AD-772 955

DEVELOPMENT OF A RELIABILITY AND MAIN

TAINABILITY ANALYSIS TECHNIQUE FOR
HELICOPTER RESEARCH AND DEVELOPMENT
James E. Peake
ARINC Research Corporation

Prepared for:
Army Air Mobility Research and Development
Laboratory

October 1973

DISTRIBUTED BY:

Knü
National Technical Information Service
U. S. DEPARTMENT OF COMMERCE
5235 Port Royal Road. Springfield Va. 22151
 UNCLASSIF1LD
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DOCUMENT CONTROL DATA R&D
Ab 7 72 21-1
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1. ORIGINATING ACTIVITY (Corporal* muthat) 2«. RCPORT tCCUniTV CL Attl*IC ATION
AR1NC Research Corporation Unclassified
2551 Ri\a Road
Annapolis, Maryland 21401
3. REPORT TI'LC
DEVELOPMENT OF A RELIABILITY AND MAINTAINABILITY ANALYSIS TECHNIQUE FOR
HELICOPTER RESEARCH AND DEVELOPMENT

4 OESCRIPTIVC HOTf.% (Typt ol rmpotl md InclMlv dmf)

Final Technical Report
g. AUTHORISI Cf/r«l immt, mlddlt Inlllml, Imml nmmm)

James E. Peake

6- REPORT DATE ■. TOTAL NO- O/ 76. NO. OP REPI

October 1973 2^ 5
t«. CONTRACT Oft GRANT NO.
£££__,
M. ORIGINiCTOR't RIPOR . NUkTSCROI
DAAJ02-72-C-O090
b. PROJECT NO.
USAAMRDL Technical Report 73-75
c.Task IF162205A11907 9b. OTHER REPORT NO(t( (Any othmr number» thmt mmy 6« •••l^nvrf
tM» nport)

ARINC Research Publication OEI9-01-1-12P

10. OlfTRIBUTION STATEMENT

Approved for public release; distribution unlimited.

11- SUPPLEMENTARY NOTES IJ SPONSORING MILITARY ACTIVITY

Eustis Directorate, U.S. Army Air Mobility Research
and Development Laboratory, Fort Eustis,
Virginia
IS ABSTRACT
A program was conducted to develop analysis techniciues that would facilitate the tasks of {11 estimating
the impact of predicted component reliability and maintainability (R&M) on an aircraft system in an
Army operating environment and (2) evaluating and ranking competing component concepts on the basis
of their R&M characteristics.
The contract effort included origination of algorithms that prepare R&M data for Army helicopter
operations and maintenance (O&M) simulation, preparation of an O&M simulation model to investigate
component impact in an Army environment, and preparation of a specialized life-cycle-costing approach
for ranking competing component configurations on the basis of their relative cost impact (considering
directly related component costs and changes in aircraft/system costs attributable to component R&M
characteristics).
As a demonstration exercise, the Navy UH-IN was used to establish a data baseline for a late-model,
twin-engine utility helicopter. The algorithms developed included an approach for adjusting Navy and
Marine experience with the helicopter to reflect Army O&M concepts. Alternate defign configurations
for the main rotor blade were used to illustrate the application of the component evaluation and ranking
techniques.

AM «4, «MICH It
W » MOv »■* I "I /<9 OMOLtra pon ARMY uta. UNCLASSIFIED
■•curlty ClaaiincaUon
K
 UNC'LASSIFll-l)
Security CUiilficatlon

KCV WOttOt
ROLE W

Reliability
Maintuinability
R&M Simulation Model
Life-Cycle Costing Concept
UH-1N Baseline

4 UNCLASSIFIED
Security CUstlfloUon
 OBPARTMENT OF THE ARMV
. «. ARMV Aim MOBILITV RMIARCH A OIVtLOPMINT LABORATORY
■ UaTIS DIRtCTORATI
PORT KUm«, VIROINIA 23C04

This report, which was prepared by ARINC Research Corporation and RAIL
Company (subcontractor) under the terms of Contract DAAJ02-72-C-0090,
describes an analysis technique for estimating the impact of predicted com-
ponent reliability and maintainability (R&M) parameters on an aircraft sys-
tem and for evaluating and ranking competing components on the basis of
their R&M characteristics. It consists of: (1) the algorithms necessary to
reduce source maintenance data to the format required for GPSS (General
Purpose Simulation System) R&M simulation modeling, (2) a description
of the R&M probabilistic simulation model as applied to the UH-1N helicopter
(software documentation submitted separately, and (3) a procedure for re-
lative ranking of competing components on the basis of their R&M character-
istici.
The conclusions contained herein are concurred in by this Directorate. This
concurrence does not imply the general applicability of the UH-1N simulation
baseline to other analyses without condderation of the modeling assumptions
contained 'n this report.
The technical monitor for this contract was Mr. Robert L. Walker, Military
Operations Technology Division, Eustis Directorate.

fb
 Task 1F162206A11907
Contract DAAJ02-72-C-0090
USAAMRDL Technical Report 73-75
October 1973

DEVELOPMENT OF A
RELIABILITY AND MAINTAINABILITY ANALYSIS TECHNIQUE
FOR HELICOPTER RESEARCH AND DEVELOPMENT

Final Report

ARINC Research Corporation Report

0E19-01-1-1217

By
James E. Peake

Prepared by

ARINC Research Corporation

Annapolis, Maryland

for

EUSTIS DIRECTORATE
U.S. ARMY AIR MOBILITY RESEARCH AND DEVELOPMENT LABORATORY
FORT EUSTIS, VIRGINIA

Approved for public release;

distribution unlimited.
f»
 SUMMARY

A program was conducted to develop analysis techniques that would facilitate the tasks of (1)
estimating the impact of predicted component reliability and maintainability (R and M) on an
aircraft system in an Army operating environment and (2) evaluating and ranking competing
component concepts on the basis of their R and M characteristics.

The contract effort included origination of algorithms that prepare R and M data for Army
helicopter operations and maintenance (O and M) simulation, prei oration of an O and M
simulation model to investigate component impact in an Army environment, and preparation
of a specialized life-cycle-costing approach for ranking competing component configurations
on the basis of their relative cost impact (considering directly related component costs and
changes in aircraft/system costs attributable to component R and M characteristics).

As a demonstration exercise, the Navy UH-1N was used to establish a data baseline for a
late-model, twin-engine utility helicopter. The algorithms developed included an approach for
adjusting Navy and Marine experience with the helicopter to reflect Army O and M concepts.
Alternate design configurations for the main rotor blade were used to illustrate the application
of the component evaluation and ranking techniques.

The analysis technique developed can be applied (in full or in part) to support many
management aspects of research and development programs. It is recommended that users
familiarize themselves with the report material and associated computer software to facilitate
adaptation cf all or portions of the technique to specific program requirements.

iii
 FOREWORD

This program to develop a component-reliability-and-maintainability analysis technique for

helicopter research and development was performed under Contract DAAJ02-72-C-0090,
Task 1F162205A11907, with the Eustis Directorate, U.S. Army Air Mobility Research and
Development Laboratory, Fort Eustis, Virginia. Mr. Robert Walker of the Military Operations
Technology Division served as the Contracting Officer's Technical Representative and made
significant contributions throughout the program. Messrs. Howard Bratt and Royce Prather
and Major Robert Mangum of the Military Operations Technology Division also provided
valuable assistance and guidance during various phases of the effort.

A major portion of the program, adaptation of a Navy aircraft operations and maintenance (O
and M) simulation model to an Army aircraft O and M scenario, was performed by the RAIL
Company, Incorporated, Towson, Maryland, acting as a subcontractor to ARINC Research
Corporation. Mr. Henry Huffman, Jr., was Project Engineer for the RAIL Company major
contributions were also made by Mr. William Friese.

The author also wishes to acknowledge the support provided by Mrs. Alice Forry and Messrs.
Ben Cohen, Herbert Dagen, Donald Ingerman, Edwin Russell, and Stephen Zaccari of the
ARINC Research technical staff during the course of the program.
 TABLE OF CONTENTS

Page

SUMMARY iii
FOREWORD v
LIST OF ILLUSTRATIONS ix
LIST OF TABLES x
LIST OF SYMBOLS xi
INTRODUCTION 1
Background 1
Objectives 1
Approach 1
COMPONENT-RELATIVE-RANKING TECHNIQUE 4
Development of Cost Categories Influenced by
Component R and M 4
Component-Ranking Summary Tabulations 13
ARMY O AND M SIMULATION MODEL 17
Model Characteristics . 17
Model Construction 18
Model Operation 21
Input Data 23
Output Data 25
SIMULATION MODEL INPUT FUNCTIONS 26
R and M Input Functions 26
Hf her O and M Input Functions 45
C^.U^ONENT EVALUATION AND RANKING 49
Part 1: Tabulation of Aircraft Historical Data 49
Part 2: R and M Input Function Calculations 64
Part 3: O and M Simulation, Job 11, ACFTRMA 71
Part 4: Component Relative Ranking, Job 12, RANKTAB 85
CONCLUSIONS 91
LITERATURE CITED 92

vii
APPENDIXES Page
I. MAINTENANCE-ACTION FILE FORMAT 93
II UH-1N ELEMENT-NUMBER DEFINITIOK 119
III. ELEMENT NUMBER-WORK UNIT CODE CROSS
REFERENCE INDEX 138
IV. ELEMENT DATA-TAPE LAYOUT, TABULATION BY NAVY
WDC, ATC, AND WCC 142
V UH-1N ELEMENT ARMY MAINTENANCE PROBABILITIES 145
VI. DEVELOPMENT OF R AND M INPUT DATA FOR
ALTERNATE MAIN ROTOR BLADES 147
VII. LISTING OF GPSS R AND M FUNCTION DECK FOR
MAIN ROTOR BLADE DEMONSTRATION EXERCISE 154
VIII. MAIM ROTOR BLADE RANKING TABULATIONS 176

DISTRIBUTION 201

viu
 LIST OF ILLUSTRATIONS

Figure Page
1 Ranking Tabulation Formats 14
2 Simplified Logic Diagram, Army O and M Simulation 22
3 Component Evaluation and Ranking Algorithm 50
4 ASD-MDCS Data Display 60
5 Partial Listing of UH-1N Data Tabulation by Navy
WDC, ATC, WCC - From Job 6, Step 5 62
6 Listing of UH-1N Aircraft-Level and System-Level
Maintenance Data Totals - From Job 9, Steps 1 and 2 65
7 Partial Listing of UH-1N Element-Level Maintenance
Data Subtotals - From Job 9, Steps 1 and 2 66
8 Partial Listing of UK-IN Element-Level GPSS R and M
Input Functions - From Job 9, Step 3 68
9 Example of Output Editor . 73
10 Case 1 Input Data to COMPRANK - Job 12, Step 1 86

IX
 LIST OF TABLES

Table Page
I Data Elements and Symbols 27
II When-Discovered Codes (Navy) 31
III Action-Taken Codes (Navy) 31
IV Work-Center Definitions 32
V Changes to EN 0504, System 05, and Aircraft
When-Discovered Counts for Alternate Main
Rotor Blade Considerations 70
VI MRB Maintenance Expected and Observed
Through Maintenance 79
VII Partial Tabulations of Platoon Data 80
VIII Results of Separate Estimate, MRB Estimate 81
IX Comparison of Expected and Simulation
Results for Availability and Ranking 83
X Results of Main Rotor Blade
Configuration Ranking 90
XI Current UH-1H MRB MA Distribution 149
 LIST OF SYMBOLS

Al Baseline aircraft availability

A2 Aircraft availability with an alternate component
AUR Aircraft utilization rate, hours per aircraft per year
b Subscript denoting baseline version of component
c Subscript denoting component
Cl Man-hour cost at Organizational level, dollars per hour
C2 Man-hour cost at Direct Support level
C3 Man-hour cost at General Support level
C4 Man-hour cost at Depot level
C5 Transportation cost, (one-way) between Organizational and Direct Support
levels, dollars pur component shipment
C6 Transportation cost (one-way) between Direct Support and General Support
levels
C7 Transportation cost (one-way) between Genoral Support and Depot levels
C8 Cost of parts or materials used in component repair at Organizational level,
dollars per action
C9 Cost of parts or materials used in component repair at Direct Support level,
dollars per action
CIO Cost of parts or materials used in component repair at General Support level,
dolI'.trs per action
Cll Cost of parts or materials used in component repair at Depot level, dollars
per action
C12 Cost of parts or materials used in component removal and replacement action
at Organizational level, dollars per action
C13 Estimated new-aircraft cost with alternate component, dollars per aircraft
C14 Estimated new-aircraft cost with baseline component, dollars per aircraft
C15 Estimated cost of alternate component
C16 Cost of baseline component
C17 Estimated salvage value of alternate or baseline component
CIS Estimated research, 'evelopment, test, and evaluation (RDTE) cost for alternate
or baseline component (unfactored for development risk), dollars
C19 Estimated nonrecurring investment cost associated with a component on the
basis of support, for five aircraft, dollars per five aircraft
C20 Shipping container cost associated with one spare component, dollars per spare
component (e.g., if containers are required for spar'« on n one-for-one basis, use
total estimated cost of one container; if containers are required on the basis of
one for every two spares, use half of total estimated cost of one container, etc.)
CD Year in life cycle that component (RDTE) is to be completed,, number of
life-cycle year

xi
CO Year in life cycle that component operation is to be completed (same as aircraft),
number of life-cycle year
CP Year in life cycle that component procurement is to be completed (initial procure-
ment of components for installation and sparing to fill pipelines — not replenish-
ment for scrapped components — nomally coincident with aircraft procurement
completion), number of life-cycle year
DMC Depot-maintenance cost associated with maintenance-personnel expenditures and
parts or component consumption
DR Discount rate applied to adjust later costs to "Present Value"
ECI Effective cost influence in discounted differential dollars
FDR Flying days in a life-cycle year, days per year
FHR Fleet flying hours per day
HR1 Direct maintenance man-hour expenditure rate on the component at the Organi-
zational level (including Integrated Direct Support Maintenance, IDSM) — all
actions, i.e., check-out, repair, or removal and replacement of installed component
and off-equipment repair/check serviceability of removed component at IDSM,
man-hours per flying hour
HR2 Direct maintenance-man-hour expenditure rate on the component at the Direct
Support level, man-hours per flying hour
HR3 Direct maintenance-man-hour expenditure rate on ihe component at the General
Support level, man-hours per flying hour
HR4 Direct maintenance-man-hour expenditure rate on the component at the Depot
level, man-hours per flying hour
i Subscript denoting i version of alternate component
IN Nonrecurring investment cost
IR Recurring investment cost
k Subscript denoting life-cycle year
LCC Mfe-cycle cost
LCFH Fleet life-cycle flying hours
MP1 Mean manpower required for on-aircraft component repair, average number of men
over mean elapsed maintenance time (MEMT)
MP2 Mean manpower required for component removal and replacement actions,
average men over MEMT
MP31 Mean manpower required for off-equipment component actions at the Organiza-
tional (IDSM) level, average men over MEMT
MP32 Mean manpower required for off-equipment component actions at the Direct
Support level, average men over MEMT
MP33 Mean manpower required for cff equipment component actions at the General
Support level, average men over MEMT
MP34 Mean manpower required for off-equipment component actions at the Depot
level, average men over MEMT
MPC Maintenance personnel cost
MR1 Maintenance-action rate involving the installed component (repair or remove and
replace) at the Organizational level, actions per flying hour

