type ofmission and mission phase. Is an electronic crew-assistant system incorporated in theaircraft.

9. Describe the display types used (LCD/CRT, colour/monochrome, etc.) for the MFDs.What are the display characteristics under the different light conditions.

10. Describe the process for upgrades to the HMI software.11. Single pilot operations often induce a high workload. What has been done in the design

of the avionics to reduce workload for the different mission types. Is some form ofcockpit customisation available i.e. save settings per pilot. What data will be part of themission tape and what should be configured manually by the aircrew.

L. Describe the display formats and aircrew controls for thrust vectoring when applicable.M. Describe the equipment associated with:

• Integrated Helmet-Mounted Display• Helmet-Mounted Target Cueing• NVG-FLIR display• Voice command• 3-D audioN. What is the maximum noise level in the cockpit during different flight conditions (Takeoff and A/B flight).

O. Specify the conditions how these noise levels are reached

5 Integrated Logistics Support

5.1 Introduction

5.1.1. Formulation

1. If Industry feels that certain questions do not cover essential capabilities of the aircraft, theapplicant may provide additional information on these capabilities. This information can beused in the evaluation.2. If industry fails to provide the requested data, NL reserves the right to make an estimatebased on best data available.3. All questions refer to the aircraft as of the year 2010. In the answers, the projectedcapabilities for this time-frame should be used. If questions cannot be answered because thesystem is still in design or the answer is unknown, indicate so and/or provide the designrequirement.4. When providing data, tables or figures, the applicant should include the conditionsessential for interpretation.

5.1.2. Integrated Logistics Support (ILS) covers the area of all support activities to establishsystem effectiveness and low Life Cycle Costs during the life-cycle of the system. ILS planninghas the objective to define optimal solutions for the ILS elements as described within thischapter.

1. What is the industry’s approach to ILS program, products and services.2. How will the industry establish an Integrated Logistic Support Plan.3. What existing reports of Logistic Support Analyses (LSA) are available as reference.4. What studies have been performed to establish the overall support concept.5. What are the results of these studies.6. What standards have been used for the ILS program.7. What is the after sales engineering policy.8. Describe the sustained engineering organisation.

5.2 Maintenance concept

5.2.1. Maintenance concept

1. What is the overall philosophy of the maintenance concept.Key-elements: reduction of LCC, preventive versus corrective maintenance, Mean TimeBetween Failure (MTBF), Mean Time To Repair (MTTR), Follow-On Maintenance(FOM), maintenance levels, graceful degradation, Built-in Testers (BIT), Cannot

Duplicate (CND) problems, electronic Technical Orders (e-TOs), automated systems,skill-levels, number of specialisms, logging of maintenance actions, configurationmanagement, Health Monitoring System (HMS), Commercial Off-the-Shelf (COTS) andopen architecture hard/software (HW/SW).

5.2.2. Maintenance plan

1. Describe the maintenance plan.2. Describe the industry role for implementing/adapting the maintenance plan for the

RNLAF.

5.2.3. Maintenance levels

1. Has a Level-Of-Repair Analysis (LORA)-type study been performed. What are theresults.

2. Can you provide the (LORA-type) model and parameters used.3. What are the major aircraft systems.4. What maintenance levels are required for the major aircraft systems.5. What inspections are foreseen at the different levels. On what intervals are they based

(flight hours, cycles, days, etc.).6. What special facilities are required for O-, I- or D-level for performing on/off equipment

maintenance (Radar Cross-Section (RCS) reduction material, hydrazine, paint, plastics,high power EM, alignment, calibrating, CE/environmental/working conditionslegislation, security, technical or other reasons).

7. Describe in general the pre-flight, thru-flight and post-flight activities (number ofpersons, skill level, actions, duration, validity).

5.2.4. Personnel

1. What number of maintenance personnel is required at the different maintenance levels.2. What skill levels are required at the different levels.3. What specialisms are required at the different levels.4. What percentage of failures can be repaired by one person (skill level 3) per specialism

(including FOM).5. What percentage of failures can be repaired by two persons (skill level 3) per specialism

(including FOM).6. What percentage of failures can be repaired by one person (skill level 5) per specialism

(including FOM).7. What percentage of failures can be repaired by two persons (skill level 5) per specialism

(including FOM).8. Give the number of maintenance man-hours per flight hour.

Specify for the different levels in:• On-equipment, preventive maintenance;• On-equipment corrective maintenance;• Off-equipment, preventive maintenance;• Off-equipment, corrective maintenance.

5.2.5. Maintenance aids

1. What built-in maintenance aids (BIT/HMS, built-in TOs etc.) are provided (per majorsystem).

2. How often can BITs be performed (per system) without use of external cooling, poweror pneu/hydraulic equipment.

3. Which complete FOMs cannot be carried out without external equipment (cooling, pneu/hydraulic, power).

5.2.6. BIT/maintenance accuracy

1. Describe the diagnostic concept2. How accurate (what percentage) is the BIT in identifying a system failure down to the

one failing component.3. What measures have been taken to avoid ‘Can-not-duplicates’ and false alarms.

5.2.7. Battle Damage Repair

1. Describe the Battle Damage Repair (BDR) philosophy.

5.2.8. Maintenance management/controlling/data gathering

1. Describe the process, including aircrew actions, between an in-flight failure and fix ofthe failure (including administrative actions, TO-handling).

2. Which measures have been taken to reduce manual administrative actions.

5.2.9. System design (maintenance-driven)

1. Are maintenance free batteries used.2. Is a load monitoring system foreseen. Explain application.3. Give the design concept for wiring harnesses.

Key-elements: modularization, repair methods, reducing chafing, spare wires to be usedfor modification/repair, type of plugs, routing/mounting, plug keying, etc.

4. Can the A/C be moved (forward/reverse, using no engine) on internal propulsion, howfar.

5. Give the total number of different parts in the aircraft.6. Give the total number of assy’s.7. Give the total number of sub-assy’s.

5.2.10. Industrial (maintenance) support

1. Is the industry exclusively responsible for any maintenance activities. Which activities.How do we deal with these limitations during peacetime, Out-of-Area Operations andwartime.

2. Which items/systems cannot be repaired/maintained organic because of unavailability ofneeded proprietary data or non-released data.

3. Describe what (on-site) industry support Contract Engineering Technical Services(CETS) is possible/advised for the different maintenance levels.

4. Is industry support advised at the different maintenance levels, and why.

5.2.11. Maintenance scheduling

1. Describe the maintenance scheduling and administration system.2. Are A/C embedded systems integrated with maintenance scheduling/administration

systems or do they have an (open) interface with these kinds of systems.3. What phased inspection intervals are foreseen.

5.2.12.

5.2.13. System commonality

1. Describe the design philosophy with respect to commonality.2. What commonality exists within the A/C and between different weapon systems

(Government-Furnished Equipment (GFE)) or with legacy systems (including software).

5.2.13. Logistic interoperability

In the period 2010 – 2025 the A/C has to operate alongside the F-16.

1. Give an assessment of the possibilities for logistic co-operation with the F-16.

5.3 Reliability and maintainability

5.3.1. Reliability and maintainability features are both related to the system as a whole, itssystem components, spares and support equipment aspects.

5.3.2. Reliability

1. What is the Mean-Time-Between-Failures (MTBF) for the A/C itself and for the majorsubsystems. Express the MTBF in the appropriate time unit (i.e. flying hours, cycles,events, days, etc.) and compliant with the time unit used in the preventive inspectionintervals. Indicate if the given numbers are based on experiences/experiments orprognoses.

2. What is Mean-Time-To-Repair (MTTR) per A/C and per major subsystem. Indicate thegiven numbers are based on experiences/experiments or prognoses.

3. What reports about Failure Modes, Effects and Criticality Analysis (FMECA),Reliability-Centred Maintenance (RCM), and other R&M studies & reports areavailable. Describe the contents. If reports are not available, did you carry out FMECAin the past for other aircraft development.

5.3.3. Health-Monitoring System (HMS)

5.3.3.1. The Health Monitoring System (HMS) involves recording data and feeding these datainto a computer program so that potential system faults and failures can be identified, trackedand possibly predicted. First the problem is detected, then a diagnosis is made about the failuremode and its severity. It is also important to predict the evolution of the failure in order toestablish the remaining useful life of the system.

1. Give an overall description of the Health (and usage) Monitoring System (HMS) of theaircraft covering the following topics:

• Which systems of the aircraft are incorporated in the HMS.• Which systems of the aircraft are not incorporated in the HMS. What maintenance

concept is applicable for these systems.

• What are the consequences of HMS for maintenance concept (in particular preventivemaintenance and phase inspections), for the skill level of maintenance personnel and forthe usage of spare parts.

• Probabilities and accuracy of fault detection. (single fault, dual fault and false alarmrate)• To what extent has the system prognostic capabilities.• What is the average lead-time to predict failures per system of the HMS.• Which data (from which operational users, one database for all.) is used in the HMS

database.• How is HMS interrelated with other maintenance and configuration management

information systems.• What are the logistics consequences for not using HMS (for personnel, spare parts).• What are the cost savings and the effect on availability of the A/C using HMS.

5.3.4. Maintainability, airframe and subsystems

5.3.4.1. With the incorporation of a new weapon system, possibly with new technologies a needfor specific measures could arise, in order to maintain the aircraft. Also with technology evolvingrapidly, the economic lifetime of components decreases, while components become obsoleteeven within the military application period (Diminishing Manufacturing Sources (DMS)).

1. What special technologies are applied that may have an impact on maintenance activitiesand operational turn around. Describe the impact.

2. Describe specific measures necessary to maintain the aircraft in terms of personnel, time,skills, equipment, protection, security, safety, etc.

3. Describe specific measures for anti-corrosion maintenance (which parts, how, whichmaterials).

4. Describe specific measures for maintenance of Radar Cross-Section (RCS) and Electro-optical signature reducing materials covering:

• durability during operational use and maintenance• status monitoring• need for restoration after normal inspections• how long does restoration take• special tools needed for maintenance• the effect of for instance a birdstrike, lightning or frost

5. Are there any special requirements for washing the A/C (detergent, high-power waterbeam, facilities, discharge, environment, maintaining RCS, etc)

5.3.5. Maintainability, Propulsion System

1. Give a general description on propulsion system support, covering the following topics:• maintenance required.• proposed maintenance levels• skill levels and number of personnel required at the different maintenance levels• support equipment/special tools needed at different levels (including run-up facilities)• specialised (environmental conditioned) work areas required on the different

maintenance levels• which inspections require engine removal• which and how long FOM

• specialism/skill levels required for FOM• can an engine be FOM-checked (after installation) without engine run. Is full/mil power

required.• engine breakdown (modules)• number of persons needed for removal/installation• time for removal and re-installation• workspace required• what diagnostics systems (prognostic/monitoring/oil sampling) are employed• sensitivity of engine to Foreign Object Damage (FOD)

5.3.6 Maintainability, Armament system

1. Describe the armament system.Key elements: use, reloading (replaceable gun magazine, time needed), maintenance,support equipment needed, cross-servicing aspects, follow-on maintenance required afteruse of gun, firing of missiles/rockets, what skills, number of personnel, consumables,workspace, etc).