xii
MR2 Maintenance-action rate on the component at the Direct Support level, actions
per flying hour
MR3 Maintenance-action rate oa the component at the General Support level, actions
per flying hour
MR4 Maintenance-action rate on the component at the Depot level, actions per flying
hour
MT1 Mean elapsed maintenance time (MEMf) for component on-equipment repair,
actions per flying hour
MT2 MEMT for component removal and replacement actions, hours
MT31 MEMT for component off-equipment actions at the Organizational level, hours
MT32 MEMT for component off-equipment actions at the Direct Support level, hours
MT33 MEMT for component off-equipment actions at the General Support level, hours
MT34 MEMT for component off-equipment actions at the Depot level, hours
NSC1 Mean number of spare components to fill the logistics pipelines
NSC2 Number of spare components to provide a desired probability of having a spare
available when required (PS)
OC Operating cost
PI Probability of component maintenance action requiring removal
P2 Probability of component condemnation at Organizational level given removal
P3 Probability of component condemnation at Direct Support level given that com-
ponent was received from Organizational level
P4 Probability of component condemnation at General Support level given that com-
ponent was received from Direct Support
Pd Probability of component condemnation at Depot level given that component was
received from General Support
P6 Probability of component shipment from Organizational to Direct Support level
given removal
P7 Probability of component shipment from Direct Support to General Support
level given that component was received in Direct Support
P8 Probability of component shipment from General Support to Depot level given
that component was received in General Support
P9 Probability of component's having been removed to facilitate other maintenance
given removal
P10 Probability of installed or removed component repair at Organizational level given
a requirement for maintenance
Pll Probability of component repair at Direct Support level given that component
was received in Direct Support
PI 2 Probability of component repair at General Support level given that component
was received in General Support
PI 3 Probability of component repair at Depot level given that component was
received in Depot
P14 Probability of component being lost to the field; that is, condemnation or ship-
ment to Depot by General Support given a removal and replacement action
(NRTS 1-9)

xiii
 PI 5 Probability of component shipment to Depot by General Support given a removal
and replacement action (NRTS 1-8)
P16 Probability of component condemnation at Depot given condemnation action
PI 7 Probability of component condemnation given removal and replacement action
(NRTS 9 plus subsequent condemnations at Depot of NRTS 1-8 components)
PCC Parts or component consumption cost
PDS Probability of component-development-program success (RDTE risk)
PS Probability of having a spare component immediately available when one is
required
Ql Quantity of a particular component installed per aircraft
Q2 Estimated total fleet size of new aircraft or system procurement
RD RDTE cost factored for nsks associated with development success
s Subscript denoting system/aircraft
s-c Subscript denoting aircraft less component
SD Year in life cycle that component RDTE is started, number of life-cycle year
(i.e., SD = 1)
SO Year in life cycle that i-omponent operation is to be started (same as system/air-
craft), number of life-cycle year
SP Year in life cycle that component procurement is to start, numi^er of life-cycle
year
Tl Mean elapsed repair-pipeline time on a removed component at the Organizational
level (IDSM), days
T2 Mean elapsed repair-pipeline time on a removed component at the Direct Support
level, days
T3 Mean elapsed repair-pipeline time on a removed component at the General
Support level, days
T4 Mean elapsed repair-pipeline time on a removed component at the Depot level,
days
T5 Mean »lapsed shipping-pipeline time on a removed component from Organizational
to Direct Support level (one-way), days
T6 Mean elapsed shipping-pipeline time on a removed component from Direct Support
to General Support level (one-way), days
T7 Mean elapsed shipping-pipeline time on a removed component from General
Support to Depot level (one-way), days
T8 Mean elapsed component resupply time from placement of Government order to
receipt of new components at the Depot (maintenance/supply) from the manu-
facturer, days
TC Component transportation cost
YD Number of life-cycle years that component is in RDTE, years
YO Number of life-cycle years that component is in operation (same as aircraft), years
YP Number of life-cycle years that component is in procurement (installed components
and spares to fill logistics pipeline; normally procurement time is same as that of
associated aircraft), years
* Symbol signifying multiplication when used in mathematical formulas
xiv
 INTRODUCTION

BACKGROUND

During the formulation and conduct of development prof»rams foi new Army aircraft and
aircraft components, candidate design configurations often must L<> considered and an
approach selected for contmued development. Selections may depend or«, various combina-
tions of criteria. For example, component performance is a basic criterion: if acceptable
performance cannot be demonstrated by analysis or test, or both, development will not be
continued. Development risk is also an important consideration: if candidate configurations
are at different stages with respect to the state of the art, estimates of the probability of
development success are important in terms of schedule and cost. The impact of the reliability
and maintainabi'ity (R and M) characteristics of candidate components on system operation
and cost is also a significant criterion, and it is often difficult to estimate.

OBJECTIVES

The program reported on herein involved the development of techniques that would facilitate
estimating the impact of predicted component R and M characteristics and ranking candid -te
components on the basis of their relative desirability. These techniques were to include the
following:
• Development of algorithms for defining a helicopter in terms of aircraft, system, and
component R and M indices.
• Development of a computer model (1) to simulate helicopter unit operations and
maintenance (0 and M) in an Army scenario and (2) to support evaluation of the impact
of alternate component R and M characteristics, maintenance approaches, and a variety
of other 0 and M factors on system/aircraft and unit operational readiness, aircraft
availability, on- and off-equipment maintenance man-hour expenditures, etc.
• Development of an approach to relative ranking of competing component configurations
on the basis of their R and M characteristics.

APPROACH

The following tasks were performed to accomplish the program objective:

' Aircraft operating and maintenance-support factors that could be influenced by

component R and M characteristics were reviewed, and an evaluation was made of their
possible impact on evaluation and relative ranking of competing components.
• Army utility-helicopter operating and maintenance (O and M) concepts were studied,
and in-depth interviews were held with experienced Eustis Directorate personnel and
field personnel of the 119th Assault Helicopter Company (269th Aviation Battalion),
the 517th TC Aircraft Direct Support Company (189th Maintenance Battalion), and
the Aircraft General Support activity — all of the XVIII Airborne Corps — at Fort
Bragg, North Carolina, to ensure a good understanding of current and anticipated
practices.
The Navy UH-1N was selected to establish a data base for use during demonstration of
the component-analysis and -ranking techniques under development. The factors in this
selection were the planned use of aircraft O and M simulation in the program, with the
concomitant requirement for historical data on a complete helicopter system, and the
Eustis Directorate's desire to use a late-model, twin-engine utility helicopter.
On the basis of the selection of the Navy UH-1N and the planned use of the Navy 3-M
system to extract historical data, in-depth interviews were held with personnel of the
Rotary Wing Branch at Naval Air Systems Command; the ^Ur Weapons Branch at Head-
quarters, Marine Corps; and the Helicopter Marine Light 167 Squadron and Head-
quarters & Maintenance Squadron (Intermediate Maintenance Activityv of Marine Air
Group 29 at New River Marine Air Station, Jacksonville, North Carolina. The purpose
of these interviews was to improve our understanding and interpretation of the O and
M concepts that influ» need available UH-1N data.
A technique was developed for R and M analysis and comparative ranking of competing
components. This technique involves a cost model designed specifically for considera-
tion of the effects ot component R and M in an overall aircraft O and M environment.
The cost model is designed to use aircraft availability (A) as well as component R and M,
cost, and logistics information developed through analysis of the components under
consideration.
An Army helicopter O and M simulation model was developed for use in establishing
aircraft FMA baseline indices. Information obtained during investigation of Army O and
M concepts was used to provide guidance in model development. The new model,
prepared in General Purpose Simulation System (GPSS) language, is derived from the
VALUE IV model currently in use by the Navy. In addition to its application in this
program, the simulation model can be applied in various trade-off investigations that
might be of future interest to the Eustis Directorate.
Algorithms were developed to process raw helicopter component data on the Navy
UH-1N from the 3-M system into component R and M input, in GPSS format, for the
simulation model. The algorithms included techniques for modifying the R and M input
to compensate for the fact that the baseline data represented an O and M scenario
different from that being simulated, so tJ'n t^e fina! simulation-model input reflected
Army O and M concepts. Information obtained during the investigation of Army and
Navy/Marine helicopter O and M concepts was used extensively during development of
the data-modification teenniques. A point is provided for in the algorithm at which the
Navy 3-M data being processed lose identity, as such, and become essentially non-
service-oriented. It is at this point (in magnetic-tape-data format) in the algorithm, just
preceding calculation of the GPSS R and M input functions, that data from any source
(Army, Navy, or Air Force) would have to be processed in order to apply the function
calculation and following portions of the algorithm to other aircraft or source-data
systems.
Finally, the overall component R and M analysis and ranking technique was demon-
strated by processing raw data on the UH-1N into aircraft system and component input
functions that reflected Army concepts of maintenance, and then simulating a selected
Army O and M scenario. Data were incorporated to input alternate configurations of
main rotor blades previously under study by the Army, and parametric simulations were
run. Simulation-model output was studied, along with other data sources on the
alternate main rotor blades, and input data were preparec for application in the cost
model. The cost model was exercised, and relative ranking of the alternate main-rotor-
blade configurations was established.
The basic tasks described above — component-relative-ranking-technique development, Army 0
and M simulation-model development, simulation-mode! R and M input-data development, and
component-evaluation and -ranking exercise — are discussed in detail in the following sections
of this report. The report is supplemented by separate submittal of simulation-model and
input-data-a p.orithm software, including program/job card decks, program and sample
input/outpi c listings, program symbol definitions, etc. The software is designed for operation
on the COI'E 1200 terminal at the Eustis Directorate, which is connected to the IBM 360/65
computer facility located at the U.S. Army Aviation Systems Command in St. Louis, Missouri.
 COMPONENT-RELATIVE-RANKING TECHNIQUE

A life-cycle-costing (LCC) technique was developed in the program for the evaluation and
ranking of competing component concepts on the basis of their reliability and maintainability
(R and M) characteristics. The cost model is programmed and can be exercised on the Eustis
Directorate's COPE 1200 terminal, which is connected to the AVSCOM 360/65 facility.

The life-cycle-costing technique was selected for component ranking since it provided a usable
common denominator - dollars, or "units of value" - for combining the various areas of
consideration influenced by component R and M (without resorting to the approach of
"weighting factors" assignment, which is often very difficult to justify quantitatively).

The impact of LCC in the analysis of competing systems and components is that its use will
sometimes lead to a conclusion in the cost area that differs from the one that would be reached
if consideration were limited to initial costs. In other words, the "downstream", or consequen-
tial, effects of R and M are weighted along with initial costs. LCC comparisons of competing
components are, of course, only one factor in the overall management decision since it may be
determined that certain benefits available from a competing system or component, such as
additional performance, justify extra cost.

The LCC technique developed was tailored specifically to meet the objective of the program —
to assist in the evaluation and ranking of competing component concepts.

All life-cycle analyses, unless they are accomplished after the fact with "complete" records,
involve estimates of many factors and should not be looked upon as definitive predictions of
total life costs; that is, there is considerable risk in translating LCC estimates into budget
requirements. The benefits of LCC analyses, therefore, lie primarily in the comparative
consideration of "like" items. On this basis, and because of the Eustis Directorate's desire for
simplification of the ranking technique to the extent practical, LCC factors that can reasonably
be considered equivalent between competing components have been identified and eliminated.

For example, LCC that could accrue to a component because of inactive downtime — for
repair parts, maintenance people, or shipment — should not be chargeable to a component
competing on the basis of its R and M characteristics. This is true at least where relative
component ranking is determined early in research and development programs, when proper
manning, timely ordering of parts, etc., are considered reasonable assumptions. Also, Govern-
ment in-house costs for component RDTE program management, integrated-logistics-system
management, and other management-related efforts would not tend to vary as a function of
component selection. These aspects of LCC, and others, that have been eliminated to establish
a simplified and reasonable basis for comparing alternate components are described at
appropriate points in the discussion of the technique developed.

DEVELOPMENT OF COST CATEGORIES INFLUENCED B\ COMPONENT R AND M

The Army, in AR 37-18, sets forth the basic life-cycle cost equation as follows:

Life-Cycle Cost (LCC) = Research and Developmen. Cost (RD) + Investment

Nonrecurring (IN) + Investment Recurring (IR)
+ Operating Cost (OC)
where RD = Cost of design and development through prototypes
IN = Investment costs related to initiating production and
introduction of an item that are not necessarily tied to unit
costs or subsequent procurement
IR - Engineering, manufacturing, and other costs that are
reflected in unit costs of procurements
OC = Costs associated with operating and maintaining delivered
production units

In each category, the Army makes a further basic subdivision into contractor and in-house
Government costs. As stated previously, many of the in-house costs related to such aspects as
component RD program management, Government facilitiesv complete system testing, procure-
ment management, system operating crews, etc., are not considered, because of either their
minimal pertinence or their probable equivalency in a comparative analysis and ranking of
competing components. Thus many of these in-house expenses related to a helicopter system
will remain essentially unaffected by individual component decisions. Certain in-house
component-induced costs such as maintenance and transportation (as related to component
logistics support) are, of course, considered along with Government expenditures to
contractors.

To Rrrive at a simpler ranking approach, it is desirable to segment the Army's LCC expression
so that costs influenced by component R and M characteristics can be reasonably grouped. To
accomplish this, the LCC of a system (LCCS) can be viewed as consisting of the LCC's of its
individual and independent components (LCCC).

When a given system component is considered, the LCC expression can then be written

LCCg = LCCp + LCC s- c

or, the life-cycle cost of the system equals the life-cycle cost of the component plus the life-
cycle cost of the system less the component. Further,

LCCS = (RD + IN + IR + OC)c + (RD + IN + IR + OC)s-c

There is, however, at least one interdependent relationship between the two terms in the above
expression that can be important in an analysis of component R and M characteristics. That is
the influence of component characteristics on aircraft availability or operational readiness.
Since our interests in this program lie in the comparative dnalysis of the R and M influence of
components functioning in a given aircraft O and M environment on the basis of their inherent
design characteristics, determining a component's influence on system "intrinsic" availability
has more significance than other types of readiness determinations. (Intrinsic availability does
not consider the non-work or waiting portions of downtime associated with such times as
administrative free time or processing time, awaiting maintenance personnel or equipment, or
awaiting replacement parts.)

In the technique developed for considering an alternate component's influence on system

availability, it is assumed that the availability of the baseline aircraft has been determined to be
adequate for supporting a given mission requirement and that if this availability were increased
or decn;ased, the "number" of systems procured could be increased or decreased accordingly.
Stated Irfferently, given the mission flying-hour requirement for Army utility helicopters and
knowing the availability of a baseline utility helicopter, one can determine the number of base-
line aircraft needed to satisfy the flying-hour requirement. The cost associated with procure-
ment of this number of helicopters is represented by the system recurring investment cost, IRS.

The availability of the baseline system is a function of the R and M characteristics of all the
system's components. If a component is replaced by one with different R and M characteris-
tics, availability is expected to change (with the change being minimal or significant, and
positive or negative, depending on the component's overall influence). Any such change in
availability would theoretically result in a need for fewer or additional aircraft to satisfy the
given mission flying-hour requirement, depending on the direction of change. The change in
numbers would concomitantly bring about an increase in recurring investment cost, AIRS.

The equation for LCCS could then be rewritten as follows:

LCCS = (RD + IN + OC)s-c + (IRS + AIRst) + (RD + IN + OC)c

or
+
LCCS = (RD + IN + OC)s-c (IRs-c+AIRs-c +
IRc) +
(RD + IN + OC)c

By eliminating the terms in the above expression that are related solely to the baseline system,
and should be equivalent in a compaative ranking of components, we can write an expression
for a life-cycle-cost estimate related to each component that can be used in subsequent
ranking:

LCCc = AIRS-C + IRC + RDC + INC + OCc

The first term, AIRS-C, represents consideration of the effect that changing from the baseline
system component to a candidate componeot would have on system-less component recurring
investment costs as a result of the alternate component's influence on system availability
(which in turn could influence the number of systems procured). This influence could be
positive or negative, as indicated previously

The second term, IRc, represents the recurring investment costs related to the canJidate
component, including the cost of components installed in delivered systems, spare components
procured to fill estimated in-work and transportation pipelines, and initial stockage covering
the estimated depot-manufacturer reorder cycle (with some level of safety, if desired).
Recurring costs associated with component replenishments, to offset consumption, are
included in operating costs.

The last three terms — RDC, INC, and OCc — address costs directly related to a candidate
component in the categories indicated.

Each of these terms, which is calculated for each candidate component, is expanded in
subsequent paragraphs.

t AIRS would equal zero when the system included only baseline components.
The analysis technique generally proceeds as follows; Cost terms are calculated for each
component and are associated with years in the estimated life cycle. Differential costs are
determined between candidate components for each cost term and year. Yearly differential
costs are factored (on the basis of the "oresent value" concept of discounting) to reflect the
influence of time on anticipated future expenditures, and then totaled to obtain a measure of
life-cycle effective cost influence (ECIC). The ECIC for each candidate component is used for
relative ranking, the component with the lowest ECIC being ranked first etc. These
computational procedures are outlined more fully, and examples are given, as the technique
developed is reviewed in greater detail.

The approaches used for determining each LCCC term are described in the following sub-
sections.

Effect on System (Less Component) Recurring Investment (AIRS-C)

The mean annual AIRS-C is based on the following:

(Total procurement cost of systems

with an alternate component, less
procurement cost of the installed
alternate components] minus
[Total procurement cost of systems
with the baseline component, less
procurement cost of the installed
AlRs-cik = baseline components] ^ k = sp> sp+1) cp
Number of aircraft procurement
years

The mathematical expression for AIR^j^ reduces to the following:

Al
— *Q2*(C13-Q1*C15) - Q2*(C14-Q1*C16)
A2
AIRs.cik = l ^J—1 ',k'SP.SP+l,...,CP

The availabilities, Al and A2, used in the above expression can be calculated in a variety of
ways. However, as noted previously, calculations of "intrinsic"availability are most meaningful
since the program is directed toward supporting R&D program efforts in evaluation of
inherent component R and M characteristics owing to hardware design, installation features,
and operating stresses. Thus operations and maintenance-scheduling decisions, repair-parts or
maintenance-personnel shortages, and other factors that can cause large fluctuations in down-
time, uptime, free time, and administrative time should be subordinated to the basic hardware
parameters of time-in-operation versus time-in-repair.
The use of a simulation model to determine aircraft availabilities in support of the analysis
technique makes it possible to consider the probability of multiple/concurrent corrective
maintenance actions on components and the 1'att that certain maintenance actions required on
components can be deferred until a scheduled maintenance event. In the case of the Army,
these scheduled events are aircraft intermedinte and perfcdic preventive maintenance (PMI and
PMP).

With this simulation capability, the typical approach to calculation of intrinsic availability can
be described as follows:

Flying Hours
Total unscheduled and PMI
and PMP downing events
A =
Total elapsed active downtime
for unscheduled and PMI and
Flying Hours PMP maintenance
Total unscheduled and PMI Total unscheduled and PMI
and PMP downing events and PMP downing events

or

MFHBDESched + Unsched
A = + MEMT
MFHBDESched + unsched Sch d + Unschod

A similar calculation can be made with only unscheduled maintenance being considered; how-
ever, the above calculation is believed to be most app.-opriate because defeired corrective
maintenance is frequently performed during PMI and PMP and because the purpose of
performing the PMI's and PMP's is to exert a positive influence on the time between
unscheduled component-maintenance actions.

NOTE: In the application of the simulation and cost models developed in this program, there
will be instances in which the simulation to determine aircraft availabilities, with base-
line and alternate components, will not be sensitive enough to detect the effect of
changing one component, or even a few, particularly when the failure rates and main-
tenance expenditures on those components are relatively low in comparison with the
balance of the system. In this situation (which occurred in the exercise conducted in
this program), instead of using simulation results to determine Al and A2 inputs for
the cost model, the investigator has the option of assuming no significant difference in
Al and A2 (thus making AIRs-dj,- ■ 0) or proceeding on an analytical basis by
simulating to determine a steady-state Al and using that value and known baseline and
alternate-component mean R and M data to determine A2,8 arithmetically. This latter
approach, which assumes independence of the components) under evaluation, is
described further in the component-ranking exercise for the main rotor blade.

8
Component Recurring Investment Cost (IRc)

As indicated previously, IRC includes the cost of components installed in delivered systems and
the initial procurement of spares to satisfy pipeline requirements.

The mean annual IRc is based on the following:

[Total cost of installed components to cover
in-work pipelines at Organizational (O),
Direct Support (DS), General Support (GS),
and Depot (D) levels of maintenance] + [Total
cost of spare components to cover in-transit
(or reorder) pipelines between O and DS,
DS and GS, GS and D, and D and manufacturer]
IRci. = KI. _L__ - ~ ;_;t;.. : - ,k=SP,SP+l CP
'k Number of component initial-procurement
years (not resupply)

The mathematical expression for the mean annual IRci^ reduces to the following:

C15 ( Al / C20\ )
IRH
cl - { — *Q1*Q2 + 1 + )*NSC2} , k=SP, SP+1 CP
k YP ( A2 \ CIS/ )

where NSC2 is defined in the expression for the Poisson distribution,

N
ff2(NSCl)*e-NSCl
I* , - PS
x!
x=0
and NSC1, the mean number of spare components required to fill the logistics pipelines, is de-
fined by the expression

NSC1 = FHRjMRl*Pl [(1 -(P2 + P6 + P9))*T1 + 2*P6*T5

+ P2*(T5+T6 + T7+T8)]
+ MR2* [P11*T2 + 2*P7*T6 + P3* (T6 + T7 + T8)]
+ MR3* [P12*T3 + 2*P8*T7 + P4* (T7 + T8)]
+ MR4* (P13*T4 + P5*T8)|

A basic assumption made in the mathematical expression is that each maintenance level is
injected into the repairable- and serviceable-component pipelines; that is, components move
only from 0 to DS to GS to D — or any portion thereof — and the reverse.
Component Research and Development Cost (RDC)

RDc represents the estimated research and development costs ulated to a candidate
component through prototype development and, in most situations, test and evaluation. Since
the intention is tc establish relative ranking early in, or prior to, the actual R&D phase of the
component or system life cycle, the estimated R&D costs related to each candidate compon ?nt
should be factored by the development risk, or probability of development-program success, as
a function of the magnitude of the technology achievements required in relation to the current
state of the art. (Development risks related to competing components could normally be
estimated by in-house Government personnel who specialize in the particular
component-development area.)

The mean annual RDC is based on the following:

Contractor estimate of R&D cost
Government estimate of the probability
of development success , „„ „^., ^^
RDri = ,k=SD,SD+l,... ,CD
k Number of development years

The mathematical expression for the mean annual RDnj^ reduces to the following:

C18
RDcii,
Ck = . k=SD, SD+1 . . . , CD
PDS*YD

Component Nonrecurring Investment Cost (INC)

INC includes the costs associated with placing a component in operational service that are not
reflected in unit-cost procurements of the component. This term may be viewed as a "catch
all" under which costs related to special facilities, tooling, training, technical data, special
support equipment, etc., might be considered. Only those aspects that differ significantly
between the candidate components and the others should lie given consideration. Further,
aspects not specifically related to component R and M might also be ignored, if desired, to
maintain emphasis on R and M characteristics in the ranking process.

As with the other cost categories, mean annual INC associated with each component would be
segmented in ;o life-cycle year(s) of applicabihty (normally coincident with procurement
years). In the programmed cost model, INC is inputted for each component configuration on
the basis of cost related to the support of sets of five aircraft. (The five-aircraft base was
chosen because of the approach used in Reference 1 for costing main-rotor-blade support
equipment. In application, this constant can be changeo in the program, with a compatible
change in the input of C19, as approj riate.)

The mathematical expression for mean annual IN,^ reduces to the following:

Al
— *Qn*C19
A2
l
\= 5*YP ■k=SP,Sm,...,CP

10
Component Operating Cost (OCc)

The Army, in AR 37-18, categorizes the costs associated with operation and maintenance of an
item in service as follows:

• Personnel
•• Crew*
• Maintenance
■ Consumption
•• Parts
• Petroleum, oils, and lubricants
• Ammunition*
• Electric power*
• Leasehold*
• Integrated Logistics Support (ILS)*
• Transportation
• Depot Maintenance

The categories annotated with an asterisk should not generally be affected by individual
component R and M characteristics (ILS in this case addresses management of the logistics
system). Petroleum, oils, and lubricants will also not normally be pertinent to component R
and M ranking. Exceptions may occur where components, such as engines, present variations in
maintainability or servicing characteristics as a result of differences in consumption rates of
these items; however, because of the relatively minimal impact on R arr' M trade-offs, they will
not be addressed.

Ranking of components on the basis of their R and M characteristics, as represented by related

operating costs, will be a function of maintenance personnel, expenditures on the component
(MPCC), parts/component consumption (PCCc), component transportation (TCc). and
component depot-maintenance costs (DMCC), or

(MPC
5 -t- PCC -t- TC + PMC)c
OCciuK = ci, k - SO, SO+1 CO
YO

Maintenance-Personnel Cost (MPCc)

Maintenance-personnel cost (MPCC) could be defined as the total cost of the personnel assigned
— per applicable 0, DS, or GS Tables of Organization and Equipment (TOE) — to perform
maintenance functions. In this category of operating cost, however, AR 37-18 excludes
supervisory and administrative personnel and all others who are not assigned to perform the
active-repair and preventive-maintenance function In our approach to this cost category, we go
slightly farther: It is not likely that personnel assignments in basic TOEs will be revised because
of individual component trade-off decisions (revisions are more likely because of a significantly
higher or lower total of active man-hours required to support a system consisting of an
amalgamation of components); therefore, in making R and M trade-offs, we propose to
consider only the active man-hours expended on the component by the direct maintenance
personnel. The nonactive time associated with these personnel will not be considered.

11
Depot maintenance personnel are treated separately in accordance with the AR 37-18 approach.

The mean annual MPCC is based on the following:

[Maintenance personnel cost at Organizational

level] + [Maintenance personnel cost at Direct
Support level] + [Maintenance personnel cost
at General Support level]
MPCcik = — ,k=SO)SO+l CO
Number of years of component operation

The mathematical expression for mean annual MPCcik reduces to the following:

LCFH
MPCcik = (HR1*C1+HR2*C2+HR3*C3), k=SO, SO+1. . . . , CO

Parts-Consumption Cost (PCCc)

For support of a basic assembly or component, such as a rotor blade, a transmission, a

tail-rotor hub assembly, etc., as planned with the ranking approach, parts-consumption costs
can be in two basic categories: (1) resupply of the basic component when it is condemned
(beyond limits for repair) or when it is retired (having reached its assigned maximum operating
life, if retirement is applicable); and (2) consumption of associated parts or materials during
repair or replacement of the component. The ranking approach is developed to consider both;
however, unless fairly complete data are available, actual application of the approach can be
confined to the first category.

The mean annual PCCc is based on the following:

[Parts-consumption cost related to Organizational

level] + [Parts-consumption cost related to Direct
Support level] + [Parts-consumption cost related to
„._ General Support
FH level]
PCCci R = - i , k=SO, SO+1 CO
Number of years of component operation

The mathematical expression for mean annual PCCci. reduces to the following:
LCFH
PCCci = -^-{MR1*[P1*(C12 + P2*(C15-C17)) + P10*C8]
'k YO
+ MR2*[P31'(C1£- C17) f P11*C9]
+ MR3*[P4*(C15 - C17) + ?12*C10] , k=SO, SO+1,. .. , CO

Transportation Cost (TCC)

Transportation costs will represent the cost of component shipment between the levels of
maintenance. Components are, as previously indicated, assumed to move through each level
sequentially to the authorized level of repair or to the point at which condemnation (or
retirement) decisions are made and the component is scrapped.

12
The mean annual TCC is based on the following:

[Transportation cost between Organizational

and Direct Support levels] + [Transportation
cost between Direct Support and General
Support levels] + [Transportation cost between
General Support and Depot levels]
TCcik = - ^ —£- J , k=SO, SO+1 CO
Number of years of component operation

Th*» mathematical expression for mean annual TCci^ reduces to the following:
LCFH(
TCoi = MR1 *P1 [2*P6*C5 + P2*(C5 + 06 + C7)]
cik YO I
+ MR2i12*P7*C6 + P3*(C6 + C7)]
+ MR3* [2*P8*C7 + P4*C7] j , k=SO, SO+1,.... CO

Depot-Maintenance Cost (DMCC)

Depot-maintenance costs include expenditure of direct maintenance man-hours and parts

consumption in support of the component. Facilities and general depot equipment will
normally not be affected by component selection. The cost of special support, equipment that
might be required as a function of component selection is considered in INC.

The mean annual DMCC is based on the following:

[Maintenance-personnel cost at the Depot

level] + [Parts-consumption cost related to
_ the Depot level]
DMCcik - , k=SO, SO+1,. . . , CO
Number of years of component operation

The mathematical expression for mean annual DMCci^ reduces to the following:

LCFH
DMCci = [HR4*C4 + MR4*P5*(C15 - C17)
+ MR4*P13*C11] , k=SO, SO+1 CO

COMPONENT-RANKING SUMMARY TABULATIONS

The rankings of candidate components are tabulated in sequentially developed tables such as
thof in Figure 1.

Annual costs estimated for each candidate component, developed from the eight cost-category
expressions described previously, are entered in the appropriate life cycle year in the Annual
Cost table. Seven of these costs are associated directly with developing, producing, placing in
service, and operating and maintaining the component. The eighth cost, AIR,S_C, represents the
change in system-procurement costs resulting from the change in system availability because of
candidate-component R and M influence. All of the costs are closely related to component R

13
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14
and M, except possibly certain aspects of research and development and nonrecurring and
recurring investment costs.

Since "relative" ranking of the candidate components is of primary interest and numerous
estimates are involved in calculating the costs for the component, any tendency to use these
cost estimates as projected-budget information should be discouraged. To prevent their being
used for such purposes, the calculated cost in each category and life-cycle year is reduced to a
differential base by subtracting the lowest cost from each of the component-associated costs
(thus reducing at least one component cost to zero) and entering the results in the Differential
Cost table.