2. What interface (Mil std 1760 type) requirements are applied.3. How many types of suspension systems (racks, adapters) are foreseen.4. What support equipment is needed for removing/mounting suspension systems.

5.3.7. Maintainability, Human-Machine Interface

5.3.7.1. Modern Human-Machine Interface (HMI) philosophies for the aircrew may requirespecial technologies and special items (like personalised sticks, throttles or software, smart suitesetc.). These items may require special maintenance actions.

1. Describe reliability and maintainability philosophy of the HMI.Key-elements: special training for maintaining, testing and calibration, system upgrades,software maintenance and system upgrades at O-level.

5.4 Supply support and provisioning

1. Describe the supply support policy.Key elements: number of repairables and consumables, line-replaceable units ormodules / shop-replaceable units to be replaced at the different levels, chance ofreplacement, time needed to replace, number of (repair) sources, location of (repair)sources, pooling of repairables (consequences for CM and exchange policy), lead times,invoicing.

2. What policy will be employed on D-level repairs. Which shops will be needed by theRNLAF, which part is industry.

3. What policy will be employed to Diminishing Manufacturing Source (DMS).4. What DMS items have already been identified.

5. Give a description of the overall spares and repairables provisioning process.Key elements: asset management, transport channels, average lead time, Out-of-Areaoperations, tracking systems, real time tracking, e-labeling, best commercial practices,quick delivery in case of AOG situation, costs for deliveries, barcode scans,identification, electronic data interchange (EDI), virtual warehousing.

6. Do you employ some sort of Source Maintenance and Recoverability Coding System(such as used for the F-16).

7. What analysis is used to determine (initial) spare parts.8. Describe the return policy for excess stock. Would it be possible to change excess stock

for other, currently required materiel.

5.5 Test & support equipment and tooling (excluding mission/training supportequipment)

5.5.1. All (special) tools, test- & support equipment required to carry out all operational,maintenance and support actions associated with the aircraft. Included in this category is themaintenance performed on support equipment.

1. Describe the philosophy regarding test & support equipment.Key elements: Ruggedized, hardened, moveable, ”hot mock-up” type testers, stimuli/response type testers, automatic administration of repair-activities (learning system,coupling with other repair levels), world wide useable, logistic footprint, use at differentlevels, BIT, open architecture, COTS, quantity and diversity.

2. Describe the philosophy regarding the maintenance of test & support equipment(maintainability, reliability, supportability, maintenance tasks, calibration and testequipment, spare/ repair parts, personnel and training, data, software, facilities).

3. What types of test & support equipment at the different levels (O,I,D) are foreseen.4. What numbers of test &support equipment are needed at different levels.5. What is MTBF for major test & support equipment. (O-, I- and D- level, simulator).6. What is MTTR for major test & support equipment (O-, I- and D- level, simulator).7. Describe special test &support equipment available for Out-of-Area operations (different

from support equipment at O, I, D-level).8. Are there any limitations on test & support equipment due to climate conditions.9. What is the philosophy on the use of (special) tooling on all maintenance levels.

10. Identify major/expensive (special) tooling on all maintenance levels.

5.6 Human factors

5.6.1. During preparation, launch, recovery and maintenance humans interface with both theweapon system and the support equipment.

1. Describe the philosophy on human factors used in the design of the aircraft and thesupport equipment. What have been the effects of this philosophy on operating andsupporting the aircraft and the support equipment.

2. What measures have been taken to ensure that operating and supporting the aircraft andthe support equipment is possible while wearing (Nuclear Biological & Chemical(NBC)) protective gear.

3. Describe necessary personal protective measures required to perform maintenance.4. Are any limitations foreseen for females. What are they.5. Describe the policy on safety/health measures to assure that compliance with Dutch

regulations.6. Where does the design of the weapon system deviate from European/Dutch laws/

regulations.7. Dutch law indicates that handling of materials with a weight in excess of 25 kg is only

allowed with more than one person or with special handling equipment. What is themaximum weight of removable items. How many maintenance items are above 25 kg,and what is their weight.

8. Dutch law indicates that people working above 2.5 m ground level (= working platform)have to be protected against the risks of falling. What is the maximum working heightfor maintenance activities.

5.7 Training system

5.7.1 General

5.7.1.1. In this section the training system refers to training of aircrew and support personnel.Training of aircrew is limited to the basic flight training, qualifying for the A/C and theatreconversion training.

1. Describe the training philosophy. Key-elements: leverages former experiences,distributed & networked, deployable, reusable, modular and system-oriented, newtechnologies, commercially-best-practices, just-enough, just-in-time, maintenancerehearsal, embedded training, integration of curricula, training media, multimediacourseware, intelligent tutors and adaptive training, virtual reality, training assessmentconcept, facilities, training devices, updates, relation with technical data creation anddelivery systems.

2. What training means (such as Computer-Based Training (CBT), emulation, low-costsimulators, high-fidelity simulators, centrifuge) will be needed, developed and deliveredfor operational and maintenance training.

3. In which way is an aircraft necessary for operational and maintenance training.4. What special logistics facilities will be needed for on-the-job training.5. What is the process for determining the human performance needed to operate the

aircraft, and how will it be determined whether these requirements are trainable.6. What measures are taken to avoid the need for excessive training (actual flying) to

achieve combat-readiness.

5.7.2. Training capacity

5.7.2.1. Training the personnel of the various branches that operate or support the aircraftrequires training capacity for these groups.

1. What courses are available for the various disciplines (operations, logistics) and at whichskill levels. Specify for initial training, conversion, continuation, refresher training andstructured upgrade training.

5.7.3. Training and learning strategies

5.7.3.1. Aircrew Training is focused on teaching successful mission completion: Implementedthrough academic courses, training devices and use of the aircraft; provides a qualified wingman;supports basic, transition, and instructor courses; compatible with mission planning systems andprovides mission rehearsal.

1. Give a general overview (by means of an overall training plan) of initial skills training;conversion training; continuation training and structured upgrade training needed tooperate and deploy the weapon system. Training-elements: Part-task procedures, egress,ground operations, emergency procedures, Air-to-Air combat, Air-to-Ground combat.

5.7.3.2. Maintenance training is focused on producing maintenance personnel capable ofperforming maintenance at the different levels.

1. Give a general overview (by means of an overall training plan) of initial skills training;conversion training; continuation training and structured upgrade training needed tomaintain the weapon system.

5.7.4 Training management system

5.7.4.1. A training management and support system is used to support, maintain and to performconfiguration management and update the training system including: student management,training system schedule management, evaluation and diagnostics.

1. Give an overall description of the training management system needed to support thetraining system.

2. How is the training management and support system integrated in the training system.3. Can the training system be supported, maintained, configurated, managed and updated

by the RNLAF.

5.8 Information systems and information management

5.8.1. Information systems and information management pertain to the area of informationprocesses, information management, information systems and, more in general, all the aspects ofdigitising data and information.

1. Describe your concept on information systems and information management.Key elements:- One information system for all information or different systems.- Which aspects will be covered in information systems (for instance: operationalinformation systems, A/C availability, mission planning, qualifications of aircrews,debriefing, maintenance planning, maintenance information, spare part supply,configuration management, tracking, qualifications of maintainers, load monitoring,(virtual) warehousing, HMS, management information, financial accounting,e commerce, technical information services, security, reliability and operability ofsoftware and hardware).– Decision-support, analysis tools and planning functions.

2. Which data sources and user groups will be available (i.e. contractor, other air forces).3. How is the access to and usage of data arranged.4. What possibilities are foreseen to interface current/future information systems with the

logistic information system.5. What possibilities are foreseen to incorporate or use other weapon systems in the logistic

information system (for example, helicopters).6. Describe the use of the logistic information system when operating from a Deployed

Operating Base (DOB).7. Are Continuous & Acquisition Life-cycle Support (CALS) standards used in the design

of the information systems, and which standards.

5.9 Documentation / Information

5.9.1. This section concerns all documentation and information.

1. Describe the documentation and /information philosophy.2. Give a description of what sort of documentation will be available and in what forms.3. What kind of equipment will be available to support documentation.4. How will documentation be realised. Will the engineering database be used when

technical documentation is composed.5. Describe the application -if any- of ‘expert systems’.6. In what language will the documentation be written. What is the policy for translating

documentation (STANAG levels 1&2).7. What services will be provided by the industry to grant access to and/or to deliver

contractually required Contract Data Requirements List (CDRL) data to users.8. Describe overall TO-concept. Key-elements: use, distribution, actuality, TO-

maintenance, smart e TOs, integrated/interfaced with other systems, learning TOs/FaultIsolation (FI).

9. Are (automated) FI included in e-TOs and based on Fault reporting (FR). Elaborate.

10. What types of (TO-)interface devices (e-TO display/entry system) are foreseen formaintenance people.

5.10 Packaging, handling, storage, transport and logistics footprint

5.10.1. Packaging, handling, storage and transport

1. Describe special requirements for handling, transportation, storage, and use of materials.2. What special material is needed for packaging, handling, storage and transportation.3. Is the e-labeling (if used) modifiable by the user to change for instance the status of an

item (un-serviceable, need calibration, configuration status, etc).4. Is the aircraft road-transportable. If yes, specify the measures to be taken (before and

after the transport) and the time needed for these measures (for instance: is it possible toremove the wings.).

5.10.2. Logistics footprint

5.10.2.1. The logistics footprint consists of all logistics support equipment needed for a squadronof a maximum of 18 aircraft operating from a deployed operating base. The logistics footprintcomprises of all necessary support equipment and operational support equipment, personnel,spare parts and is excluding fuel, ammunition, weapons and housing. The aircraft with aircrewwill fly to the deployed operating base combat-ready. The amount of support has to be sufficientfor thirty days self-supporting.

1. The transportation of support equipment and spares will be carried out with standardNATO B pallets (88” x 108” with a maximum weight of 3600 kg). Define the logisticsfootprint to support Out-of-Area operations (material in number of standard NATO Bpallets).

2. What equipment may not fit in a C-130.3. What hazardous goods/materials do we have to transport when going Out-of-Area.

5.11 Facilities

5.11.1 Maintenance box

5.11.1.1. All routine type maintenance including pre-launch and recovery actions and the(re)armament of the aircraft take place within a certain space around the aircraft.

1. What is the maintenance box (length x width x height), for the typical activities: launch/recovery, (re)armament, maintenance, inspections , at the O-, I- and D- level.

2. What is the maintenance box for removing/(re)placing an engine, canopy, seat,ammunition drum, gun.

3. Are there any other systems requiring a large maintenance box for removing/(re)placing.Could you specify them.

4. What is the safe area around the aircraft for the above-mentioned activities at O-, I- andD-level.

5.11.2 Basing

5.11.2.1. Basing concerns all facility requirements needed to operate, maintain and support theaircraft. Facility requirements consist of infrastructure (including buildings, roads, runway andtaxi tracks), electrical power and terrain’s and concerns only those factors directly related to theaircraft. In this sense facility requirements do not include housing of personnel, (administrative)offices, flight tower, etc. A distinction is made between operating on a Main Operating Base anda Deployed Operating Base.