The next step involves consideration of the influence of time on the annual differential com-
ponent costs. Almost all life-cycle-costing analyses developed in recent years have reflected a
realization that the point at which an expenditure is anticipated must be considered, since the
value of money is influenced by time, as manifested in interest costs and inflation.

A new Department of Defense document (Reference 2) discusses the subject as follows:

". . . time is considered in the economic or financial sense, such that later
expenditures are considered 'less costly' than equal sums which could be spent
sooner. Since the (Jovemment is a chronic long-term debtor, we can think of
this as reduction in interest costs when expenditures are postponed .... the
equations provided in this Guide reflect the time value of money. They are
processed in the standard manner for making cost streams comparable, namely,
by adjusting all costs to a common point in time. Since the common point is
the present time, the processed cost is called the 'Present Value'. The processing
consists of discounting each future cost, at an administratively determined rate,
from the planned time of occurrence back to the present time."

The DoD document makes the following observations on the subject of inflation in the
determination of "Present Value":

"The persistent occurrence and threat of inflation in recent years generates

great awareness of another way in which time can affect costs, that is, through
the changing value of our unit of measurement (the dollar). The equations in
this Guide do not, at this time, reflect this problem. One consideration which is
often overlooked, from a decision-making point of view, is that higher
(inflated) costs are paid with less valuable (deflated) dollars, and there is a
considerable offsetting effect..."

Following selection of an interest rate to adjust costs for the time value of money (typically
these rates have been in the range of 5 to 10 percent — not counting inflationary aspects, since
we believe that the offsetting effect noted by DoD implies minimal impact in a comparative
analysis), discount rates are calculated and annual differential costs are discounted, and the
results are entered in the Discounted Differential Cost table.

The discounted costs are then subtotaled for each candidate component by life-cycle year, and
yearly costs for each component are totaled to represent Total Discounted Differential
Life-Cycle Effective Cost Influence, ECI, in the final ranking table.

15
The candidate component with the lowest ECI ranks as the most preferable on the basis of its
R and M characteristics, the second lowest represents the second most preferable, etc.

In Figure 1 a 15-year life cycle and a 10-percent interest rate are shown for example only.

16
 ARMY O AND M SIMULATION MODEL

The Army aircraft simulation model was developed under the direction of Eustis Directorate
personnel to examine the capabilities and support requirements of Army aircraft. The potential
of this model lies in its capability to simulate a complex operations scenario and to provide
numerous output data concerning the aircraft's capability to perform in the given environment.

The model can be used with conceptual as well as operational weapons systems, thus providing
an evaluation tool that can be used throughout the life of a weapons system. When used with
conceptual aircraft designs, it permits an evaluation of logistics, reliability, and maintainability
interfaces; it allows c measurement of the relative performance of candidate designs; and it can
be used to assist in the creation of a realistic supportability plan. For aircraft designs currently
under development, the model can be used to isolate critical support, reliability, and
maintainability elements and to identify profitable areas of improvement; it can be used to
influence the design through quantitative and sensitivity evaluations; and it can provide
quantitative input data for system-effectiveness and cost models. For operational aircraft, the
model can conduct contingency evaluations and can play an important role in optimizing
support effectiveness.

Briefly, the model is a network of logical and mathematical functions and decisions that
represent the aircraft and the support system. Each aircraft being evaluated is described in
terms of systems and subsystems or components. For the sake of consistent terminology, each
of these subsystems or components is referred to as an element throughout this report. For
each element to be modeled, the pertinent reliability, maintainability, and supportability
characteristics must be generated. These data range from mean elapsed maintenance time to
accomplish each repair on each element to the percentage of time a given element will cause an
airborne or ground abort. Other inputs include such factors as th^ types of missions to be
simulated; mission priorities; number of organizational. Direct Support (DS), and General
Support (OS) maintenance personnel identified by skill-type/work-center designation; the
aircraft maintenance facilities available; the type of repair actions that necessitate a test flight;
and frequency, elapsed time, and manpower requirements to accomplish daily, maintenance
preflight, and PMI or PMP inspections.

At the conclusion of a simulation run, printouts are obtained that can be developed in a wide
variety of output forms depending on the user's requirements. This provides the option of
placing emphasis on the type of data desired for a particular analysis while suppressing output
that is of no interest (thereby saving computer run time). The outputs range from total
aircraft/system performance data — such as NORS (Not Operationally Ready, Supply) and
NORM (Not Operationally Ready, Maintenance) percentages; and DMMH/FH (Direct
Maintenance Man-Hours per Flying Hour) — to such items as the number of elements returned
to the depot, the number of cannibalizations, and the number of maintenance-action
requirements discovered during various inspections or in flight. (Undesired output data may be
■uppressed in the GPSS programming language by use of INCLUDE and LIST/UNLIST cards;
additional options for data suppression are not built into the specific model.)

MODEL CHARACTERISTICS

GPSS/360 language employs logic, numeric, and Monte Carlo techniques and features broad
logical power, reasonable computer running time, and relative ease of model construction and
use. The language permits the total weapon system to be analyzed dynamically by evaluation
of the capability of the weapon system and its support system to meet mission requirements.

17
Since the intricate complexities of the mission and support system are constructed in the
model itself, only standard analysis inputs and statistics are required. Thus the exercise process
is a relatively simple operation.

Considerable care was taken in the selection and development of the various model routines —
the purpose being to introduce maximum flexibility and to enable growth by merely changing
event parameters or incorporating minor subroutines.

A high degree of realism is employed in the logic and flow of the model. The input data
(MEMT; MTBMA; maintenance personnel quantities and work-center assignments; etc.) are
defined in the model at a level consistent with the user's purpose (for example, aircraft
definition at the major-system level may be sufficient for a conceptual study, whereas an
operational study would probably require an aircraft definition in grmer detail). A reasonable
number of influential perturbations and events have been logically inuoduced throughout the
model to account for such factors as ground support equipment (GSE) delays, maintenance
actions, and preventive-maintenance items (such as time-change components). Many of these
events are introduced with an appropriate distribution and are subjected to Monte Carlo
techniques to obtain a higher degree of realism.

MODEL CONSTRUCTION

The Army Aircraft Simulation Model consists of nine major routines that can be exercised,
given proper input data, to produce the desired output statistics. The routines are described
briefly below.

Mission-Generator Routine

The mission generator is the "action" routine of the model. Its purpose is to identify the
operational missions 10 be undertaken and to initiate the selection of the aircraft and its
configuration. Depending on the type of aircraft being simulated, the mission generator
logically selects one or more missions for each aircraft typo. The characteristics of these
missions can easily be revised by changing input-data cards; a greater or lesser number of
missions may be incorporated in the same manner.

For the mission identified, the routine determines the requi-ements for aircraft configuration,
number of flights, and flight length. These mission requirements are subsequently sent to the
aircraft routine for fulfillment. If the required number of aircraft are n< available — for
instance, too many aircraft may be down for maintenance — the mission generator will elect to
call up the standby aircraft, wait until sufficient aircraft are available, or send a reduced
number of aircraft on the mission. The choice of possible actions is controlled by input data to
the model.

The mission generator also contains the logic necessary to limit the flying schedule to a
predetermined period of the day, week, or month. Thus the flying schedule can be initiated,
varied, or terminated at any time interval specified by the user, including a maximum flight
schedule — that is, around-the-clock, seven-day-week operation. Provisions are also included for
terminating the flying schedule when the desired flying-hour pro-am is completed. The
flying-hour program can be specified by mission type if desired.

Aircraft Routine
The Aircraft Routine centre's the availability of the platoon/company aircraft for operational

18
missions by logically assigning the aircraft to "standby" and "downtime" activities. Within this
routine the aircraft moves through preflight activities, flight, preflight/postflight, servicing, and
daily inspections during the simulated period of operation. Both the Mission Generator
Routine and the Unscheduled Maintenance Routine interface directly with the Aircraft
Routine; aircraft availability is reduced according to mission or maintenance demands, or both;
and, upon completion of these activities, the aircraft is again restored to ready availability.

Preventive-Maintenance Routine

The Preventive-Maintenance Routine constrains aircraft availability (in the aircraft routine) by
imposing PMP and PMI inspections, component/element time change, and servicing, as required
by the particular aircraft design being simulated. Preventive-maintenance requirements are
programmed inputs to the model' they provide the timing for selecting aircraft, utilizing
facilities, and expending maintenance manpower for aircraft inspection, refurbishing and
servicing, check-out, and flight test. After the inspections and tests are completed, the aircraft,
personnel, and facilities are made available for other operations.

Failure-Determination Routine

The Failure-Determination Routine uses a Monte Carlo technique to introduce

probability-of-maintenance-action statistics into the model. Probability-of-maintenance-action
data for each aircraft, system, and element to be simulated comprise the program input for this
routine. As the aircraft and its equipment are utilized during the simulation period, MA
(Maintenance Action) requirements are introduced as a function of event (preflight, flight,
etc.), the probabilities of occurrence, and application of Monte Carlo techniques. If an MA
requirement is discovered before takeoff, the Failure-Determination Routine determines if it is
an "up" or "down" squawk; if it is the latter, the aircraft is removed from pre-launch activities
and sent to the Unscheduled-Maintenance Routine. The Mission Generator Routine then
selects another aircraft or an alternative course of action. MA requirements may also be
generated after takeoff; depending on probabilistic determinations of the element or elements
involved and their influences on flight completion, the aircraft will either complete the flight
or abort.

Aircraft having a "down" squawk are routed to a point in the simulation where the required
maintenance is assessed. It is at this point that the repair location, repair/replacement-element
availability, manpower requirements, time to repair, and GSE delay are determined.
The repair location is based on decision criteria supplied by the user. If necessary, the aircraft
can be subjected to relocation and an ensuing delay. (Relocation for downed aircraft is
counted within the model as downtime in the NORM category.)

Having confirmed the availability of a replacement element (if required), this routine next
identifies the number and type (based on work-center assignment) of maintenance personnel
required to remove and replace or repair the part in plar J. Next, the specific time to repair is
calculated by Monte Carloing the mean elapsed maintenance time (an input) against an
appropriate distribution. (In this program application of the model, the exponential
distribution was used to modify mean maintenance times. Any standard or nonstandard
distribution may be substituted by placing the desired input in Function 36.)

The start of the repair task is influenced by a GSE-delay circuit that Monte Carlos against an
in^ut probability to determine if a delay is applicable.

19
Unscheduled-Maintenance Routine

As described under the Failure-Determination Routine, system and element MA's will be
incurred on the basis of reliability data inputted to the model. Aircraft that experience a
"down" squawk maintenance action are carried in Not Operationally Ready status and enter
the Unscheduled-Maintenance Routine after leaving repair assessment. The
Unscheduled-Maintenance Routine assigns the personnel and facilities to perform the necessary
corrective action. If the required maintenance personnel are not available, the aircraft will be
delayed until they are available. When the personnel are available, the aircraft is delayed within
the Unscheduled-Maintenance Routine for a calculated time to repair, and the maintenance
personnel are held unavailable for the same period of time.

Upon completion of repair, the aircraft is returned to ready status, unless a test flight is
required. Aircraft requiring a test flight are not returned to a ready status until the test flight is
completed. On completion of the maintenance/repair activity, support assets (personnel,
equipment, and facilities) are returned to an available status.

NORS/Cannibalization Routine

The NORS/Cannibalization Routine is an amalgamation of the NORS delay logic and

cannibalization logic since these two operations are closely related and interdependent — the
aircraft that is "down" for parts will also be the aircraft from which parts will be taken to
maintain other aircraft in the ready status. An aircraft enters this routine when it is determined
that the required replacement element is not available. The first aircraft to go into this routine
will be delayed until the element is available. Another aircraft entering this routine will result
in the initial aircraft's being cannibalized to obtain the required replacement element. If the
element is not available on the previous aircraft, the second aircraft is delayed until it becomes
available. If the element is available on the previous aircraft, the second aircraft will be
repaired, consuming the time and maintenance-personnel assets required to remove the element
from the previous aircraft and remove and replace the one on the current aircraft. This process
is repeated on all subsequent aircraft entering this routine. Since the current evaluation was
made with the assumption that replacement elements were always available, this routine was
not active (but was tested).

Organizational Service Platoon (Integrated Direct Support Maintenance), Direct Support, and
General Support Component Repair Routine

This routine models component/element repair facilities. Elements removed from the aircraft
during the course of aircraft repair are routed to this routine for disposition. Several
alternatives exist: (1) the element can be repaired by the Organizational level service platoon;
(2) it can be repaired by the DS level; (3) it can be repaired by the GS level ;(4) it may be
NRTS (Not Repairable This Station) and sent to the depot; or (5) it may be condemned at
GS. This routine controls the access to the maintenance shops and assigns appropriate
maintenance personnel in accordance with inputs that specify the type of shop, MEMT, and
manpower requirements for each element requiring maintenance. The MEMT is subjected to
the seme type of Monte Carlo technique described for the Organizational On-Aircraft repair
time. The facility and personnel are held unavailable (occupied) for the duration of the
computed repair time. If personnel or the facility are not available, the repair task is delayed
until they are both available.

20
Manpower-Control Routine

The Manpower-Control Routine controls the distribntion of the manpower assets in the
simulation. Responding to the user's input, this routine establishes the shift lengths and
controls the utilization of manpower throughout the simulation period. Control over the
manpower assets is maintained at the individual shop-assignment level. This routine, in addition
to establishing work intervals by shifts, can reduce, increase, or eliminate any shift or manning
program during the simulation period. Thus, manning levels for reduced operations can be
inputted along with levels for normal operational periods, and the model wUl implement the
correct manpower levels at the appropriate time.

Data-Compilation Routine

The Data-Compilation Routine calculates, compiles, and tabulates the desired outputs and,
at the user's option, may be set up to give printouts at any time increment, e.g., every day,
week, month, etc. [The printout interval is controlled by input to MX1(5,1) in the model.
Additional detail on this feature is presented in the Description of Model Internal Opera-
tions (Data Compilation Subroutine) portion of the computer software package.] The model
is constructed to provide the user with "standard" outputs, i.e., items such as availability,
NORS, NORM, MMH, etc., and to give him the versatility to expand the outputs depending
on the type of analysis being performed. Data are collected and printed for individual air-
craft and for the aggregated platoon.

MODEL OPERATION

The simplified logic diagram (Figure 2) depicts the interrelation between the major routines
and some of the major functions and decisions performed by the model during the course of a
simulation. The model time-base increment, at which the master clock is updated, has been set
at 0.1 hour. This time increment provides the degree of output-data definition normally re-
quired for trade-off studies, parametric analyses, etc.
Briefly, the model works as follows: The Mission Generator Routine initiates the program by
requesting a given number of aircraft to perform the first mission of the day. The required
number of aircraft, if available, are started through a progressive set of events in preparation
for the flight. These events include a daily and/or preflight inspection, as required.
(Maintenance and aircrew preflight inspections were retained in the model to accommodate
UH-IN 3M data input. In other Army applications, one of these preflight events can be assigned
zero probability of MA occurrence to complete maintenance-concept compatibility.) Before an
event is accomplished, the model interrogates the Manpower-Control Routine to ascertain the
availability of the necessary personnel and equipment to perform the required event. If
personnel or equipment are not available, the aircraft is placed in a queue until the required
assets are available or the time-to-flight is no longer sufficient to accomplish the remaining
events. The events are conducted on each appropriate aircraft system, with the allocated time
being consurr jd in 0.1-hour increments. During these events, the status of each aircraft system
is evaluated by applying a Monte Carlo reliability logic network with the system's associated,
preestablished reliability data to determine the aircraft's status.

21
If an aircraft is found to require a maintenance action during the preflight events, it is sent to
the Failure-Determination Routine for disposition. If the aircraft is subsequently found to have
a "down" squawk, either it is replaced by a standby aircraft or an additional aircraft is "called
up" if time permits. An aircraft found to have an "up" squawk is returned to the Aircraft
Routine to complete its flight preparation, and the "up" squawk is carried over to be corrected
the next time the aircraft requires maintenance or a PMI or PMP inspection occurs. In this
manner, the aircraft progresses through each preestablished event and is readied for flight.

Compeny Jp A/C Ye«

Minion Prepere A/C _». A/C Up Post Flight A/C Up
Reedy •■ Complete
Required
Pool
for Flight or Down Mission
Mission
Inspection - or Down

. Down No Down

V«] ReplK emwit

1 A/CI«eq'd
i
No

Post
Flight
A/C

' 1 l
i
'
No i Replacement ; Ye«
1
Or,.
Weit for H/R Failed _j Obtain
PVTrO'fnft
Component ~ | Personnel
i **■" i I II Available ' Main«.

1 r i
* Yes 1 No

No Test Ye« o/s

Flight Pertorrm
Reqd Meint
r
A/C

Perform
Vet Movement
L Required'
- 1 No

Test G/S Perform«

Flight Meint.

L OS ■*■ GS -*• To Depot

No PMI No PMP No PMO

Reqd " Reqd
T Reqd

Yes Yes Yes

Perform
Intermediate
_ Perform
Periodic
L Perform
Daily

Figure 2. Simplified Logic Diagram, Army O and M Simulation.

After takeoff, each aircraft is evaluated to determine if MA's will be generated during the
mission and, if so, if any of the maintenance actions will cause an abort. This determination is
made by a Monte Carlo technique using a random-number generator and the reliability- and
abort-data input to the model prior to the simu' j n . The user has the option of replacing all

22
airborne aborts with another aircraft, replacing none, or replacing a certain percentage. Aircraft
that do not abort the mission return after consuming the required mission flight time.
Maintenance actions generated during flight that did not necessitate an abort are flagged for
subsequent identification during the postflight inspection.

Upon return, each aircraft is checked to determine if an in flight MA has occurred. If a "down"
squawk has occurred, the aircraft is sent to the Unscheduled-Mainfenance Routine; if not, it is
serviced and made ready for a rapid turnaround if necessary. The aircraft is checked to
determine if a PMI or PMP inspection is due. Aircraft entering this inspection cycle are held
unavailable (NORM) for the mission until the inspection and the sub« quent test flight are
completed. Maintenance personnel are obtained from the appropriate manpower pool to
perform the inspection and are also unavailable for other duties of lower priority until their
portion of the inspection is completed. Time-change items are checked and replaced (if
required) during PMP inspections.

The unscheduled-maintenance "ycle is entered when the Failure-Determination Routine

determines that the aircraft has sustained a "down" squawk. The initial repair-assessment
section of the maintenance cycle determines whether the action required is repair-in-place or
remove-and-replace, and establishes the time-to-repair, using the remove-and-replace and
mean-elapsed-maintenance-time input data for that system and element in conjunction with
the appropriate distribution curve and a random-number generator. If the action is
remove-and-replace, the spares stock is checked to determine if the necessary repair elements
are available. If they are not, and an element is not available through cannibalization, the
aircraft is placed in a NORS (Not Operationally Ready, Supply) status until a spare is available.
If the required elements are available, the repair location is determined on the basis of the type
of MA and the predicted repair time. Before the repair is accomplished, the model has
provisions for delaying the aircraft if the required GSE is not available. This feature requires
that the user be able to identify a GSE-delay probability number as part of the input data. The
aircraft repair is then accomplished provided the appropriate maintenance personnel, elements,
and GSE are available.

Upon completion of the aircraft repair, the test-flight requirement is determined on the basis
of the type of repair performed. If a test flight is required, the aircraft is prepared for flight,
flies the required time, receives a postflight inspection, and is returned to the operationally
ready status. Elements removed from the aircraft are routed to the appropriate maintenance
facility (Organizational Service Platoon, Direct Support, or General Support) and repaired
whenever shop work space and maintenance personnel are available. The component/element
maintenance time-to-repair is calculated in a manner similar to that for Organizational
maintenance discussed earlier in this section. Components that fail and cannot be repaired are
tabulated, and these in turn generate depot-workload predictions.

INPUT DATA

The input data to the model caa be broadly classified into four categories: operational,
maintenance, reliability, and logistics. The major inputs of reliability and
corrective-maintenance data are discussed in detail in the Simulation Model Input Functions
section of this report. The other inputs required foi model execution are outlined in the
following paragraphs and are also further described in the Simulation Model Input Function
section.

23
Briefly, the operational data establish the environmental, design, and mission boundaries
within which the aircraft must operate; the maintenance data detail the preventive- and
corrective-maintenance characteristics of the aircraft; the reliability data establish the predicted
ground, airborne, and abort probabilities of the aircraft-, and the logistics data define the
support requirements of the aircraft. The following highlights the input data requirements by
category (excluding the R and M data):

1. Operational Data Input

Mission Type. Types of missions to be simulated.

Mission Length. Mission lengths in 0.1-hour increments by type of mission.

Mission Schedule. Flying schedule for each of the mission types, e.g., fly 2 aircraft
every 3.6 hours starting at 10 p.m. and ending at 4 p.m. daily.

Aircraft Standby Requirements. Defines the number of standby aircraft required to

support each mission.

Mission Priorities. If more than one type of mission is to be simulated, each mission
type is assigned a priority to assure that missions with the greatest importance have the
highest possibility of being flown.

2. Maintenance-Data Input

Scheduled-Maintenance Requirements. Types, frequency, and length of all inspections,

time-change components, and overhauls required.

Maintenance-Action Priorities. Priority of the corrective and preventive maintenance

tasks by category or event.

Test-Flight Data. Repair actions that necessitate a test flight.

3. Logistics-Data Input

Aircraft Maintenance Personnel. Number of maintenance personnel by work-center

assignment at each maintenance echelon. In the present evaluation, no manpower limits
were imposed.

Maintenance Facilities. The types of aircraft maintenance facilities and their

capabilities, i.e., type of work performed in each shop, job unit capacity, as well as an
identification of the shop responsible for repairing those elements tracked by the
model. In the present evaluation, no facility limitations were imposed.

Aircraft Complement. Number of aircraft in each platoon

NORS Probability. The probability that an element will cause a NORS delay should it
fail and require replacement. Each aircraft system and element being simulated requires
this probability identification. In the present evaluation, elements were assumed to be
available when required.

24
 Operating Philosophy. This category of input data covers numerous inputs that
establish the basis for many of the decisions made during the simulation. Examples of
this type data are:
• Aircraft are moved for repair if the maintenance task takes longer than "X" hours.
• Preparation of aircraft for flight is started "X" hours prior to fliphl.
. "n" aircraft will be maintained u ready alert status.

OUTPUT DATA

Outputs are available to provide statistical data on all phase" of operational support. These data
can be developed in a wide variety of output forms depending on the user's requirements. The
model has been constructed so that a large quantity of output data is available and may be
called for at the user's option. This permits the user to place the emphasis on the type of data
desired for a particular analysis while suppressing the data that is not required. The depth and
detail of the outputs are based on the criticality and nature of the output.

As currently configured, the model report generator provides the following data:

1. Monthly Mission Information. Missions called, missions flown, and mission flying hours
are provided for each aircraft tail number and for the total platoon.

2. Monthly Scheduled-Inspection Information. The number of inspections and man-hours

consumed are tabulated for each aircraft and the total platoon covering each of the
following inspections: Preflight, Daily, PMI, PMP.

3. Monthly Maintenance Information. Maintenance data covering the number of

maintenance actions, maintenance man-hours, and elapsed maintenance downtime are
provided and separated into scheduled and unscheduled categories. Data are tabulated
by aircraft tail numbers and for the total platoon.

4. Monthly Aircraft Characteristics. Direct Maintenance Man-Hours per F.ying Hour. Not
Operationally Ready Maintenance hours, Not Operationally Ready Supply hours, and
Availability are provided for each aircraft and the overall platoon. Availability is
computed in three categories: (1) Up Time/Total Time, (2) Missions Flown/Missions
Called, and (3) Missions Completed/Missions Called. (Data to determine the intrinsic
availability value described in the Component-Relative-Ranking Technique section are
also provided in the output.)

5. Monthly Platoon Statistics. The following platoon statistics are summarized:

Total Flying Hours
Flying Hours for Completeo Missions
Flying Hours for Aborted Missions
Flying Hours for Test Hops
Number of On-Aircraft Repairs
Number of Parts Removed and Replaced
Number of Removed t'a. •* Repaired at the O Level
Number of Removed Par. Repaired at the DS Level
Number of Removed Ptirfi Repaired at the öS Level
Number of Removed Parts Returned to Depot (NRTS)
Number of Removed Parts Condemned
26
 SIMULATION MODEL INPUT FUNCTIONS

Simulation model input functions are discussed in this section. First, the equipment R and M
input functions, which require computations using the historical data base, are described in
detail. The input functions required to complete the operations, maintenance, and logistics
scenario to be simulated are then described. Together, the two parts of the section address all
of the input functions required by the simulation model.

R AND M INPUT FUNCTIONS

An input of aircraft R and M indices, including aircraft, system, and element data, to the Army
O and M simulation model involves preparation of 35 GPSS-input functions.

All of these functions are prepared by using a series of computer programs and manual
operations to translate Navy/Marine 3-M data into aircraft R and M input that represents
operation and maintenance of the aircraft in an Army environment. Details of the overall steps
involved in data processing leading to calculation of these input functions are provided in the
next section of this report. In this section, the R and M input functions will be defined and the
formulas used in their calculation will be presented. Table I provides definitions of the data
elements and symbols used in the function equations.

Tables II, III, and IV provide supplementary definitions of the symbols used in Table I.

Aircraft-Level Functions

Preliminary calculations for aircraft-level functions must be made as follows:

a. Mean maintenance requirements discovered during preflight inspections, TMPPF

4A
TMPPF =
Data Flying Hours/Preflight
[FLTS + 7A + 8A]
Simulation Flying Hours/Preflight

tAdjustment factor that should be estimated and used if the operating and
maintenance (0 and M) scenario being ^simulated is different from the O and M
conditions under which the data were generated. The factor as shown is iterative,
requiring repeat simulations to estimate accurately; therefore, a reasonable
approximation should be adequate. An alternate approach that provides a reasonable
approximation is the ratio of data mean-fligiit duration to simulation flight duration.

b. Mean maintenance requirements discovered during aircrew inspections TMPAC

1A
TMPAC = ;
= r—— , ft
Data Flying Hours/Aircrew
[FLTS + 7A]
Simulation Flying Hours/Aircrew
ttSee note for TMPPF

26
 TABLE I. DATA ELEMENTS AND SYMBOLS*

Codes Description

Aircraft Level, Maintenance

1A Total aircraft A+B+E WDCs from Navy 3-M data-processing Job 9, Step 1 (field
columns 12-16), i.e., aircrew-discovered
2A Total aircraft C+D WDCs from Job 9, Step 1 (field columns 17-21), i.e., in-flight-
discovered
3A Total aircraft C WDCs from Job 9, Step 1 (field columns 22-26), i.e., in-flight/
abort-discovered
4A Total aircraft II+K+0.6R WDCs from Job 9, Step 1 (field columns 27-31), i.e.,
preflight-discovered totals (Note: The portion of R WDCs is included because of
the practice of using QA inspectors to assist in preflight, daily, and periodic/
calendar inspections during the period of data collection on the UH-1N and the
erroneous practice cf recording QA-di; covered problems as code R instead of the
appropriate type-inspection code. Appc i tionment was made with the assistance
of the Marine users of the UH-1N when the situation was brought to their atten-
tion. With correct reporting, R code usage should become relatively insignificant,
and the apportionment can continue to be used as programmed without detri-
mental impact.)
5A Total aircraft J+0.3R WDCs from Job 9, Step 1 (field columns 32-36), i.e., daily-
inspection-discovered
6A Total aircraft M+N+0.1R WDCs from Job 9, Step 1 (field columns 37-41), i.e.,
calendar-equivalent to periodic-inspection-discovered
7A Total aircraft A WDCs from Job 8, Step 1 (field colurans 42-46), i.e., aircrew/
abort-discovered
aA Total aircraft H+K+0.6R WDCs that resulted in NOR condition of aircraft from
Job 9, Step 1 (field columns 47-51), i.e., preflight-discovered and resulting in NOR
condition
9A Total aircraft Y WDCs from Job 9, Step 1 (field columns 52-56), i.e., maintenance-
discovered problem with replacement item drawn from supply
10A Total aircraft R+Q ATCs from Job 9, Step 1 (field columns 57-61), i.e., actions
taken that resulted in a draw on supply

System Level, Maintenance

IS System totals A+B+E WDCs from Navy 3-M data-processing Job 9, Step 1 (field
columns 12-16)
2S System totals C+D WDCs from Job 9, Step 1 (field columns 17-21)
3S System totals C WDC^ from Job 9, Step 1 (field columns 22-26)

■"See Navy When-Discovered and Action-Taken Codes and Work-Center Definitions in Tables II, III, and IV to
assist in interpretation of code descriptions. Data-processing job references are described in the following
section, Component Evaluation and Ranking Exercise.