1. Specify preferred and minimum facility requirements on the Main Operating Base foroperational use, for maintenance and for support (space in m2, volume in m3, capitalequipment and utilities, etc), using the described operational concept.

2. Specify preferred and minimum facility requirements on the Deployed Operating Basefor operational use, for maintenance and for support (space in m2, volume in m3, capitalequipment and utilities, etc), using the described operational concept.

3. Specify preferred and minimum facility requirements on the Depot for maintenance andfor support (space in m2, volume in m3, capital equipment and utilities, etc).

5.12 Safety

5.12.1. Appendix D contains a list of hazardous materials prohibited under Dutch law or whichhave a very low emission value into the environment (Appendix D-section 1). Preferably none ofthe mentioned materials are to be used in the production process and the in-use phase of theweapon system. The use of the mentioned materials require all kinds of protection measurementsand regulations, therefore priority is given to the use of alternative (substitute) materials. It isexpected that the list of prohibited hazardous materials will be expanded in the future.5.12.2. Further, two lists are enclosed with possible problem materials currently identified by theDutch Ministry of Social Affairs concerning either environmental risk or occupational health riskareas. The first list (section 2) contains 132 materials of which a (limited) environmentalproblem can be expected when certain emission values are exceeded. The second list (section 3)contains 201 materials, which might cause occupational health risks if certain emission values(Maximum Allowable Value) are exceeded. The use of materials mentioned in section 2 and 3should be kept to a minimum.

1. Which materials from section 1 of the appendix D are used in the A/C and supportequipment, and in what quantity.

2. What materials, in reference to section 2 and 3, are used in those quantities thatproblems in the future may be expected.

3. What is the philosophy based on inherent dangerous situations/locations and thepossibility of inducing dangerous situations by human error.

4. What safety risks for people and environment were identified and what measures (i.e.procedures, protection) were taken to protect personnel and environment.

5. What methods were used to identify safety risks.6. What safety and health laws and regulations were employed during the design of the

aircraft.7. Does spillage of fluids occur during engine shutdown procedures and maintenance.8. Specify the quantity. What measures were taken to prevent spillage of fluids.9. What are the maximum radiation exposure levels during pre-flight and launching/

recovery activities inside and in the (close) vicinity of the aircraft.10. What type of communication systems will be used between aircrew and ground crew

during engine start-up and shut-down operations.11. Which armament systems and on-board (dangerous) systems are safeguarded.12. Describe the safety precautions employed in the armament system.13. Describe and quantify emission products of the aircraft during maintenance and during

operational use.14. Describe the safety measures necessary when towing the A/C.

5.13 Environment

5.13.1. Noise

5.13.1.1. In a densely populated country such as the Netherlands, aircraft noise characteristics area continuous issue. The following questions should be considered in this context.Information provided should be as detailed as possible, also containing environmental (relativehumidity, temperature etc.) and operational (weight, speed, thrust setting etc.) conditions.

1. Against which exterior noise criteria has the aircraft/engine been designed. Provideofficial documents, references and data if applicable.

2. What are the noise characteristics and what is the maximum noise level during groundoperations, take-off, cruise and landing operations for the different configurationsdescribed in the operational part of the RFI. Describe the method that was used todetermine the noise characteristics and noise levels.

3. What will be the maximum produced noise level inside protected aircraft shelters.4. How many times are engine-run procedures for maintenance checks necessary and how

long do these runs take.5. What support equipment, at the different maintenance levels, produces sound pressure

above 80 dB(A). How much above 80 dB(A). How often will this support equipment beused.

6. Does the aircraft produce noise when maintenance is performed in hangars (due to thefact that the aircraft system needs to operate during this maintenance). What level ofnoise. Caused by what systems. How often will this happen.

5.13.2. Emissions

1. Against which emission criteria has the aircraft/engine been designed. Provide officialdocuments, references and data if applicable.

2. Which measures have been taken to limit emission levels.3. Provide the emission index of NOx, CO, UHC and the Smoke Number for the following

conditions:• Sea-level, static: ground idle, MIL and AB• At 20000 ft: flight idle, MIL and AB

6. Quality Assurance

6.1 General remarks

6.1.1. The response on the RFI should mention the QA aspects that are listed below.

• Program- and Project management• Quality Program• Government Quality Assurance• Certification Plan (airworthiness)• Configuration Management• Test procedures

6.1.2. Since the Allied Quality Assurance Publication (AQAP) -100 standards are used as thebasis for QA requirements in RNLAF purchase contracts, evaluation of the responses on this RFIwill use AQAP-100 standards as a reference. As the ISO-9000 standard supplemented withadditional requirements for configuration management and governmental inspection is thebackbone of the AQAP-100 standard, ISO-9000 standards will also be used for this evaluation.For this RFI, AQAP-110 and as well as ISO-9001 will be used as reference for evaluation of theresponses. For software, this RFI also uses AQAP-150 as well as ISO-12207 as a reference. Forsafe operation and effective support over the lifecycle of the system a properly controlledconfiguration management (hardware and software) process in the development, production, andengineering and maintenance phase is required. For configuration management MIL-STD-973and MIL-STD-498/2176 will be used as references for responses on this RFI.

6.1.3. Type certificates and certificates of airworthiness should meet the requirements of theNetherlands aviation law which is reflected in the ”Regulation for the Qualification andContinues Airworthiness of Military Aircraft (to be) registered in the Royal Netherlands AirForce” revision 2. In accordance with this regulation the Joint Airworthiness Requirements(JAR) standards are used as a basis for the type certification and airworthiness certification. Forthe evaluation of the responses on this RFI, JAR-21 will be used as a reference.

6.1.4. Notwithstanding the aforementioned references for the evaluation of the responses on thisRFI, the RNLAF is interested in suggestions for a better and more efficient reference framework.

6.2 Questions

6.2.1. Quality Assurance

1. What quality control system is used as the basis for the development and production ofthis aircraft.

• AQAP 110 and AQAP-150.• ISO 9001 and ISO-12207.• Other.

2. If the answer to 6.2.1. A is ‘ISO 9001 and ISO-12207’, explain your configurationmanagement process and, explain on what basis governmental inspection is to beexecuted.

3. If the answer to 6.2.1. A is ‘other’, explain the difference between your system andAQAP 110 and AQAP-150.

4. The quality system mentioned at 6.2.1.A, is it only applicable for the development andproduction of this aircraft or is this quality standard used for your company as a whole.

6.2.2. Airworthiness.

1. What certification system is used as the basis for the type certification and airworthinesscertification of this aircraft:.

• JAR-21.• Other.

2. If the answer at 6.2.2.A is ‘other’, explain the difference between your system and‘JAR-21’.

6.2.3. Configuration management

In complex weapon systems knowledge of the exact configuration of the system is a requirementto optimise the use of the total system including Test & Support Equipment.

1. What configuration management system is used for the development, production, andengineering and maintenance phase of this aircraft:

• (1). MIL-STD-973.• (2). Other.

2. If the answer at 6.2.3. A is ‘other’, explain the difference between your system and MIL-STD-973.

3. What software configuration management system is used for the development,production, and engineering and maintenance phase of this aircraft:

• MIL-STD-498.• Other.

4. If the answer at 6.2.3. C is ‘other’, explain the difference between your system and MIL-STD-498.

5. Are on-board processing systems interfaced with the CM system.6. Describe the generic actions needed for making a configuration change (including

administrative tasks).

6.2.4. Test procedures.

1. Which standard is used as the basis for the development of test procedures.2. If you use only parts of this standard, explain which adaptations had to be made.

7 Life Cycle Costs

7.1 Basic Assumptions for LCC

7.1.1. Introduction

7.1.1.1. High priority will be given to the aspect of Life-Cycle Costs (LCC). Therefore an LCCcalculation will be performed. When providing data required to perform an LCC calculation,industry has to make use of the following basic assumptions as stated in § 7.1.

7.1.2. Number of aircraft to be procured

7.1.2.1. The exact number of aircraft to be purchased will be decided at a later stage. For LCCpurposes industry is requested to make three entries assuming the following numbers of aircraft:

• 100• 110• 120

7.1.3. Operations

7.1.3.1. For LCC purposes the following assumptions are made:

Number of Main Operating Bases (MOBs) 3

Maximum number of simultaneous Out-of-Area operations 2

Number of squadrons - 5 operational squadrons- 1 training squadron

Number of aircraft per squadron- 18 A/C per operational squadron- 10 A/C per training squadron- Logistic reserve of 0(zero), 10 or 20 A/C

Number of depots 1

pilot – A/C ratio 1.5

Number of flight hours per A/C per year240 (with 100 A/C)220 (with 110 A/C)200 (with 120 A/C)

Number of years the aircraft is to be used 30

Table 7.1.: Assumptions operations for LCC.

7.1.3.2. Out of Area operations include peacekeeping/ peace-enforcing operations, commitmentsand international training programs (i.e. Red Flag, Goose Bay).

7.1.4. Maintenance concept

7.1.4.1. The current maintenance concept consists of three levels:

Level Description Maintenance

O-level Organisational-level On aircraft maintenance (on-equipment), organisationpersonnel (operational squadron)

I-level Intermediate-level Back-shop maintenance (off-equipment), on-base,including phased inspections (>50hrs)

D-level Depot level

Off-base consists of:-Organic Depot (RNLAF organisation), noted inthe following as D-level-Depot Industry, noted in the following asD-level industry

Table 7.2.: Maintenance levels.

7.1.4.2. Industry is free to do additional suggestions regarding the maintenance concept if theseare more cost-effective and result in lower LCC.

7.1.4.3. Industry is also requested to give additional (price)information for the case wheremaintenance performed above I-level is done by industry for the first five years of operationaluse. In this five-year period the RNLAF can decide which maintenance tasks above I-level willbe performed at D-level and D-level and which tasks will be performed by D-level industry.

7.1.5. Personnel and skill levels

7.1.5.1. Skill levels. In table 7.3. the present skill levels of maintenance personnel is indicated.

Rank Skill level USAF level Technical training

Corporal Lowest 3 Basic

Sergeant Medium 5 Intermediate

SergeantMajor Highest 7 Experienced level 5 with

additional training

WarrantOfficer Supervisor 9 Experienced level 7 with

additional training

Officer High technicaltraining - Master, Bachelor

Table 7.3.: Skill levels.

7.1.5.2. Current personnel consists of the following categories:• Operational personnel, subdivided into:• Aircrew• Mission support and mission preparation personnel (i.e. personnel for operating

simulators, mission planning, navigation, flight instructions, etc)• Support personnel, subdivided into:• Preparation personnel (i.e. crew chiefs, assistant crew chiefs and personnel for handling

of weapons).• Maintenance personnel at O-, I- and D-levels. Further subdivided into:

* Maintenance personnel for airframe, engine and systems* Maintenance personnel for avionics (including (on-board) navigationequipment, flight controls, radio, other electronic equipment)

• Other personnel. All other personnel (i.e. personnel for material handling anddistribution, assembly of weapons, metalworkers, benchmen, painters, etc.) Industry isnot requested to give information on this topic

7.1.5.5. Maintenance personnel for airframe and systems perform maintenance activities onairframe, engine, tires, brakes, canopy, synthetic materials, oxygen, flight safety equipment, andother (mechanical) systems.