27
 TABLE I. (continued)

Codes Description

System Level, Maintenance

4S System totals H+K+0.6R WDCs from Job 9, Step 1 (field columns 27-31)
5S System totals J+0.3R WDCs from Job 9, Step 1 (field columns 32-36)
6S System totals M+N+0.1R WDCs from Job 9, Step 1 (field columns 3741)

Element Level, Maintenance

IE Element totals A+B+E WDCs from Navy 3-M data-processing Job 9, Step 1 (field
columns 12-15)
2E Element totals C+D WDCs from Job 9, Step 1 (field columns 16-19)
3E Element totals C WDCs from Job 9, Step 1 (field columns 20-22)
4E Element totals H+K+0.6R WDCs from Job 9, Step 1 (field columns 23-26)
5E Element totals J+0.3R WDCs from Job 9, Step 1 (field columns 27-30)
6E Element totals M+N+0.1R WDCs from Job 9, Step 1 (field columns 31-34)
7E Element totals A WDCs from Job 9, Step 1 (field columns 35-37)
BE Element totals D WDCs from Job 9, Step 1 (field columns 38-40), i.e., in-flight/no
abort-discovered
9E Element totals D WDCs associated with NOR condition of aircraft from Job 9,
Step 1 (field columns 4143), i.e., did not cause in-flight abort but was noted in
flight and aircraft went NOR upon return to base
10E Element totals B+E WDCs from Job 9, Step 1 (field columns 4447), i.e., aircrew-
discovered, no abort
HE Element totals B+E WDCs associated with NOR condition of aircraft from Job 9,
Step 1 (field columns 48-51), i.e., did not cause aircrew abort but discovered by
aircrew and associated with aircraft entering NOR condition
12E Element totals H+K+0.6R WDCs associated with NOR condition of aircraft from
Job 9, Step 1 (field columns 52-55), i.e., discovered during preflight and associated
with aircraft entering NOR condition
13E Element totals J+0.3R WDCs associated with NOR condition of aircraft from Job
9, Step 1 (field columns 56-59), i.e., discovered during daily inspection and asso-
ciated with aircraft entering NOR condition
14E Element totals 1+2+3+4+5+6+7+8 ATCs from Job 9. Step 1 (field columns 60-63),
i.e., BCM from Navy (Marine) Intermediate Maintemjice Activity to Depot — equi-
valent to Army NRTS (Not Repairable This Station) action from a General Support
activity to Depot
15E Element totals 14E (above) +9 ATCs from Job 9, Step 1 (field columns 64-67),
i.e., action taken equivalent to Army NRTS from GS to Depot and condemned
by GS

28
 TABLE I. (continued)

Codes Description

Element Level, Maintenance

16E Element totals 15E (above) +A+B+C+D+J+K ATCs for off-equipment maintenance
only from Job 9, Step 1 (field columns 68-71), i.e., all off-equipment maintenance
actions count (excludes counts associated with reporting work stoppage for parts
or maintenance and work in progress at the end of time period)
17E Element totals for off-equipment Work Center 01 from Job 9, Step 1 (field
columns 72-75), i.e., a count of Primary Work Center off-equipment actions on
the removed element that may take place at the O(IDSM), DS, or GS levels of
maintenance
18E Element totals for off-equipment Work Center 02 from Job 9, Step 1 (field
columns 76-78)
19E Element totals for off-equipment Work Center 03 from Job 9, Step 1 (field
columns 79-81)
20E Element totals for off-equipment Work Center 04 from Job 9, Step 1 (field
columns 82-84)
21E Element totals for off-equipment Work Center 05 from Job 9, Step 1 (field
columns 85-88)
22E Elemenv totals for off-equipment Work Center 06 from Job 9, St»p 1 (field
columns 89-92)
23E Element totals for off-equipment Work Center 07 from Job 9, Step 1 (field
columns 93-95)
24E Element totals for on-equiprnent Work Center 01 from Job 9, Step 1 (field
columns 96-99), i.e., a count of Primary Work Center on-equipment actions on
the insta'led element at the 0 level of maintenance
25E Element totals for on-equipment Work Center 02 from Job 9, Step 1 (field
columns 100-103)
26E Element totals for on-equipment Work Center 03 from Job 9, Step 1 (field
columns 104-107)
7E Element totals for off-equipment man-hour expenditures from Job 9, Step 1
(field columns 108-115) — tabulation is in tenths of man-hours
28E Element totals for off-equipment elapsed maintenance time (active clock hours)
from Job 9, Step 1 (field columns 116-122) — tabulation is in tenths of hours
29E Element totals for on-equipment man-hours expenditures for removal- and replace-
ment-type actions from Job 9, Step 1 (field columns 123-128) — tabulation is in
tenths of man-hours
30E Element totals for on-equipment elapsed maintenance time (active clock hours)
for removal- and replacement-type actions from Job 9, Step 1 (field columns
129-134) — tabulation is in tenths of hours

29
 TABLE I. (continued)

Codes Description

Element Level, Maintenance

P+Q+T+U
31E Element totals R+S+ ATCs for on-equipment maintenance actions
from Job 9, Step 1 (field columns 135-138), i.e., a count of the removal- and
replacement-type actions associated with 29E and 30E in the data base
32E Element totals for on-equipment elapsed maintenance time (active clock hours)
for repair-in-place-type actions from Job 9, Step 1 (field columns 139-144) — tab-
ulation is in tenths of hours
33E Element totals A+B+C+D+J+K+Y+Z ATCs for on-equipment maintenance actions
from Job 9, Step 1 (field columns 145-148), i.e., a count of the in-place repair-
type actions associated with 32E and 34E in the data base (reported actions not
reflecting a completion count, such as end-of-time-period reporting, are excluded)
34E Element totals for on-equipment man-hour expenditures for repair-in-place-type
actions from Job 9, Step 1 (field columns 149-155) — tabulation is in tenths of
man-hours
3bE Element totals for R+Q ATCs from Job 9, Step 1 (field columns 156-159), i.e.,
actions taken that result in a draw on supply
36E Element ratio (15E) (35E) (100)/(1.6E) (31E+33E) from Job 9, Step 1 (field
columns 160-162), i.e., the percentage of total maintenance actions that culmi-
nated in NRTS/BCM or condemnation actions in the data base

/jtcrait Level, Operations

FLTS Count of aircraft flights in data base (use trip count in 3-M data, as represented
by Card Type 76 submittals, since trips represent departures from base whereas
flight count can reflect multiple legs in a trip) from Job 7, Step 3. Trip/flight
count influences preflight and aircrew inspection totals. (This couni should be
considered critically by the investigator and adjustments made, if appropriate,
based on prior review of 3-M ASD-MDCS comparisons from Job 4 and availability
of original organization reports, etc.K
AFDS Count of aircraft flight-days in data base from Job 7, Step 3. Aircraft-flight-days
count influences daily inspection totals. (This count should be considered for
necessary adjustment, as with FLTS.)
CLDR Count of aircraft calendar inspections in data base. Navy Type Maintenance Codes
P+Q, from Job 7, Step 3. Navy calendar inspection count may be used to estimate
equivalent number of Army periodic inspections (an alternative approach is data-
base flying hours/100 hours)
FHRS Count of flying hours in data base from Job 7, Step 3. (This count should be
considered for necessary adjustment, as with FLTS. The three, FLTS, AFDS, and
FHRS, should b? adjusted on the same basis if adjustment is appropriate.)
SMDR Simulation-mission duration (as selected by the investigator/Army)
- I

30
 TABLE II. WHEN-DISCOVERED
CODES (NAVY)

Code Description

A Before Flight — Abort — Aircrew

B Before Flight — No Abort — Aircrew
C In Flight - Abort
D In Flight - No Abort
E After Flight/Between Flights/Aircrew
H Between Flights — Ground Crew
J Postflight/Daily Inspection
K Preflight Inspection
M Calendar Odd Inspection
N Calendar Even Inspection
R Quality-Assurance Inspection
Y Upon Receipt or Withdrawal from Supply

TABLE III. ACTION-TAKEN CODES (NAVY)

Code Description

1 BCM — Repair Not Authorized

2 BCM — Lack of Authorized Equipment, Tools, or Facilities
3 BCM - Lack of Technical Skills
4 BCM -Lack of Parts
5 BCM - Shop Backlog
6 BCM — Lack of Technical Data
7 BCM — Excess to Ship/Activity Requirements
8 BCM — Budgetary Limitations
9 Condemned
A Item/System Discrepancy Checked — No Repair Required
B Repair and/or Replacement of Attaching Hardware
C Repair
D Work Stoppage — Post/Pre-Deployment
J Calibrated — No Adjustment Required
K Calibrated — Adjustment Required
P Removed
Q Installed
R Removed and Replaced
S Removed and Reinstalled
T Removed for Cannibalization
U Replaced After Cannibalization
Y Troubleshoot
Z Corrosion Treatment

31
 TABLE IV. WORK-CENTER DEFINITIONS

Navy/Marine Army

Work-Center Assigned Work-

Code Description Center Code Deacriptkui

On-Equipment/Aircraft Maintenance

31X Plane Captains/Line Work Sections Organization (0) Level

32X Troubleshooters Service Platoon
300 Line Division 01 Maintenance Section
14X Calendar Inspection Crews ' Periodic Maintenance
' Contact Maintenance

21X Electronics/COM-NAV Organizational Level

200 Avionics/Weapons Division 02 Service Platoon
Avionics Section

22X Electrical/Instrument Organizational Level

100 Aircraft Division Service Platoon
11X Power Plants Shops Section
12X Airframes ' Electrical
■13X Aviators Equipment 03 - Engine
Other • Prop/Rotor
- Machine (Welding)
• Hydraulic
• Tool Van

Off-Equipment (Removed Component) Maintenance

400 Power Plants Division Direct Support (DS) and General Support
41X Jet Shop (GS) Engine and Prop/Rotor Shops. Equiva-
44X Rotor Dynamics Shop/Components 01 lent to 03 in 0-level Integrated Support
Maintenance (IDSM) tabulation

45X Test Cell 02 GS Test Cell equivalent

54X Hydraulic Shop DS and GS Hydraulic Shop. Equivalent to 03

03
in 0-level IDSM tabulation

62X Electrical/Instrument Shop DS and GS Electrical Shop. Equivalent to 03

04
in 0-level IDSM tabulation

600 Avionics Division DS and GS Avionics Shop. Equivalent to 02

05
61X COMM/NAV Shop in 0-level IDSM tabulation

500 Airframe Division DS and GS Sheet Metal, Machine, Welding,

51X Structures Shop NDI, and other Shops. Equivalent to 03 in
52X Machine Shop 0-level IDSM tabulation
55X Tire Shop 06
56X Welding Shop
57X NDI Shop
Other

53X Paint Shop DS and GS Faint Shop. Equivalent to 03 in

07
0-level IDSM tabulation

32
 c. Mean maintenance requirements discovered during daily inspections, TMPD

5A
TMPD =
Data Flying Hours/Daily
[AFDS]
Simulation Flying Hours/Daily
t See note for TMPPF except for the alternate-approach possibility

d. Mean maintenance requirements discovered during periodic inspections, TMPP

6A
TMPP =
CLDR

e. Mean bad parts drawn from supply for replacement of element in aircraft, TMPBPS

9A
TMBPS - —

f. Mean maintenance requirements discovered during flight, TMPIF

SMDR
TMPIF = 12A]
FHRS

Function 2: Ground Event Probability of Success

This function gives the probability that an aircraft will successfully pass a given ground event.
The events in the function are coded 1 — ordnance loading, 2 — preflight inspection, 5 —
aircrew inspection, 11 — turnaround inspection, 16 — daily inspection, 17 — periodic
inspection, and 21 — withdrawal of a part/element from supply. Success means that no
requirement for maintenance (MA) was discovered during the event. The event breakdown
conforms to required input format carried over from the Navy VALUE IV model from which
the Army simulation was derived. Events 1 and 11 are inputted as "always successful" (six 9's)
since they are not applicable in the Navy data or Army scenario. Events 2 and 5 an; derived
separately for convenience in the simulation; since the Army does not use an aircrew
inspection, as such, the two series events are combined in the simulation-model outp.it editor
as preflight information (an alternate approach would be to input event 5 as "always
successful" and merge the data in the preflight event calculation). The argument in Function 2
is the ground-event code number, and the function value (the probability of success) is a
six-digit integer.

33
 Argument Function Value
1 999999
2 EXP (-TMPPF) * 10*
5 EXP (-TMPAC) * 10«
11 999999
16 EXP (-TMPD) * 106
17 EXP (-TMPP) * 106
21 EXP(-TMBPS)*106

Function 3: Probability of No Maintenance Action During Flight

As with Function 2, this is the probability that no requirement for maintenance will be
discovered. The argument is a number code identifying the mission. When only one mission
duration is defined, the argument is a dummy zero and a one. The function value is a six-digit
integer.

Argument Function Value

0 EXP(-TMPIF)* 106
1 EXP(-TMPIF)* 106

Function 5: Probability of No Abort Given a Maintenance Action During Flight

The argument is the same as for Function 3. The function value is a six-digit integer.

Argument Function Value

0 (1 - 3A/2A) * 106
1 (1-3A/2A) * 106

Function 10: Probability of Multiple Maintenance Actions Given a Maintenance Action

During Flight

This function is the cumulative probability of discovering the function-value number of

maintenance actions. The argument is a four-digit decimal fraction preceded by zero.

LetDENIF = 0.9999 - EXP (-TMPIF)

and x = Number of maintenance actions
Then the arguments of x are give i by
ARG x) = ARG(x-l) + (TMPIF)x(EXP(-TMPIF])/(x!)(DENIF)
where x! = x* (x - 1)* (x - 2)* . . . *2*1 and
ARG(l) = (TMP1F)(EXP[-TMPIF])/DEN1F

34
 Argument Function Value
(TMPIF) (EXP [-TMPIF] )/DENIF 1
2
ARG(2 - 1) + (TMPIF) (EXP [-TMPIF] )/(2!) (DENIF) 2

Function]!: Probability of Multiple Maintenance Actions Given a Maintenance Action

During Preflight Inspection

This function is calculated in the same way as Function 10 — substituting TMPPF for TMPIF,
letting DENPF = 0.9999 - EXP(-TMPPF), and substituting DENPF for DENIF.

Function 12: Probability of Multiple Maintenance Actions Given a Maintenance Action

During Daily Inspection

This function is calculated in the same way as Function 10 — substituting TMPD for TMPIF,
letting DEND = 0.999 - EXP (-TMPD), and substituting DEND for DENIF.
Function 13: Probability of Multiple Maintenance Actions Given a Maintenance Action
During Aircrew Inspection

This function is calculated in the same way as Function 10 — substituting TMPAC for TMPIF,
letting DENAC = 0.9999 - EXP (-TMPAC), and substituting DENAC for DENIF.

Function 14: Probability of Multiple Maintenance Actions Given a Maintenance Action

During i'eriodic Inspection

This function is calculated in the same way as Function 10 — substituting TMPP for TMPIF,
letting DENP = 0.9999 - EXP (-TMPP), and substituting DENP for DENIF.
System-Level Functions

The system-level functions are defined in the following subsections.

Function 16: Probability of a System Maintenance Action During Aircrew Inspection

This function represents a cumulative probability distribution of maintenance actions being

discovered in the systems that form the tircraft, starting with the first system in the aircraft
and continuing to the last. The argument is a four-digit decimal fraction, preceded by zero,
reflecting the cumulative probability, and the function value is the system number, e.g., 01, 02,
03, etc. The argument must always be increasing in value to truncation at 0.9999; i.e., systems
that have not experienced sufficient maintenance actions to cause a change in the argument in
the fourth decimal place are omitted in the cumulative distribution series. Arguments are
calculated as follows:

35
 ISQI 1S01 + 1S02 1S01 thru IS^^ SyStem Number
1A ' 1A 1A

Argument Function Value

1S01/1A 01

last last

Function 17: Probability of a System Maintenance Action In Flight Given an Aircraft

Maintenance Action In Flight

This function is calculated in the same way as Function 16, except that 2S is used in the
numerator and 2A in the denominator for each system.

Function 18: Probability of a System-Maintenance-Action Abort In Flight Given an Aircraft

Abort In Flight

This function is calculated in the same way as /unction 16, except that 3S is used in the
numerator and 3A in the denominator for each system.

Function 19: Probability of a System Maintenance Action During Preflight Inspection

This fi iction is calculated in the same way as Function 16 except that IS is used in the
numerator and 4A in the denominator for each system.

Function 20: Probability of a System Maintenance Action During Daily Inspection Given an
A'rcraft Maintenance Action During Daily Inspection

This function is calculated in the same way as Function 16, except that 5S is used in the
numerator and 5A in the denominator for each system.

Function 21: Probability of a System Maintenance Action During Periodic Inspection Given
an Aircraft Maintenance Action During Periodic Inspection

This function is calculated in the same way as Function 16, except that 6S is used in the
numerator and 6A in the denominator for each system.

Function 22: Number of Elements in Systems

The argument is the system numeric designation, and the function value is the number of
elements in the system.

36
 Argument Function Value

01 Number of elements in System 01

02 Number of elements in System 02

Last Number of elements in last system

Element-Level Functioa«

The element-level functions are defined in the following subsections.

Function 24: Probability of an Element Maintenance Action During Aircrew Inspection Given
a System Maintenance Action During Aircrew Inspection

This function is calculated independently for each element and system in the aircraft. The
argument is the system-element numeric designation, and the function value is packed with
two 3-digit integers. The first pack (AP) is the function probability, with a calculated value
from 000 to 999 (truncated maximum), and the second pack (BP) is blank; that is, the
function value equals (AP * 103) + BP.

Argument Function Value

sy ent
nr 0101
IS 01
AP
IE,0101 i
'lo*3
BP

vm

1F
0102I
0102 ♦IO^ vw
IS,01

Last J L Last
System Element

Function 25: Probability of an Element Maintenance Action In Flight Given a System

Maintenanv'e Action In Flight

This function is calculated in the same way as Function 24, except that 2E is used in the
numerator for each element and 2S in the denominator for each system.

37
Function 26: Probability of an Element-Maintenance-Action Abort in Flight Given a
System-Maintenance-Action Abort In Flight

This function is calculated in the same way as Function 24, except that 3E is used in the
numerator for each element and 3S in the denominator for each system.

Function 27: Probability of an Element Maintenance Action During Preflight Inspection

Given a System Maintenance Action During Preflight Inspection

This function is calculated in the same was as Function 24, except that 4E is used in the
numerator for each element and 4S iu the denominator for each system.

Function 28: ProbabiLiy of an Element Maintenance Action During Daily Inspection Given a
System Maintenance Action During Daily Inspection

This function is calculated in the same way as Function 24, except that 5E is used in the
numerator for each element and 5S in the denominator for each system.

Function 29: Probability of an Element Maintenance Action During Periodic Inspection Given
a System Maintenance Action During Periodic Inspection

This function is calculated in the same way as Function 24, except that 6E is used in the
numerator for each element and 6S in the denominator for each system.

Function 30: Probability of an Element Aircrew Ground Abort Given an Element

Maintenance Action During Aircrew Inspection

This function is calculated for each element in a manner similar to that for Function 24,
except that 7E is used in the numerator and IE in the denominator.
Argument Function Value

System i rElement AP BP

7E
0101 o
0101 *10ö
1E0]01

7E
0102 o
0102 *10d
1E0102

Function 32: Probability of Aircraft's Being NOR With an Element Maintenance Action In
Flight Given an Element Maintenance Action No-Abort In Flight

This function is calculated independently for each element. The argument is the
system-element numeric designation, and the function value is a 6-digit integer reflecting the
function probability, with a calculated value from 000000 to 999999 (truncated maximum).

38
 Argument Function Value

System-. .-Element

010!
(»oioil .lo6
{8E0101)

(9E0102) no6
0102 9E
( 0102)

Function 33: Probability of an Aircraft's Being NOR With an Element Maintenance Action
During Aircrew Inspection Given an Element No-Abort Maintenance Action
During Aircrew Inspection

This function is calculated in the same way 8is Function 32, except that HE is used in th^
numerator and 10E in the denominator for each element.

Function 34: Probability of an Aircraft's Being NOR With an Element Maintenance Action
During Preflight Inspection Given an Element Maintenance Action During
Preflight Inspection

This function is calculated in the same way as Function 32, except that 12E is used in the
numerator and 4E in the denominator for each element.

Function 35: Probability of an Aircraft's Being NOR With an Element Maintenance Action
During Daily Inspection Given an Element Maintenance Action During Daily
Inspection

This function is calculated in the same way as Fixnction 32, except that 13E is used in the
numerator and 5E in the denominator for each element.

Function 37: Percent of Element Removal and Replacement Maintenance Actions, Percent of
Elements Repaired Given That Elements Were Received in General Support

This function is calculated independently for each element. The argument is the system-
element numeric designation, and the function value is packed with two 3-digit integers. The
first pack (AP) is the percentage of removals and replacements given a maintenance action,
and the second pack (HP) is the percentage that OS repaired given that it received them. In
each case the calculated value is from 000 to 999 (truncated maximum). The function value,
therefore, is (AP * 103) + HP. The calculation of this function (and Function 52) includes
built-in provisions for converting, or arriving at, the stated probabilities under conditions where
the maintenance concept reflected in the base data differed from the concept to be simulated
(as was the case in the program in which Navy 3-M data on the UH-1N were being used to
represent operation and maintenance in an Army environment).

39
These conversion provisions require data-card input in Job 9, Step 3 that provides the
following information for each element: system-element numeric designation and estimates of
Army percentages for (a) removal and replacement given a maintenance action (Pi), (b) sent
from Organization (Integrated Direct Support Maintenance — IDSM) to Direct Support given
removal and replacement (P3), (c) sent from DS to General Support given receipt in DS (P3),
and (d) sent from GS to Depot given receipt in GS (P4). Logic for these conversion provisions
assumes that items going to higher mantenance levels move sequentially through each; that
off-equipment maintenance may (as dictated by maintenance capability) be performed at
O-IDSM, DG, GS, and Depot; that all condemnations below the Depot level occur at GS; that
Pi. PJ • PJ . and P4 inputs do not consider condemnations; and that the overall maintenance
capabilities below the Depot level are equivalent between the data source and the Army (i.e.,
NRTS/BCM and condemnation rates, as a function of element maintenance actions, are equal).
On the basis of the above, the following calculations are made to adjust the estimates of Army
probabilities, if necessary, to satisfy NRTS and condemnation outflow requirements from GS:

(I-PJKP, -36E)
1-
P, -(P.PJPSP*)

P2(1-P3)(P1 -3 E)
P = 1
PjfP, -36E) + (36E-[PlP2PjP4])

36E
Pi =
P.PiP;

and Functions 37 and 52 calculations are performed essentially concurrently because of a

requirement for certain interdependent checks. Function 37 calculations proceed as follows for
each element:
• If P, < data element 36E, make Function 37 AP = 36E and Function 37 BP = 000
• If P, > 36E and Function 52AP = (1 - PJ) * 103 = 1000/999, make Function 37
AP = P, and Function 37 BP = 000
• If P, > 36E and Function 52 AP * 999, make Function 37 AP = P, and Function
37 BP = (1 - p;) * 103

Argument Function Value

System-i rElement AP BP

0101 000 to 999 000 to 999

40
Function 40: Skill-Code/Work-Center Designations

This function is calculated independently for each element. The argument is the
system-element numeric designation, and the function value is packed with three 2-digit
integers. The first pack (AP) is the code assigned to the work center that has most frequently
performed off-equipment maintenance on the element. The second pack (BP) is the code
assigned to the work center that has been the second most frequent performer of
on-equipment maintenance on the element (considered to be the assisting work center for
on-equipment maintenance in the simulation). The third pack (CP) is the code assigned to the
work center that has most frequently performed on-equipment maintenance on the element
(considered to be the primary work center for on-equipment maintenance in the simulation).
Function 40 calculations proceed as follows:

• Counts in fields coded 17E, 18E, 19E, 20E, 21E, 22E, and 23E are reviewed,and 40 AP
is made equal to 01, 02, 03, 04, 05, 06, or 07 on the basis of the highest action count.
In cases of ties, the first field in the sequence that ties for highest action count
determines 40 AP. If all counts in 17E through 23E are equal to zero, make 40 AP - 00.
• Counts in fields coded 24E, 25E, and 26E are reviewed; 40 BP is made equal to 01,02,
or 03 on the basis of the second highest count, and 40 CP is made equal to 01, 02, or 03
on the basis of the highest count. In cases of ties for highest count, make 40 BP the
highest and 40 CP the lowest number of 01, 02, and 03 (of those fields that tie). If there
is only one count in 24 E through 26E, make 40 BP = 00: if there are no counts in 24E
through 26E, make 40 BP and 40 CP - 00.

Argumeiu Function Value

System -i (-Element AP BP CP
11
0101 01 to 07 01 to 03 01 to 03

Function 42: Manpower for Element Off-Equipment Repair, Manpower for Secondary Work
Center During Element Removal and Replacement Action, Manpower for
Primary Work Center During Element Removal and Replacement Action

This function is calculated independently for each element. The argument is the
system-element numeric designation, and the function value is packed with three 2-digit
integers. The first pack (AP) represents the mean number of men, in tenths, required for
element off-equipment repair. The second pack (BP) is the mean number of men, in tenths,
required from the secondary work center during on-equipment element removal and
replacement actions. The third pack (CP) is the mean number of men, in tenths, required from
the primary work center during on-equipment element removal and replacement actions. In
each case, the calculated value is from 00 to 99 (truncated maximum). The function value,

41
therefore, is (AP * 10*) + (BP * 102 ) + CP. The function calculation, obtained from man-hour
and elapsed-maintenance-time expenditure data (with apportionment of removal and
replacement manpower between primary and secondary work centers, as determined in
Function 40), proceeds as follows:

Argument Function Value

System -. r Element AP BP CP

'.27E, i29E 0101

01011 Secondary WC Count,
t(
0101 *10 * >*10
(■
28E 30E,0101

CP — J
^SE,0101
*10-BP
I30E0101

Function 43: Mean Elapsed Maintenance Time (MEMT) for Element Off-Equipment Repair,
Mean Elapsed Maintenance Time for Element Removal and Replacement
Actions

This function is calculated independently for each element. The argument is the
system-element numeric designation, and the function value is packed with two 3-digit
integers. The first pack (AP) represents the MEMT, in tenths, for element off-equipment repair
(the MEMT is assumed to be applicable to all maintenance levels and types of off-equipment
actions). The second pack (BP) represents the MEMT, in tenths, for on-equipment element
removal and replacement-type actions, as differentiated from on-equipment/in-place
repair-type actions. In each case, the calculated value is from 000 (if there were no such
actions) to 999 (truncated maximum). The function value, therefore, is (AP * 103) + BP. The
function calculation proceeds as follows:

Argument Function Value

System -i i- Element AP BP

J28E 0101 30E 0101

0101
(16E,0101
no 31E,0101
no

42
Function 46: Elements Table Code

This function assigns a sequential numeric code to each element in the aircraft, starting with a
numeric one and continuing through each system and element to the last. The argument is the
system-element numeric designation, and the function value is the assigned sequential numeric
code.
Argument Function Value

System-i r Element

0101 1
0102 2

Function 47: Percent of Element Not Repairable This Station (NRTS) Actions, Percent of
Element NRTS or Condemned Actions
This function is calculated independently for each element. The argument is the
system-element numeric designation, and the function value is packed with two 3-digit
integers. The first pack (A?) is the percentage of off-equipment actions that involved NRTS of
the element from GS to Depot (see discussion in Function 37), The second pack (BP) is the
percentage of off-equipment actions that involved NRTS or condemnation at GS. In er.oh case,
the calculated value is from 000 to 999 (truncated maximum). The function value, therefore, is
(AP * 103) + BP. The function calculation proceeds as follows:

Argument Function Value

System-i r Element AP BP

. 14E010r) O (15E0101 I O
0101 { [ *103 { [ *103
16E0101 16E
010l)

Function 52: Percent of Elements Repaired by Organizational Integrated Direct Support

Maintenance (IDSM) Given a Removal and Replacement Action, Percent of
Elements Repaired Given That Elements Were Received in Direct Support

This function is also calculated independently for each element. The argument is the
system-element numeric designation, and the function value is packed with two 3-digit

43
integers. The first pack (AP) is the percentage of removed elements repaired at IDSM, and the
second pack (BP) is the percentage of elements repaired in DS of those received from
Organizational IDSM. In each case, the calculated value is from 000 to 999 (truncated
maximum). The function value, therefore, is (AP * 103) + BP. The calculation of the function,
described in further detail in Function 37, proceeds as follows:

• If P, < 36E, make Function 52 AP = 000 and Function 52 BP = 000

• If P, > 36E, Function 52 AP = (1 - PJ) * 103
• If P, > 36E and Function 52 AP « 1000/999, make Function 52 BP = 000
• If P, > 36E and Function 52 AP *= 1000/999, Function 52 BP = (1 - P3) * 103

Argument Function Value

System -1 «-Element AP BP

0101 000 to 999 000 to 999

Function 53: Mean Elapsed Maintenance Time (MEMT) for Organizational Element
On-Equipment Repair

This function is calculated independently for each element. The argument is the
system-element numeric designation, and the function value is packed with two 3-digit
integers. The first pack (AP) represents the MEMT, in tenths, for element on-equipment repair
actions at the organizational level, as differentiated from on-equipment removal- and
replacement-type actions. The second pack (BP) is made equal to zero, 000, for all elements.
The calculated value for AP is from 000 (if there were no on-equipment repair-type actions in
the data) to 999 (truncated maximum). The function value, therefore, is (AP * 103) + BP or
(AP * 103) + 000. The function calculation proceeds as follows:

Argument Function Value

System-1 i-Element AP BP

32E
0101
0101 *10 000
33E
0101

44
Function 64: Manpower for Secondary Work Center During Element On-Equipment Repair
Action, Mupower for Prinury Work Center During Element On-Equipment
Repair Action

This function is calculated independently for each element. The argument is the
system-element numeric designation, and the function value is packed with three 2-digit
integers. The first pack (AP) is made equal to zero, 00, for all elements. The second pack (HP)
is the mean number of men, in tenths, required from the secondary work center during
on-equipment element repair actions. The third pack (CP) is the mean number of men, in
tenths, required from the primary work center during on-equipment element repair actions. In
each case, the BP and CP calculated value is from 00 to 99 (truncated maximum). The
function value, therefore, is (AP * 104) + (BP * 102) + CP or (00 * 104 ) + (BP * 10a ) + CP.
The function calculation, performed in a manner similar to that of Function 42 (with
apportionment of on-equipment repair manpower between primary and secondary work
centers, as determined in Function 40), proceeds as follows:

Argument Function Vnl^e

System -i n Element AP BP CP

134E 0101 Secondary WC Count!

0101 00 * i V »10
I 32EQIQ£ Secondary + Primary
WC Count

CP —

34E 0101
*10-BP
32E 0101

OTHER O AND M INPUT FUNCTIONS

In addition to the R and M input functions just described, several other functionJ must be
provided as model input.

Function 1: Reconfiguration Sort

In the present configuration only one mission type is specified and this function serves no
purpose in the existing scenario. Where more than one mission is involved, this function
controls which aircraft configurations can fly particular missions.

46
 Function 4: Flight Duration

This function defines mission length. It is inputted with the X field equal to mission type and
the Y field equal to mission duration in tenths of hours. For example: 0 15 1 15 means
that mission 0 (Test Hop) is 15 clock units and mission 1 is 15 clock units (1.5 hours).

Function 6: Line Inspection Manpower, Work Center, and Duration

This function defines the number of men, the work center involved, and the time required to
perform each type of line inspection used in the simulation. Present input defines preflight
(event code 2) and daily (event code 16) requirements. Function X fields and Y fields contain
event codes and 6-digit packed information, respectively. For example: 100102 is interpreted
by reading—left to right—10, one man; 01, work center 01; 02, 2 clock units (12 minutes).