7.1.5.6. Maintenance personnel for avionics perform maintenance activities on avionics systems,navigation equipment, flight controls, radio, electrical power, batteries and other electronicsystems.

7.1.5.7. Other personnel consists of all other personnel needed.

7.1.5.8. Industry is free to do additional suggestions regarding personnel if these are more cost-effective and result in lower LCC.

7.1.6. Training concept

7.1.6.1. Aircrew training concept. Currently the aircrew receives basic flight training by owninstructors. After this training, qualification for the F-16 takes place with the USAF. Upon

graduation the aircrew receives a theatre conversion training. After this the aircrew is transferredto an operational squadron and will fly a yearly training program.

7.1.6.2. Support personnel training concept. The current concept is to provide training as muchas possible by own instructors. In order to achieve this instructors were trained by the industryonly during the introduction of the aircraft.

7.1.7. Initial logistics support costs

7.1.7.1. All initial logistics support costs except spare parts are to be based on operation with allA/C to be purchased.

7.1.8. Initial spare parts

7.1.8.1. The amount of initial spare parts needed is to be based on 2 (two) years of operationswith 36 A/C, each flying 200 hours per year, operating from 2 MOBs as a maximum and 1 (one)Out-of-Area operation.

7.1.9. Test & Support Equipment (T&SE)

7.1.9.1. Health Monitoring System is considered a part of T&SE.

7.1.10. Means of transport

7.1.10.1. Industry is requested to give only those costs concerning special means of transport thatare needed (for example truck with air suspension for transporting engine, if necessary).

7.1.11. Weapons

7.1.11.1. Industry is requested to give the costs of certifying the current stock of weaponry, seetable 4.5.

7.2. General remarks

7.2.1. Data required for LCC

7.2.1.1. Data is required in all three main areas. For an answering format see table 7.4.

Section &paragraph. nr.

Question nr(Alpha –code) Answer (entry) Reference

Documents

Answer (detailed)

Tabel 7.4:. Answering format LCC.

7.2.1.2. Following data is required to be able to perform an LCC calculation concerning theevaluation of the candidates for the replacement of the F-16.

7.2.1.3. Data required from industry is indicated with a capital character possibly followed bysub-questions indicated with a character in brackets in this document. The industry is requestedto provide this data. If it is not possible to provide the data in detail, the industry is requested toprovide data of a higher aggregation level or to give an estimation of the costs.

7.2.1.4. When parametric calculations are used to calculate costs please give the parametricformula and parameters. For all data industry is requested to indicate whether data is derivedfrom theoretical assumptions or from experience.

7.2.1.5. If the industry does not supply data an estimation will be made by Project Office VF16.These estimations will be conservative.

7.2.1.6. All prices should be quoted in Euro’s (economic conditions of May 1999).

7.3 Costs concerning the initial investments

7.3.1. Level 1 – Life-Cycle Costs

7.3.1.1. Life-cycle costs (LCC) encompass all costs incurred by the owner of theequipment in connection with its acquisition, operation and support at the requiredstandard of performance (exploitation), and, after the life-time of the A/C, its disposal.

7.3.1.2. Level 1 costs are sub-divided into three level 2 costs:• Costs concerning initial investments• Exploitation costs• Disposal cost

7.3.2. Level 2 - Costs concerning the initial investments

7.3.2.1. At level 2 Costs concerning the initial investments are subdivided into the following(indicated as different levels 3):

• Procurement costs of the aircraft• Logistic support costs• Preparation costs• Other costs

7.3.3. Level 3 - Procurement costs of the aircraft

7.3.3.1. At level 3 Procurement costs of the aircraft are subdivided. The following data isrequired:

1. Price per aircraft (including gun, excluding other weapons)2. Price and number of additional weapons3. Possible discount rate4. (Design) modification costs5. Development costs

This includes costs for the certification of the current weapons.

7.3.4. Level 3 – Initial logistic support costs

7.3.4.1. At level 3 initial logistic support costs are subdivided. The following data isrequired:

1. Initial costs for training. The price per course or the price per student for each initialcourse. These costs include, but are not necessarily limited to:

1. Initial costs for training aircrew• Instructor costs• Training equipment (excluding simulators)• Training material

2. Initial costs for training mission support and mission preparation personnel• Instructor costs• Training equipment (excluding simulators)• Training material

3. Initial costs for training preparation personnel• Instructor costs• Training equipment (excluding simulators)• Training material

4. Initial costs for training maintenance personnel for airframe and systemsSpecify for O-, I- and D- levels:

• Instructor costs• Training equipment (excluding simulators)• Training material

5. Initial costs for training maintenance personnel for avionicsSpecify for O-, I- and D- levels.

• Instructor costs• Training equipment (excluding simulators)• Training material

2. Initial costs for spare partsThe costs of the initial package of spare parts. Specify for O-, I- and D- level and Out-of-Area operations.

3. Initial costs of Test and Support Equipment (T&SE)The costs of the initial package of T&SE. Specify for O-, I- and D- level and Out-of-Area operations.

4. Initial costs for (special) toolsThe costs of the initial package of (special) tools. Specify for O-, I- and D- level andOut-of-Area operations.

5. Initial costs for documentationThe costs of the initial package of each type of documentation. These costs include, butare not necessarily limited to:

1. Initial costs for operational documentation2. Initial costs for support documentation6. Initial costs computer hardware(e.g. interfaces) and software

The costs of the initial package for each type of hardware or software. This includesaccess rights to and the usage of databases and database information.

7. Initial costs for means of transportThe costs of the initial package of means of transport in order to be able to operate withthe system.

8. Initial costs for ammunition (gun)The costs of the initial package of ammunition for the gun.

9. Initial costs of simulatorsThe costs of the initial package of simulators. Specify costs per type of simulator (i.e.simulator for training aircrew, simulator for training support personnel (Computer-basedtraining)).

10. Initial costs of mission preparation and mission support equipment The costs of theinitial package of mission preparation and mission support equipment.

7.3.5. Level 3 - Preparation cost

7.3.5.1. level 3 Preparation costs are subdivided. The following data is required:

1. Costs of transport, distribution and installation costs of the aircraft and other equipmentCost of transportation, distribution and installation before the aircraft can be taken intooperation. These costs include, but are not necessarily limited to:

1. Transport and distribution costs2. Installation costs

7.3.6. Level 3 - Other costs

7.3.6.1. Other costs are not subdivided, the following data is required:

1. Other costs. Any other costs not mentioned above concerning the initial investments.

7.4 Exploitation costs

7.4.1. Level 2 – Exploitation costs

7.4.1.1. At level 2 Costs concerning Exploitation are subdivided into the following level 3 Costs:

• Operational costs• Support costs

7.4.2. Level 3 - Operational costs

7.4.2.1. At level 3 Operational costs of the aircraft are subdivided. The following Datais required:

1. Personnel costs operational personnelThe industry is requested to provide number and skill level of personnel required.Industry is requested to provide different skill levels per personnel type required. Thesecosts include, but are not necessarily limited to:

Costs of mission support and mission preparation personnel:1. Number of mission support and mission preparation personnel;2. Skill level of mission support and mission preparation personnel;2. Costs of periodic training operational personnel

The costs for periodic training for each type of personnel and the costs for maintenanceof training equipment of operational personnel as well as the costs of additionalprocurement of training equipment for operational personnel during the life-cycle of theaircraft. This does not include simulators for operational personnel; these costs are notedseparately at 7.4.2.1. EThese costs include, but are not necessarily limited to:

1. Cost of periodic training aircrew.• Instructor costs• Training equipment (excluding simulators)• Training material

2. Costs of periodic training mission support and mission preparation personnel.• Training equipment (excluding simulators)• Training material

3. Costs of update service of documentation for operational personnel.The costs for updates and replacement for each type of documentation for operationalpersonnel.

4. Mean fuel consumption per flight hour (in lbs).5. Costs of simulators for operational personnel.

The costs for maintenance and updates of simulators for operational personnel and thecosts of additional procurement of simulators for operational personnel during the lifecycle of the aircraft.

6. Costs of mission preparation and mission support equipment.The costs for maintenance and updates of mission preparation and mission supportequipment and the costs of additional procurement of mission preparation as well asmission support equipment during the lifecycle of the aircraft.

7.4.3. Level 3 - Support costs

7.4.3.1. At level 3 Support costs are subdivided. The following data is required:

1. Personnel costs support personnelThe industry is requested to provide type, number and skill level of personnel required. Theindustry is also requested to provide the number of maintenance hours per flight hourrequired on O-, I- and D- level, specified per type of personnel. Industry is requested togive different skill levels per personnel type required.These costs include, but are not necessarily limited to:• Costs of preparation personnel

1. Type and number of preparation personnel;2. Skill level of preparation personnel per type;• Costs of maintenance personnel for airframe and systems at O level

3. Type and number of maintenance personnel for airframe and systems at O level;4. Skill level of maintenance personnel for airframe and systems at O level per type;5. Number of maintenance man-hours per flight hour for airframe and systems required at

O level, specified per type. Divide into the following categories:* On-equipment scheduled (preventive) maintenance* On-equipment unscheduled (corrective) maintenance* Off-equipment scheduled (preventive) maintenance* Off equipment unscheduled (corrective) maintenance

• Costs of maintenance personnel for airframe and systems at I level6. Type and number of maintenance personnel for airframe and systems at I level;7. Skill level of maintenance personnel for airframe and systems at I level per type;8. Number of maintenance man-hours per flight hour for airframe and systems required at I

level, specified per type. Divide into the following categories:* On-equipment scheduled (preventive) maintenance* On-equipment unscheduled (corrective) maintenance* Off-equipment scheduled (preventive) maintenance* Off equipment unscheduled (corrective) maintenance

• Costs of maintenance personnel for airframe and systems at D level9. Type and number of maintenance personnel for airframe and systems at D level;

10. Skill level of maintenance personnel for airframe and systems at D level per type;11. Number of maintenance manhours per flight hour for airframe and systems required at D

level, specified per type. Divide into the following categories:* On-equipment scheduled (preventive) maintenance* On-equipment unscheduled (corrective) maintenance* Off-equipment scheduled (preventive) maintenance* Off equipment unscheduled (corrective) maintenance

• Costs of maintenance personnel for avionics at O level12. Type and number of maintenance personnel for avionics at O level;13. Skill level of maintenance personnel for avionics at O level per type;14. Number of maintenance manhours per flight hour for avionics required at O level,

specified per type. Divide into the following categories:* On-equipment scheduled (preventive) maintenance* On-equipment unscheduled (corrective) maintenance* Off-equipment scheduled (preventive) maintenance* Off equipment unscheduled (corrective) maintenance

• Costs of maintenance personnel for avionics at I level15. Type and number of maintenance personnel for avionics at I level;16. Skill level of maintenance personnel for avionics at I level per type;17. Number of maintenance manhours per flight hour for avionics required at I level,

specified per type. Divide into the following categories:* On-equipment scheduled (preventive) maintenance* On-equipment unscheduled (corrective) maintenance* Off-equipment scheduled (preventive) maintenance* Off equipment unscheduled (corrective) maintenance

• Costs of maintenance personnel for avionics at D level18. Type and number of maintenance personnel for avionics at D level;19. Skill level of maintenance personnel for avionics at D level per type;20. Number of maintenance manhours per flight hour for avionics required at D level,

specified per type. Divide into the following categories:* On-equipment scheduled (preventive) maintenance* On-equipment unscheduled (corrective) maintenance* Off-equipment scheduled (preventive) maintenance* Off equipment unscheduled (corrective) maintenance

• Costs of maintenance performed at D level industryThe costs of maintenance performed by industry.These cost include but are not necessarily limited to:

21. Costs of a maintenance manhour at D level industry;22. Number of maintenance hours per flight hour at D level industry required.2. Costs of periodic training support personnel

The costs for periodic training for each type of personnel and the costs for maintenanceof training equipment for support personnel as well as the costs of additionalprocurement of training equipment for support personnel during the life-cycle of theaircraft. This does not include simulators for support personnel, these costs are noted at7.4.3.1. K.These costs include, but are not necessarily limited to:

• Cost of periodic training preparation personnel1. Training equipment (excluding simulators);2. Training material;• Costs of periodic training maintenance personnel for airframe and systems

Specify for O-, I- and D- level.3. Training equipment (excluding simulators);

4. Training material;• Costs of periodic training maintenance personnel for avionics

Specify for O-, I- and D- level.5. Training equipment (excluding simulators);6. Training material.3. Costs of spare parts consumption

The costs of the consumption of both consumable and repairable spare parts per year.Specify for consumables and repairables at O-, I- and D- level.

4. Costs of Test and Support Equipment (T&SE)The costs for maintenance of T&SE and the costs of additional procurement of T&SEduring the life cycle of the aircraft. Specify for O-, I- and D- levels, Out-of-Areadeployment T&SE.

5. Cost of (special) toolsThe costs for maintenance of (special) tools and the costs of the additional procurementof (special) tools during the life cycle of the aircraft. Specify for O-, I- and D- levels andOut-of-Area deployment (special) tools.

6. Costs of update service of documentation for support personnelThe costs for updates and replacement for each type of support documentation.

7. Costs of updating supporting computer (not embedded) hardware and softwareThe costs of using hardware or software per year, the total costs of maintenance onhardware and the total costs of modifications on software per year. This includes accessrights to, updates and the usage of databases and database information.

8. Transport costsCosts of transporting system, logistic support items and spare parts per year, costs ofusing means of transport and the costs of possible replacement of means of transport.This includes the costs of dispatching parts to industry.

9. Cost of recommended and mandatory modifications to the aircraftThe costs of modifications to the aircraft during life-cycle.

10. Costs of (midlife) updates of the aircraftThe costs of updates of the aircraft during life-cycle.

11. Costs of simulators for support personnelThe costs for maintenance and updates of simulators (Computer-Based Training) forsupport personnel and the costs of additional procurement of simulators for maintenancepersonnel during the life-cycle of the aircraft.

7.5. Disposal costs

7.5.1. Level 2 - Disposal costs

7.5.1.1. At level 2 Costs concerning Disposal are subdivided into the following level 3 Costs:• Disposal costs of the aircraft• Logistic support costs

7.5.2. Level 3 - Disposal costs of the aircraft

7.5.2.1. At level 3 Disposal costs of the aircraft are subdivided. The following data is required:

1. Possible retail price of the aircraft or aircraft subsystems2. Costs of removing the aircraft from operational use3. Costs to dismantle or destruct the aircraft or aircraft subsystems

7.5.3. Level 3 - Logistic support costs

7.5.3.1. At level 3 Logistic support costs are subdivided. The following data is required:

1. Cost of disposal of logistic support equipmentThe cost of the disposal of logistic support equipment.These costs include, but are not necessarily limited to:

1. Possible retail price of logistic support elements2. Costs of removing logistic support elements3. Costs to destruct logistic support elements

8 Contract Management

8.1. Introduction

8.1.1. This Request for Information is a solicitation for information and Price & Availability(P&A) data for planning purposes. The Government does not intend to award a contract on thebasis of this solicitation or otherwise pay for the information solicited, however importantdecisions on the continuation of the F-16 replacement process will be based on it. Please beaware that finally the Minister of Defence, after consultation of the Dutch Parliament, will decideabout the contents of this project (including number and quality of fighter aircraft to beprocured).

8.2. Contractual requirements

8.2.1. If the procedure is to be continued by sending RFP’s the following aspects have to betaken into account:

8.2.1.1. Dutch law will be the applicable law in the contract.

8.2.1.2. The contract will be drafted in the English language.

8.2.1.3. The contract will have to contain the usual clauses used by the Ministry of Defence, thebasis of the clauses is the model contract used by the contracting agencies of the Ministry ofDefence (MOD).

8.2.1.4. The application of any general terms and conditions used by Industry will explicitly berejected.

8.2.1.5. The contract will contain additional conditions and clauses for Government procurement,such as:

• Intellectual property rights (IPR). If research and development activities emerge formthe contract (including customer-specific software development) and those activities areentirely paid for by the Dutch Government, transfer of IPR is prohibited;

• Most favoured customer clause. The price to be paid by Dutch Government will notexceed the price in the event of third party sales for comparable items;

• Royalties. Possible third party sales may be agreed upon against royalties to beestablished depending on circumstances;

• Audit. The State of the Netherlands shall be entitled to have the price, the pricebreakdown and the price conditions verified by the Ministry of Defence Audit Agency,before, as well as during, execution of the contract, especially in connection withmaintenance. These conditions will also be imposed on sub-contractors and suppliers;

• Quality Assurance. QA requirements and configuration management (see section 6).

• System responsibility. Supplier has the overall system responsibility, e.g. integration,ILS, etc. Supplier guarantees a life of type with regard to design, construction, softwareand materiel failures. For normal wear and tear a different period of guarantee will beagreed upon. The applicability of guarantee conditions may be dependent on properperformance of maintenance.

8.3. International co-operation

8.3.1. During the RFI-evaluation RNLAF will orientate on possibilities concerning mutualGovernmental co-operation in a development and / or production program of fighter aircraft.

APPENDIXAto Request forInformationdate: June 2th 1999

Operational Requirements letter to Parliament (A-letter)

Ministry of Defence APO Box 20701 To:2500 ES The Hague The Speaker of the Lower HouseTelephone 070-3188188 of the States-GeneralTelex 31337 MVD/GV/NL Plein 2Fax 070-3187888 2511 CR The Hague

cc:The Speaker of the Upper Houseof the States-GeneralBinnenhof 212513 AA The Hague

Your letter Your ref Our ref DateS99004688 9 April 1999

SubjectStatement of requirement for replacement of F-16 fighteraircraft

IntroductionThe F-16 fighter aircraft provides the Netherlands with a weaponsystem which is well tailored to the high demands concerningrapid deployability, mobility, flexibility and internationalinteroperability which are made of modern weapon systems.Although the F-16 is currently being radically modernised(midlife update), it is necessary to look to the future and tostart considering the replacement of the F-16 in the period2010-2025 in good time. Without additional measures, the first

Dutch F-16s will reach the end of their technical lifespan from2010 onwards.

A project as important as the replacement of fighter aircraftrequires thorough preparation, whereby political, financial,military and industrial aspects are viewed in cohesion. For thisreason, I intend to begin the combined preliminary/study phaseof the Defence Materiel Selection Process this spring. Thisletter is the starting point for this process and contains, aswas announced in the Framework Memorandum for the 2000 DefenceWhite Paper, an operational statement of the requirement.Current alternatives are also stated.The fact that a study is already being carried out into thesuccessor to the F-16 is due to the Engineering andManufacturing Development (EMD) phase of the Joint StrikeFighter (JSF) project mentioned in the Framework Memorandum. Adecision as to whether the Netherlands is able or willing toparticipate in this will have to be made in the year 2000 anddepends, among other things, on which operational and financialadvantages this offers the Defence organisation, in particularwith regard to the contribution the developer of a new fighteraircraft expects from the government and the degree ofparticipation by Dutch companies in development and manufacture.

Operational statement of requirementThe Framework Memorandum states that, in view of the diversityof risks and threats, our country must be able to make acontribution to various operations for the protection of theNATO treaty area and for peacekeeping and crisis managementbeyond it. The Netherlands will only deploy its armed forcesoutside the Kingdom of the Netherlands in an internationalalliance. This involves modules which fit in well withcontributions from other countries. The Dutch armed forces areregularly called upon to participate in crisis managementoperations. In the interest of interoperability, deploymentwithin an international alliance requires compatibility with thetechnological developments of our Allies.

Air power plays a major role in modern military operations, inwhich units of various Services increasingly operate jointly.Gaining and maintaining air superiority is necessary to protectthe armed forces in the allied coalition and civilian personnel

and to offer as much freedom of operation as possible. Airdefence, air reconnaissance, escorts and attacking groundtargets are important tasks for air forces, which shouldpreferably be flexible enough to fulfil various tasks.

In purchasing the F-16s, for this reason a modern, qualitativelyhigh-grade fighter aircraft from the mid-combat capability rangewas opted for: a multirole aircraft which can be deployed inmany operational scenarios. In comparison with specialisedaircraft, a mid-range aircraft remains financially viable forthe Netherlands. In choosing such an aircraft, with thepotential for growth to be efficiently deployed for longperiods, a good balance was found between cost and operationalcapacities. The validity of that decision to purchase the F-16has been proved right up to the present day. The currentdeployment of F-16s in the ”Allied Force” operation is a clearexample of this.

The technological development of air power is of such a naturethat considerations on the replacement of the F-16 need to bemade in a long-term perspective. In recent conflicts, cruisemissiles have been used in addition to fighter aircraft. Ground-based air defence systems, combat helicopters and unmannedobservation aircraft form the spectrum in which the tasks of thefighter aircraft, both now and in the future, will have to beassessed. The development in the long term of unmanned aircraftfor attack tasks will also have to be considered. What influencethese developments will have for the way in which provisions fora successor to the F-16 will be made can only be determined overthe course of time. These developments will also have to beincluded in the study phase.

The Framework Memorandum includes the policy intention ofdisbanding one F-16 squadron. In determining, at a later stage,the number of fighter aircraft which will have to be purchasedas a replacement for the remaining capacity, partly in the lightof requirements resulting from future operational conditions,account will need to be taken of the qualitative improvement inthis aircraft in relation to its predecessor. No statement canyet be made on the number of aircraft which will need to bepurchased. For planning purposes, it is assumed that the

replacement of the F-16s will cost at least NLG 10 billion (1998price indication).

AlternativesThe study phase will research thoroughly any long-term developments and thevarious aircraft which are candidates for successsion of the F-16. It mustalso be determined which functions the fighter aircraft need to be able tofulfil during the first half of the 21st century, and whether an existingaircraft or one under development qualifies within Dutch financialparameters.

Against this background, detailed information will be obtainedduring the study phase on the Boeing F/A-18 E/F Super Hornet,the Dassault Rafale, the Eurofighter 2000, the F-16 ‘block 60+’,the JSF project and the Saab/JAS-39 Gripen. Other alternativeswhich will be looked at during this study phase include keepingthe F-16 in service for longer than is currently expected andthe end-life update. When assessing these alternatives, accountwill be taken of the Netherlands’ good past experience of theinherent flexibility of the mid-range F-16 multirole fighteraircraft, which is deployed for various different tasks.

Industrial involvementFor each alternative, the opportunities for Dutch companies toqualify for projects in the context of participation and/orcompensation will also be considered. Like Denmark and Norway,since 1997 the Netherlands has participated in the requirementvalidation project for the concept-demonstration phase of theJSF project, about which my predecessor informed the Lower Houseon 20 December 1996. Incidentally, the decision to make NLG 150million in subsidies available to Dutch aviation companies whichwish to qualify for orders relating to the JSF project is not acontribution to the development of the JSF. Possible involvementby Dutch industry in the JSF project will by definition not meanthat an assumption should be made on a later decision concerningthe replacement of the F-16.

FurthermoreThe combined preliminary/study phase is geared to obtaininginformation for careful decision-making on the type, thetimetable for decision-making, the quantity and the question ofwhether there will be participation in the development of a new

aircraft. Manufacturers from various countries will be invitedto provide information on aircraft which they currently offer orwill do so in the future. The replacement of the F-16s will bediscussed in both political and official contacts with othercountries. The study phase will also investigate how and whatother countries decide on the future of their fighter aircraftand what those decisions are. Activities during the study, suchas negotiations with manufacturers, may of course not anticipateany decisions to be taken later. After all, this would harm theopportunity to assess carefully all political, military,financial and industrial aspects as a whole.

Partly in view of the development of the European Security andDefence Identity (ESDI), related developments within theEuropean defence industry and the transatlantic securityrelationship, political aspects are involved in the choice ofeither an American or European aircraft. Important militaryaspects include operational qualifications, effectiveness,security, logistic and maintenance aspects and compatibilitywithin international alliances (interoperability). In additionto the cost of purchase, life cycle costs are also important.The advantages and disadvantages of co-development versus ‘off-the-shelf’ purchase also need to be thoroughly assessed. Theseaspects will also be included in the study phase.

ConclusionThe study phase announced in this document reflects the carewhich needs to be taken with such a major project as thereplacement of fighter aircraft. The Defence White Paper, whichwill outline the basis for the defence policy for the coming tenyears, will of course also discuss the succession to the F-16.Using the information obtained during the preliminary/studyphase, I intend to make a proposal on the continuation of theF-16 replacement project to the Lower House at the end of theyear 2000.

STATE SECRETARY FOR DEFENCE

H.A.L. van Hoof

APPENDIXB

to Request forInformationdate: June 2th 1999

Maintenance Concept

1. The RNLAF uses a three-level maintenance concept for the F-16: (see tabel 7.2)

2. The maintenance concept for the deployed operating base and the main operating base is thesame, except for the extensive I-level support (the 200 flight hours - inspection is only carriedout at the MOB).

3. Personnel skill levels:

Skill level Rank USAF level Technical training

Lowest Corporal 3 Basic

Medium Sergeant 5 Intermediate

Highest Sergeant Major 7, experienced level 5 Additional training

Supervisor Warrant Officer 9, experienced level 7 -

Officer Officer - High technical training,Master/Bachelor

Table 9.2. Skill levels

4. In table 9.3. the numbers are given of the different skills and skill levels within an operationalsquadron.

Generic F-16 squadron

Level3

Level5

Level7

Level9 Lt Capt Major LtCol Totals

Operations

Pilots 8 16 1 1 26

Intelligence 1 1 1 3

Administration 1 1 2

Navigation 2 1 3

Flight Technicalsupport 4 1 5

General support 1 1 1 3

Ground defence 1 1

Maintenance

Mechanical aircraft 14 37 8 4 1 1 65

Weapons 4 15 3 1 23

Avionics 10 4 1 1 16

Mechanical Engine 5 2 7

Support Equipment 2 1 3

Survival Equipment 1 2 3

Drivers 8 8

Material handling 1 1 2

Totals 32 74 24 8 11 18 2 1 170Table 9.3. Generic F-16 Squadron skill levels

5. I-level maintenance on a MOB for the support of two generic F-16 squadrons is beingperformed by a support squadron. The different skills and skill levels of this support squadronare indicated in the next table.

I-level maintenance support squadronLevel 3 Level 5 Level 7 Level 9 Lt Capt Maj Total

Officers 3 1 1 5General logistics 1 9 5 15Mechanical aircraft 11 29 5 2 1 48Weapons 7 9 1 1 1 19

Avionics + ECM 4 13 2 1 1 21Mechanical Engine 11 13 1 1 26Vehicles/Supp Eq/Lox 13 22 2 2 39Survival Equipment 5 4 1 10Drivers 1 1Administrative 1 1 3 5Painting 3 1 4Sheet metal workers 5 1 1 7NDI 3 1 1 5Bench workers 5 3 1 9

Total 61 103 26 15 6 2 1 214Table 9.4. Generic I-level Squadron skill levels

6. Besides the above given maintenance support squadron each base has its own logisticsquadron which comprises mainly materiel handling personnel, weapons assembly personnel and(fuel truck) drivers. The total strength of this squadron is about 150 men.

7. Depot level support is divided in organic (depot level) maintenance and industry (depotlevel) maintenance. About 55 percent of the depot level support is done by industry and 45percent is done at our organic depots. The current policy is that the decision to have activitiescarried out at organic depot level versus industry is based on:

• The strategic need to be able to do the activities;• The strategic need to have the knowledge to do the activities;• Economical reasons and/or timely repair.

8. The organic depot support totals about 350.000 direct labour hours, divided between Avionics,Mechanical aircraft systems and jet engine depot related maintenance. These hours include large(on aircraft) modifications, repair and modification activities for (engine) modules and spareparts and F-16 related engineering support activities.

APPENDIXCto Request forInformationdate: June 2th 1999

List of abbreviations

A/C AircraftA-A Air-to-AirAAA Anti Aircraft ArtilleryAAM Air to Air MissileAB After Burner (Reheat)ABDR Aircraft Battle Damage RepairACACMI Air Combat Manoeuvring InstrumentationnACACN Aircraft Class NumberACE Allied Commander EuropeADI/X Air Defence Interdiction/ADX Air Defence (general: Air to Air)ADX/TAR Air Defence/Tactical Air ReconnaissanceAEW Airborne Early WarningA-G Air-to-GroundAGL Above-Ground LevelAIM Air Intercept MissileAJO RNLAF-Directorate of Operations/Fighter DivisionAME Alternate Mission EquipmentANR Active Noise ReductionAOA Angle Of AttacackAOG Aircraft-on-GroundASD RNLAF-Aeronautical System, Directorate/F-16 DivisionASIP Aircraft Structural Integrity ProgramBDA Battle Damage AssessmentBDR Battle Damage RepairBIT Built-In TestBVR Beyond Visual RangeC2 Command and ControlC4ISR Command, Control, Communications, Computers, Intelligence,Security and RecceCAD Cartridge-Active Devices

CALS Continuous and Acquisition and Life-Cycle SupportCAP Combat Air PatrolCAS-number Chemical Abstracts Service registry numberCapt CaptainCAS Close Air SupportCBT Computer-Based TrainingCBU Cluster BombsCCB Configuration Control BoardCDRL Contract Data Requirements ListCE Conformité EuropiènneCETS Contract Engineering Technical ServicesCGF Computer-Generated ForcesCI Configuration ItemsCITIS Industry Integrated Technical Information ServicesCM Configuration managementCND Can Not DuplicateCOTS Commercial Off-the-ShelfCPCI Computer Program Configuration ItemsCPL CorporalCPR Compressor Pressure RatioCRT Cathode Ray TubeDEW Directed Energy WeaponsDIS Distributed Interactive SimulationD-level Depot-maintenance level (including maintenance at Industry)DMS Diminishing Manufacturing SourceDOB Deployed Operating BaseDRFM Digital Radio Frequency memoryEA Early AttackECM Electronic Counter MeasuresEDI Electronic Data InterchangeEMC Electro Magnetic CompatibilityEMCON Emission ControlEMP Electromagnetic PulseEO Electro-OpticalEPAF European Air ForcesEPM Electronic Protection MeasuresEPU Emergency Power UnitESD Electric Static DischargeESM Electronic Support/Suppression measurese-TOs Electronic Technical OrdersEW Electronic WarfareFBA/C Fighter Bomber Attack/FBX Fighter Bomber (general: Air to Ground)FCS Flight Control SystemFI Fault Isolation

FLIR Forward Looking Infra RedFMECA Failure Modes, Effects and Criticality AnalysisFMS Foreign Military SalesFOD Foreign Object DamageFOM Follow-on maintenanceFOR Field of RegardFPR Fan Pressure RatioFR Fault ReportingFSR Field Service Reportft feetFTIT Fan Turbine Inlet TemperatureGFE Government-Furnished EquipmentGPS Global Positioning SystemHF/VHF/UHF (Very and Ultra) High FrequencyHLA High-Level ArchitectureHMCS Helmet-Mounted Cueing SystemHMD Helmet-Mounted DisplayHMI Human-Machine InterfaceHMS Health Monitoring SystemHOTAS Hands-On Throttle And StickHSD Horizontal Situation DisplayHUD Head-Up DisplayHW HardwareIARC International Agency for Research on CancerIAT Individual Aircraft TrackingIATA International Aviation Transport ArrangementsICAO International Civil Aviation OrganisationID IdentificationIETO Interactive Electronic Technical OrderI-level Intermediate maintenance levelILS Integrated Logistics SupportIOC Initial Operational CapabilityIPC Illustrated Parts CatalogueIPR Intellectual property rightsIR Infra RedIRF Immediate Reaction-ForceIRSTS Infra-Red search and track setISA International Standard AtmosphereISD Instructional System DevelopmentIWSM Integrated Weapon System Management or ManagerJAR Joint Airworthiness RequirementJG Job GuideKCAS Knots Calibrated AirspeedKTAS Knots True AirspeedKts knots

Lbf pounds forceLbs poundsLCC Life-Cycle CostsLCD Liquid Crystal DisplayLCN Load Classification NumberLO Low ObservabilityLORA Level-Of-Repair AnalysisLOX Liquid OxygenLPI Low Probability of InterceptLRM Line-replaceable ModuleLRU Line-Replaceable UnitLSA Logistic Support AnalysisLt LieutenantLtCol Lieutenant ColonelMANPAD Man-carried Propellant Active DevicesMAC (MAV) Maxmaal aanvaardbare waarde (Maximum AllowableValue)MDF Main Defence ForceMFD Multi-Function DisplayMFHBFA Mean Flight Hours Between False AlarmsMIDS-FDL Multifunctional Information Distribution System FighterData LinkMIDS-LVT Multifunctional Information Distribution System LowVolume TerminalMil Specs Military SpecificationsMil Standards Military StandardsMIL Military (power)MLU Mid-Life UpdateMLW Maximum Landing WeightMNFP Multi-National Fighter ProgramMOB Main Operating BaseMOD Ministry of DefenceMOU Memorandum Of UnderstandingMSL Mean Sea LevelMSS Mission Support SystemMTBF Mean Time Between FailureMTOW Maximum Take-off WeightMTTR Mean Time To RepairMWF RNLAF-Directorate of Material Management/Fighter DivisionMWS Missile Warning SystemNATONATO North Atlantic Treaty OrganisationNBC Nuclear, Biological, ChemicalNDI Non Destructive InvestigationNIVR Netherlands Agency for Aerospace ProgrammesNL Netherlands

NLR National Aerospace LaboratoryNM Nautical MileNPG Network Participation GroupsNSA National Security AgencyNSN NATO Stock NumberNVG Night Vision GogglesOBOGS On-board Oxygen Generation SystemOFP Operational Flight ProgramO-level Organisational maintenance levelO-o-A Out-of-AreaOOD Object-Oriented DesignORBAT Order of BattleOTA Operational Turn AroundPAD Propellant Active DevicesP&A Price & AvailabilityPCOF Probable Cause of FailurePGM Propellant Guided MissilePI Phase InspectionPN/SN Part Number / Serial NumberPO Project OfficePOL Petrol Oil and LubricantsPPM Parts Per MillionPU Personal UtilityQA Question and AnswerR&M Reliability and MaintainabilityRCM Reliability-Centred MaintenanceRCR Runway Condition RatingRCS Radar Cross-SectionRecce ReconnaissanceRF Radio FrequencyRF Reaction ForcesRFI Request For InformationRFP Request For ProposalRFW Radio Frequency WidthRNLAF Royal Netherlands Air ForceSAF/AQ Secretary of the Air Force/AcquisitionSAM Surface-to-Air MissileSAR Synthetic Aperture RadarSE Support EquipmentSEP Specific Excess PowerSGR Sortie Generation RateSHAPE Supreme Headquarters Allied Powers EuropeSNR Senior National RepresentativeSOT Static Output TemperatureSPO System Program Office

SRU Shop-Replaceable UnitST Swerling TypeSTANAG Standard NATO AgreementSu SukhoiSW SoftwareT&SE Test and Support EquipmentTAS True Air SpeedTCM Total Corrective Maintenance timeTET Turbine Entrance TemperatureTLV Time Limiting ValueTMSS Training System Management and Support SystemTNO Netherlands Organisation for Applied Scientific ResearchTO Technical OrderTRI Tactical Recce ImaginaryTRO Tactical Recce OpticalTSD Tactical Situation DisplayTVC Thrust Vectoring ControlU/E Unit-EquippedUAV Unmanned Aerial VehicleUSAF United States Air ForceUV Ultra VioletUWB Ultra-Wide BandVF16 RNLAF-Vervanging F-16W/sr Watt per ster-radianWEU Western European Union

APPENDIXDto Request forInformationdate: June 2th 1999

List of hazardous materials

Section 1:

List of materials of which the use, handling and disposal are highly restricted by law. For eightproducts legislation is effective and for another fifteen products priority is given to thepreparation of legislation

In the Netherlands the use, handling and disposal of is highly restricted by law. The maximumemission values are in conformity with the European community regulations.Maximum emission value; Dutch: Maximaal Aanvaardbare Concentratie (MAC),

English: Time Limited Value (TLV)

Legislation is effective for the following materials:

1. Asbetos2. Methylbromide3. Hexachlorocyclohexane4. CFK5. PCP6. PCT7. Trichloroethane 1,1,1-8. Tetracloromethane

Legislation is in preparation for the following materials:

9. Acrylonitril10. Carbonmonoxide11. Chlorophenole12. Dicloroethane 1,2-13. Dichlotomethane14. Dioines15. Ethyleneoxide16. Fluoranthene17. Hydrogeensulfide18. Methanal

19. Phenoles20. Propyleneoxide21. Styrene22. Tricloromethane23. Vinylchloride

Section 2:

List of 132 materials, as defined by de Dutch Ministry of Social Affairs, concerning (limited)environmental risk areas. Problems can be expected when certain emission values are exceeded.Emission limits are prescribed or will be prescribed in the near future. Priority is given to the useof alternate (substitute) materials.

1 Aldrin2 Amino-4-chlorophenol, 2-3 Anthracene4 Arsenic [and compounds]5 Azinphos-ethyl

6 Azinphos-methyl7 Benzene8 Diaminodiphenyl, 4,4'- (benzidine)9 Chlorotoluene, alpha- (benzylchloride)10 Dichlorotoluene, alpha, alpha- benzylidenechloride11 Biphenyil12 Cadmium [and compounds]13 tetra-Chloromethane (carbon tetrachloride)14 tri-Chloroethanal (chloral, trichloroacetaldehyde)15 Chlordane16 Chloroacetic acid17 Chloroaniline, 2-18 Chloroaniline, 3-19 Chloroaniline, 4-20 Chlorobenzene21 Chloro-2,4-dinitrobenzene, 1 -22 Chloroethanol, 2-23 tri-Chloromethane (chloroform)24 Chloro-3-methylphenol, 4-25 Chloronaphthalene, l-26 Chloronaphthalene [all isomers]27 Chloro-2-nitroaniline, 4-28 Chloronitrobenzene, 2-

29 Chloronitrobenzene, 3-30 Chloronitrobenzene, 4-31 Chloro-2-nitrotoluene, 4-32 Chloronitrotoluene [all isomers]33 Chlorophenol, 2-34 Chlorophenol, 3-35 Chlorophenol, 4-36 Chloro-1,3-butadiene, 2- (chloroprene)37 Chloropropene, 3- (allylchloride)38 Chlorotoluene, 2-39 Chlorotoluene, 3-40 Chlorotoluene, 4-41 Chloro-4-aminotoluene, 2- (chloro-4-toluidine, 2-)42 Chloroaminotoluene [all isomers] (chlorotoluidine)43 Cumafos44 tri-Chloro-1,3,5-triazine, 2,4,6- (cyanuricchloride)45 di-Chlorophenoxyacetic acid, 2,4- (d, 2,4-)46 DDT47 Demeton48 Dibromoethane, 1,2-49 Dibutyltinchloride50 Dibutyltinoxide51 Dibutyltin salt [all]52 Dichloroaniline [all isomers]53 Dichlorobenzene, 1,2-54 Dichlorobenzene. 1,3-55 Dichlorobenzene, 1,4-56 Dichlorodiaminodiphenyl [all] (dichlorobenzidine)57 bis(2-chloroisopropyl)ether58 Dichloroethane, 1,1-59 Dichloroethane. 1,2-60 Dichloroethene, 1,1- (vinylideenchloride)61 Dichloroethene, 1,2-62 Dichloromethane (methylenechloride)63 Dichloronitrobenzene [all isomers]64 Dichlorophenol, 2,4-65 Dichloropropane, 1,2-66 Dichloro-2-propanol, 1,3-67 Dichloropropene, 1,3-68 Dichloropropene, 2,3-69 Dichlorophenoxypropanoic acid, 2,4-dichlorprop70 Dichlorvos71 Dieldrin72 Diethylamine73 Dimethoate

74 Dimethylamine75 Disulfoton76 Endosulfan77 Endrin78 Epichlorohydrine79 Ethylbenzene80 Fenitrothion81 Fenthion82 Heptachlor83 Hexachlorobenzene84 Hexachlorobutadiene85 Hexachlorocyclohexane86 Hexachloroethane87 Isopropylbenzene (cumene)88 Linuron89 Malathion90 Methyl-4-chlorophenoxyacetic acid, 2- (mcpa)91 Methyl-4-chlorophenoxypropanoic acid, 2- (mcpp)92 Mercury [and compounds]93 Methamidophos94 Mevinphos95 Monolinuron96 Naphtalene97 Omethoate98 Oxydemeton-methyl99 Pah [6 of borneff]100 Parathion-ethyl101 PCB102 Pentachlorophenol103 Poxim104 Propanil105 Pyrazone (chloridazon)106 Simazine107 Trichlorophenoxyacetic acid. 2,4,5- (2,4,5-t)108 Tetrabutyltin109 Tetrachlorobenzene, 1,2,4,5-110 Tetrachloroethane, 1,1,2,2-111 Tetrachloroethylene112 Toluene113 Triazophos114 Tributylphosphate115 Tributyltinoxide116 Trichlorofon117 Trichlorobenzene [all isomers]118 Trichlorobenzene, 1,2,4-

119 Trichloroethane, 1,1,1-120 Trichloroethane, 1,1,2-121 Trichloroethylene122 Trichlorophenol [all isomers]123 Trichlorotrifluoroethane, 1,1,2-124 Trifluralin125 Triphenyltin acetate126 Triphenyltin chloride127 Triphenyltin hydroxide128 Vinylchloride (chloroethene)129 Xylene [all isomers]130 Isodrin131 Atrazine132 Bentazone

Section 3:

List of 201 materials, as defined by de Dutch Ministry of Social Affairs and as defined by theInternational Agency for Research on Cancer (IARC), concerning (limited) occupational healthrisk areas. Problems can be expected when certain emission values are exceeded. Emission limitsare prescribed or will be prescribed in the near future. Priority is given to the use of alternative(substitute) materials. Limitations are defined by MAC-codes (Dutch), TLV-codes (English). Ifapplicable limitation can be met by use of prescribed (personnel) protection features.

The materials are listed in the Dutch language in the first row and in the second row theinternational code is provided by means of the Chemical Abstracts Service registry number(CAS-number).

Name of material synonym CAS numberA

(complexe) aardolie- en steenkoolderivaten2:

EINECS nrs. Beginnend met 263, 265-269, 271-275, 277-278,283-285, 287, 289, 291-298, 300, 302, 305, 306-310ElNECS-nr. 232-489-3.

Acrylamide 79 06 1

Acrylonital 107 13 1

Aflatoxines

AFB1 1162 65 8

AFB2 7220 81 7

AFG1 1165 39 5

AFG2 7241 98 7

5-allyl- 1,3-benzodioxool 94 59 7

4-aminoazobenzeen 60 09 3

o-aminoazotolueen solvent yellow 3 97 56 3

4-aminobifenyl (+ zouten) bifenylamine, xenylamine 92 67 1

4-amino-3-fluorfenol 399 95 1

o-anisidine 2–methoxyaniline 90 04 0

2 methoxy benzeenamine

A rseentrioxide 1327 53 3

Arseenzuur (+ in water oplosbare zouten) 7778 39 4

Arseenzouten onoplosbaar in water

Arseenpentoxide 1303 28 2

Asbest 1332 21 4

Azaserine 115 02 6

Azathioprine 446 86 6

Aziridine ethyleenimine 151 56 4

B

Benzeen benzol 71 43 2

Benzidine (+ zouten) 4,4'-diaminobifenyl 92 87 5

Benzo(a)anthraceen 56 55 3

Benzo(a)pyreen 50 32 8

Benzo(b)fluorantheen 205 99 2

Benzo(j)fluorantheen 205 82 3

Benzo(k)fluorantheen 207 08 9

Benzotrichloride 98 07 7

Beryllium 7440 41 7

Berylliumverbindingen

(met uitzondering van beryllium aluminiumsilicaat)

Bis-(chloor)-methylether BCME 542 88 1

Bleomycine bleomycin 11056 06 7

1,3-butadieen 106 99 0

Busulfan myleran 55 98 1

2-(p-tert-butylfenoxy) aramiteR, aratron 140 57 8

Isopropyl-2-chloroethylsulfiet

Butyrolacton 3068 88 0

C

Cadmiumchloride 10108 64 2

Cadmiumoxide 1306 19 0

Cadmiumsulfaa 10124 36 4

Captafol 2425 06 1

Carbadox 6804 07 5

Carmustine BCNU, bischloorethyl nitrosureum 145 93 8

Chloorambucil 305-03-3

p-chlooraniline 106 47 8

Chloormethine N-oxide NMMO, stikstofmosterd-N-oxide 126 85 2

Chloormethyl-methylether chloordimethylether 107 30 2

Chloornafazine 494 03 1

4-chloor-o-fenyleendiamine 2-amino-4-chlooraniline 95 83 0

4-chloor-o-toluidine 95 69 2

chroom(Vl)verbindingen -

cisplatine cis-DDB CP 15663 27 1

C.I. direct black 38 1937 37 7

C.I. direct blue 6 2602 46 2

C.I. direct brown 95 16071 86 6

C.I. direct red 28 573 58 0

Citrus red no.2 1-[(2,5-dimethoxyfenyl)azo]2-naftalenol 6358 53 8

p cresidine 2-methoxy-5-methyl-benzeenamine 120 71 8

Cycasine 14901 08 7

Cyclofosfamide CP 50 18 0

D

Dacarbazine DTIC 4342 03 4

Daunorubicine daunomycine 20830 81 3N,N’

Diacetylbenzidine 4,4'-diacetylbenzidine 613 35 4

2,4-diamino-anisoolsulfaat 2,4-DAAS 39156 41 7

4,4'-diaminodifenylether 4,4'DDE 101 80 4

4,4'-diaminodifenylmethaan 101 77 9

2,4-diaminotolueen 2,4-DAT 95 80 7

o-dianisidine (+ zouten) 3,3'-dimethoxybenzidine 119 90 4

Diazomethaan azimethyleen 334 88 3

Dibenz(a,h)acridine 226 36 8

Dibenzo(a,h)anthraceen 53 70 3

Dibenz(a,h)pyreen 189 64 0

Dibenz(a,i)pyreen 189 55 9

7H-dibenzo(c,g)carbazool 194 59 2

1,2-dibroom-3-chloorpropaan 96 12 8

1,2-dibroomethaan ethyleendibromide 106 93 4

3,3'-dichloorbenzidine (+ zouten) 91 94 1

1,3-dichloor-2-propanol alpha-dichloorhydrine 96 23 1

1,4-dichloorbut-2-een 764 41

Dieselmotoremissies -

Diethylstilboestrol DES 56 53 1

Diethylsulfaat DES 64 67 5

Diglycidyl resorcinol ether 1,3-bis (2,3-epoxypropoxy)-benzeen 101 90-6

p-dimethylamino-azobenzeen DEA 60 11 1

Dimethylcarbamoylchloride 79 44 7

1,1-dimethylhydrazine N,N-dimethylhydrazine 57 14 7

1,2-dimethylhydrazine 540 73-8

Dimethylnitrosoamine 62 75 9

Dimethylsulfaat DMS 77 78 1

Dimethylsulfamoylchloride 13360 57 1

Dinikkeltrioxide 1314 06 3

1,6-dinitropyreen 42397 64 8

1,8-dinitropyreen 42397 65 9

Disperse blue 247505 8

Doxorubicine adriamycine 23214 92 8

E

Epichloorhydrine 106 89-8

Erioniet 66733 21 9

Ethyleendichloride 1,2-dichloorethaun 107 06 2

Ethyleenoxide 75 21 8

Ethylmethaansulfonaat EMS 62 50 0

F

Fenacetine in mengsels met andere pijnstillers

Fenazopyridine hydrochloride 3-(fenylazo)- 94-78-0

2,6-pyridinediamine

Fenylhydrazine hydrazine-benzeen 100-63 0

2-(2-formylhydrazino)-4- FNT 3570 75 0

(5 –nitro-2-furyl)thiazole

Furazolidon 67 45 8

H

Hexachloorbenzeen HCB 118 74 1

1,4,5,6,7,7-hexachloor-5-norbomeen-2,3-dicarboxylisch zuur HETzuur 115 28 6

Hexamethylfosforzuurtriamide hexamethylfosforamide, 680 31 9

Hydrazine diamine 302 01 2

Hydrazobenzeen 122 66 7

Hydrazinebis(3-carboxy-4)hydroxybenzeensulfonaat -

I

Indeno[ l,2,3-cd]pyreen 193 39 5

K

Kaliumbromaat 7758 01 2

Keramische vezels -

L

Lomustine CCNU, 1-(2-chloorethyl)-3-cyclohexyl-1-nitroso-ureum 13010 47 4

Loodhydrogeenarsenaat 7784 4 9

M

Melfalan Lvorm van propyleenimine of marfalan 148 82 3

5-methoxypsoraleen+UV 484 20 8+UV

8-methoxypsoraleen met UV 298 81 7

Methylazoxymethanol 590 96 5

Methylazoxymethylaceteat 592 62 1

5-methylchryseen 3697 24 3

4,4'-methyleenbis 2,2'-dichloor-4,4'-methyleen

(2 chlooraniline) (+ zouten) dianiline, MOCA 101 14 4

4,4'-methyleenbis(2-methyl- 4,4'-methyleen

Aniline) o-toluidine, MBOT 838 88 0

4,4'-methyleendianiline MDA, 4,4'-diaminodifenyl methaan 101 77 9

Methylmethaansulfonaat MMS, methylmethaunsulfonzuar 66 27 3

2-methyl-1-nitroanthraquinon 1-nitro-2-methyl-anthraquinon 129 15 7

N-4-(methylnitrosamino)-1- 4-(N-nitrosomethylamino)-

(3-pyridyl)-1-butanon 1-(3-pyridyl)-1-butanon 64091 91 4

1-methyl-3-nitro-1-nitroso- MNNG 70 25 7

Guanidine

Methylthiouracil 2-mercapto-4-hydroxy-6- Methylpyrimidine 56 04 2

Metronidazol 443 48 1

Mitomycine C 50 07 7

Mosterdgas 1,1'-thiobis(2-chloorethaan), Yperiet 505 60 2

Mustine stikstofmosterd 51 75 2

N

2-naftylamine (+ zouten) ß naftylamine 91 59 8

Nikkeldioxide 12035 36 8

Nikkelmonoxide 1313 99 1

Nikkelsubsulfide 12035 72 2

Nikkelsulfide 16812 54 7

Niridazol nitrothiamidazol, nitrothiazol 61 57 4

5-nitroacenafteen 1,2-dibydro-5-nitro-acenaftyleen 602 87 9

2-nitroanisol 91-23-6

4-nitrobifenyl 92 93 3

6-nitrochryseen 6-NC 7496 02 8

Nitrofen 2,4-dichloor-4'-nitrodifenylether 1836 75 5

2-nitrofluoreen 2-NF 607 57-8

N-(4-(5-nitro-2-furyl)- NFTA 531-82-8

2-thiazolyl) aceetamide

2-nitronaftaleen 581 89 5

2-nitropropaan 79-6-9

4-nitropyreen 4-NP 57835 92-4

N-nitrosodiethanolamine 2,2'-(nitrosoimino) bisethanol,

Diethanolnitrosamine, NDELA 1116 54 7

N-nitrosodiethylamine diethylaitrosamine, NDEA, DENA 55 18 5

N-nitrosodiisopropylamine di-isopropylamine NDiPA, DiPNA 601 77 4

N-nitrosodimethylamine dimethylnitrosamine NDMA, DMNA 62 75 9

N-nitrosodi-n-butylamine 924 16 3

Nitrosodipropylamine 621 64 7

N-nitrosoethylureum ethyluitrosureum, NEU, ENU 759-73 9

N-nitrosomethylethylamine 10595 95 6

N-nitrosomethylureum methylnitrosureum, NMU, MNU 684-93 5

N-nitrosomethylurethaan NMUT 615-53 2

N-nitrosomethylvinylamine 4549-40 0

N-nitrosomorpholine NMOR 59-89 2

N-nitrosonomicotine NNOR 80508 23 2

N-nitrosopipendine NPIP 100 75 4

N-nitrosopyrrolidine NPYR 930 55 2

N-nitrososarcosine NSAR 13256 22 9

P

Panfuran S Furaton,dthydroxymethylSuratrizine 794 93 4

Procarbazine hydrochloride 366 70 1

3-propanolide 1,3-propiolacton,ß-propiolacton 57 57 8

1,3-propaansulton 1120 71 4

Propyleenimine merfalan 75 55 8

Propyleenoxide 1,2-epexypropaan 75 56 9

Propylthiouracil 51 52 5

Ptaquiloside 87625 62 5

S

Safrol 5-(2-propenyV-1,3-benzodioxole 94 59 7

Semustine me-CCNU, 1-(2-chloorethyl)-3- 13909 09 6

(4-methylcyclohexyl)-1-nitrosoureum

silica (respirabel stof, kristallijn) kwarts 14808 60 7

Cristoballiet 14464 46 1

Tridymiet 15468 32 3

Sterigmatocystin ß-chloroethylamine 10048 13 2

Streptozocine streptozotocine 18883 66 4

Styreenoxide 96 09 3

Sulfallaat 2-chloroallyl diethyl-dithiocarbamaat 95 06 7

T

Tetrachloordibenzo-p-dioxine TCDD 1746 01 6

Thioaceetamide ethaanthioamide 62 55 5

4,4-thiodianiline bis (4-aminofenyl)sulfide 139 65 1

Thiotepa tris(1-aziridinyl)-fosfinesulfide 52 24 4

o-tolidine (+zouten) 3,4-bi-o-toluide,3,3'-dimethylbenzidine 119 93 7

Tolueen-2,4-diammoniumsulfaat 65321 67 7

o-toluidine 2-minotolueen,2-methylbenzeenamine 95 53 4

Treosulfan dihydroxybusulfan 299 75 2

1,2,3-trichloorpropaan 96 18 4

Tris(2,3-dibroompropyl)-fosfaat TBPP 126 72 7

U

Uramustine uracil mosterd,fosfinesulfide 66 75 1

Urethaan 51 79 6

V

Vinylbromide broomethyleen 593-60- 2

Vinylchloride vinylchlonde monomeer 75-01-4

VCM, chlooretheen