Function 7: Maintenance Priority

When two or more events are competing for manpower assets, this function defines the order
in which they will be satisfied. Function X fields and Y fields are event codes and priorities,
respectively. Priority is in natural order; i.e., 1 is the lowest-priority job. i

Function 8: Queue Limit Ground Events

This function provides the capability of imposing time limits on ground events; chat is to say,
if the event is not accomplished in the time specified by the function, it will be canceled. The
X fields contain event codes, and the Y fields contain time limits. In the model configuration
used in this program, no practical time limit is specified for any event other than the load
ordnance event (the load ordnance event, however, was not used in the simulation); i.e., the
other events were assigned a function solution of 999999.

Function 36: Exponential Distribution

This function is used to moc'ify mean repair times. The mean time to repair for each element is
multiplied by this input to provide the repair time for a specific event. In this exercise an
exponential distribution was used because previous tests with Navy 3-M repair times showed
such a distribution. Other analyses may require different repair-time uistributions. These
different distributions may be inputted by removing the existing Function 36 and replacing it
with the desired distribution.

Function 38: Probability of Part Availability

In this exercise Function 38 was not used. It was configured as a dummy input so that the
required part was always available. For analyses with limited spare parts, this function would
be activated by filling each X field with element numbers and each corresponding Y field with
the probability of the part's being available.

Function 44: Test Hop Candidates

This function defines those aircraft elements which have the potential of requiring a test flight
after the completion A unscheduled maintenance. X values are element numbers (101, 2501,

46
etc.), and Y values are 1 ' r 0. A Y value of 1 indicates a potential test flight. In its present
form the function is interpreted as follows:
Test
Element Flight Required
0101-0400 No
0401-0424 Yes
0425-0503 No
0504 Yes
0505-0617 No
0618 Yes
0619-1300 No
1301 Yes
1302 No
1303 Yes
1304-2501 No

It should be noted that test-hop determination is made in two steps. First, Function 44 is
interrogated to determine if the maintenance action represented by the transaction is a
candidate for a test hop. When Function 44 evaluates to 1, a test hop may be required. The
second step is made in the model logic by the statistical transfer block just prior to ARRH.
The number in this block (0.533 for the present evaluation) represents the percentage of test-
hop candidates that do require test hops. This percentage is computed as the sum of the
remove-and-replace maintenance actions divided by total maintenance actions for all test-hop
candidates.

Function 45: Supply Delay

In this exercise Function 45 was not used, since parts were always considered to be available.
Future analyses considering supply problems would require this function to be provided as
input. Element numbers are loaded into X fields. The corresponding Y field is provided with
the average delay to obtain a part, given that one is not available. Y field data are in 0.1-hour
clock units. For example, a 72-hour delay would be inputted as 720.

Function 48: Probability of Cannibalization

Cannibalization was not considered in this exercise, and Function 48 was therefore loaded as a
dummy. In normal runs, where parts are defined at the element level, this function is still not
required. Only in cases where the aircraft is defined to the "system" level is it necessary to
activate this function. X values would be system numbers, and Y values would be the
probability of cannibalization.

Function 49: DS and GS Shops

This exercise did not use Function 49. The purpose of Function 49 is to permit the analyst to
specify shop facilities. These could be such items as engine rails, automatic test equipment, or
other assets that would impose physical constraints on testing of elements at the DS or GS
level.

47
Function 50: Not Used

Function 51: Probability of Multiple Failure, Bad faxt From Supply

This function provides the capability of assuming multiple cases of receiving bad parts from
supply for a single maintenance event. The normal assumption is that only one bad part can be
obtained on any maintenance event. It is recommended that this function not be altered on
subsequent evaluations.

Functions 9,15, 23,31, 39. 41,66

These functions are sorting functions and do not require revision for revised input.

48
 COMPONENT EVALUATION AND RANKING

Preceding sections of this report have covered the life-cycle costing technique for evaluating
and ranking competing components, the O and M simulation model for determining aircraft
parameters, and detailed procedures for calculating the R and M input data for the simulation
model. This section presents a review of the overall procedure for analyzing competing
components on the basis of their R and M characteristics.

The Navy UH-1N twin-engine utility helicopter was selected as the baseline aircraft for the
program. Therefore, the receipt of 3-M data from the Navy Maintenance Support Office (MSO)
at Mechanicsburg, Pennsylvania, is the starting point for the algorithm developed to process
historical aircraft data for simulation-model input, to perform subsequent O and M simulation,
and, finally, to complete candidate-component ranking. There is a point in the algoriihm,
however, where data from any source can be formatted on magnetic tape in a manner that will
permit application of the balance of the algorithm. This point and the other important features
of the algorithm are described in the following paragraphs.

The algorithm is described in a job sequence, with the UH-1N baseline aircraft and competing
main-rotor-blade analysis being incorporated for demonstration purposes. Most of the jobs are
computerized; however, there are several manual interfaces that require interpretation oldata
for proper direction of the computer-processing effort. In addition, portions of the algorithm
involve manual computations. All of the computerized jobs have been prepared for operation
on the Eustis Directorate's COPE 1200 terminal, which is connected to the IBM 360/65 OS
facility at the U.S. Army Aviation Systems Command (AVSCOM) Headquarters, St. Louis,
Missouri.

The algorithm can be divided into four basic parts: (1) Tabulation of Aircraft Historical Data,
(2) R and M Input Function Calculations, (3) O and M Simulation, and (4) Component
Relative Ranking. See Figure 3.

PART 1: TABULATION OF AIRCRAFT HISTORICAL DATA

The purpose of the first part of the algorithm is to develop formatted magnetic-tape
tabulations of aircraft historical data that can be used readily to calculate the R and M input
functions required by the simulation model. Nine computerized jobs are involved (jobs 1
through 8A and B), along with manual analysis and input, as described below.

Job 1, SELECT

The purpose of Job 1 is to select historical data of interest by Type Equipment Code (TEC)
from Navy 3-M raw-data magnetic tape(s) that are in Navy card-type (CT) format. As shown in
Figure 3, the Navy 3-M data tape is processed through Step 1, TECSEL (the only step in Job
1), and two tapes are generated: tape AHDTTOl, the data of interest; and tape AHDTT02,
data related to other TECs that may have been on the 3-M tape(s). The investigator can use the
program in Job 1 to separate data that he may have requested for other or later efforts, or the
program may only serve the necessary purpose of eliminating unwanted or erroneously
supplied data from further processing.

In the demonstration effort, the end-item TECs AHAP for the UH-1N aircraft and TSAB for its
associated T400-CP-400 engine were selected for inclusion on tape AHDTTOl.

49
 Part 1 - Aircraft Historical Data Tabulation

Job 1, SELECT
TECs Step 1
Col 1-4 TECSEL

Job 2, SEPARATE
Step 1
CTSEP

(continued)

Figure 3. Component Evaluation and Ranting Algorithm.

60
 Part 1 — Continued
Job 3, MDCSFILE

/ Previous \
rf€p 1 _J Residue ■
n
^DtSSORT . AHDTTOS'

Ter-porary
Data Set

Step 2 ^/AHDTTOe)
SEPCT34 (CT34)

Temporary
Data Set

S
\
Step 3 'Previous \
MDCSMAIN IAHDTT07 /

(continued)

Figure 3 — Continued.

51
 tut 1 - Continued

♦ ♦
Job 4, ASDMDCS Step 10
Stop 5
ASD80RT2 AMCOMB

Temporary
^1^
Temporary
Data Set Data Set
3tepl
ASDtX>RTl
\
Step 6 Dummy Card Step 11
ASDTOTAL — 79.«0 - 08 AMPRINT
Temporary
Data Set *
1- 1"
Temporary
ASDMDCS
Diiplay
Data Set
Step 2
ASDDUPS

Step 7 Temporary
ASDSORT3 Data Set
U_ J3X J

JAHDTTOT]
-^""V (MDCS) J
StepS V_^/
ASDOODE
StepS
MD'Ä'IOTL C" Dummy Card*

Temporary
J
Temporary
79-80-02 ft OS

Data Set
Data Set

Dummy Card „^ Step 4

(Blank) ASDDATE Step 9
MDCSSORT

Temporary
Data Set Temporary
Data Set

(continued)

Figure 3 — Continued.

52
 Part 1 — Continued

Job 6, MDC88URV Job 6, MDCSTAB

Stopl Stepl A/R

WUCSORT MDCSACRE Organization
Time Period

Temporary Temporary
Data Set Data Set

Step 2 Step 2 —JAHDTTIOJ

PRINT132 MDCSSRT1

MDCS Step 3 EN-WUC

Col 1-132 MDCSTAB1 CRI

Step 4
MDCSSRT2

Temporary
Data Set

StepS
MDCSTAB2

(oontiaiNd)

Figure 3 — Continued.

63
 Tart 1 — Continued

Job 7, ASDMNOR Step 6

MDCSSORT

Temporary
A/R Data Set
Stepl
ASDACRE Organization
Time Period
Step 6
MDCSNOR2 -HAHDTTia)
Temporary
Data Set

Step 2
ASDSORT

Temporary
Data Set

Inspection
Temporary Operations
Data Set Information

Step 4 EN-WUC
MDC8NOR1 CRI

Temporary
Data Set

(continued)

Figure 3 — Continued.

54
 Part 1 — Continued

Job 8A, MDCSADD Job 8B,NORADD

Stepl Add Step 1 Add

ADDELEM Element ADDELEM Element
Data Data

Part 2 — R and M Input Function Calculations

Job 9, FUNCCAL1

Step 3 Element
EFNCCAL Maintenance Probability
Alternate Scenario

Source-Data Lifting of
Element
Element Function Cards
Function Cards
(continued)

Figure 3 — Continued.

55
 Part 2 — Continued

Job 10, FUNCCAL2 (Manual)

Aircraft Lilting of
Syiteir Element
Element Function
Subtotals Cards
Stepl Step 2 Step 4
SFNCCAL i lEFNCCHG IHDRCARDI
Inspection Alternate
Operations Element
Data Information

J_
Aircraft R&M
New Element Function
System
Function Header Cards
Function Functions
Cards
Cards 22 and 46

Source-Data
Element
Function
Cards
Step 3
lEFNCCOM

Obsolete
Element
Function
Cards

Element
Function
Cards

Step 6
iRMFNCCOM/

GPSS R and M
Function Deck
(coDtiouad)

Figure 3 — Continued.

56
 Part 3 - O and M Simulation

Jobll-ACFTRMA

GPSS R and M Merge ^Z GPSS OPS

Function Deck Function Deck

Stepl
OMSIM

Aircraft
RMA
Output

Part 4 — Component Relative Ranking

Jobl2-RANKTAB

Component Stepl
Datacards COMPRANK

Component
Ran king
Tab les
J

Figure 3 — Continued.

57
Job 2, SEPARATE

The purpose of Job 2 is to separate the data on the selected TEC(s) into three sets on tapes
AHDTT03 (ASD: 3-M CT 768 and 71s that provide flying-hour, other operational and
readiness data), AHDTT04 (SAF: 3-M CT 01s that provide operational support routine
inspection — preflight, daily, etc., and general support data), and AHDTTOS (MDCS: 3-M
CTlls, 12s, 16s, 17s, 21s, 26s, 27s, 31$, 32s, and 34s that provide maintenance action and
look phases of calendar/periodic-inspection data).

Tape AHDTT03 becomes the basic input for a series of processing steps related to flying-hour
and readiness determinations.

Tape AHDTT04 provides summary SAF information. The SAF tape may be listed for general
comparative information; however, since an Army-generated inspection scenario is being
simulated, further processing is not required.

Tape AHDTTOS becomes the basic input for determinations of unscheduled replacement and
on- and off-equipment component-repair data and calendar-inspection frequency information.

Job 3, MDCS FUe

The purpose of Job 3 is to compile the many pieces of information from the various 3-M CTs
contained on tape AHDTTOS into single records of maintenance actions generated against the
end-item aircraft or removed engine.

Job 3 is accomplished in three steps: (1) MDCSSORT, (2) SEPCT34, and (3) MDCSMAIN.
Step 1 involves a sort. Step 2 separates any CT34s (repair-cycle data from Maintenance Action
Form (MAF) Multi-copy 3) that were on tape AHDTTOS and did not have Job Control
Number (JCN) matches with other CTs, and it places them on tape AHDTT06 for listing t\nd
review by the investigator (CT34s are frequently not included on 3-M data tapes provided i>y
MSO and are not required for accomplishment of the program). Step 3 is the principal progrf.m
in Job 3. MDCSMAIN eliminates redundant information; identifies and lists errors in the 3-M
data; identifies residue CTs which are not in error, but for which insufficient informatian is
available for association with a specific maintenance action, and outputs the CTs on tape
AHDTTOS; and constructs composite records of maintenance events that contain all
information available in the 3-M system for maintenance analysis, and outputs the records on
file tape AHDTT07. The format of a maintenance action file record, which is 1329 characters
in length, is shown in Appendix I.

An existing residue tape, AHDTTOS, can be inputted to Step 1, and an existing file tape,
AHDTT07,can be inputted to Step 3 if the investigator subsequently acquires additional 3-M
data and wishes to perform an update generating a new AHDTT07 and AHDTTOS.

File tape AHDTT07 is held for input in Jobs 4, 5, and 6.

Job 4, ASDMDCS

The purpose of Job 4 is to prepare a tabulation that surveys combined ASD and MDCS data in
such a way that the investigator can judge the reasonableness and completeness of the data for
subsequent R and M analysis.

SB
The job consists of eleven steps. Steps 1 through 7 process ASD data from tape AHDTT03,
developed in Job 2, through a series of sort, duplicate-elimination, data-conversion, and
ASD-totals-tabulation programs, and the results are retained in Temporary Data Set J3X. Steps
8 and d process the MDCS file tape AHDTT07, developed in Job 3, through
MDCS-totals-tabulation and sort programs, rind the output from Step 9 is merged with J3X in
Step 10, vhere the ASD-MDCS tabulation is completed. A card input to Step 8 can be used
to select a spe^iiied time period from the MDCS file tape.

Step 11 is a display program that prints the tabulated results of Job 4. A sample of the
tabulation is shown in Figure 4. The display is by organization (ORG), year and month (Y/M),
and serial-number aircraft (BU/SER). The number of MAs during the month on the aircraft are
shown under JCN/SYS, the total flying hours (in tenths) in the month for the aircraft under
TFH/SYS, and the total Not Operationally Ready and awaiting-maintenance hours (in tenths)
under T NOR/RMC HRS and T AWM/SYS HRS. Monthly, quarterly, and yearly totals are also
provided by organization.

From his review of the results of Job 4, the investigator would make judgments about rejecting
portions of data because of the absence, or obviously incomplete submittals, of either ASD or
MDCS data. These decisions would be reflected in input to the first steps in Jobs 6 and 7. The
investigator also has the option of retaining ASD and MDCS data, when there appears to be a
question about the ASD input, and later developing flying-hour and other operational
tabulation adjustments based on investigations of original data of the organization(s) in
question, if possible.

Job 5, MDCSSURV

The purpose of Job 5 is to provide the investigator with a listing of each MA record on the
MDCS file tape in a maintained-item Work Unit Code (WUC) sequence. (The first 132 columns
of each 1,329-character record are printed.)

This listing and the applicable aircraft-WUC manual (U.S. Navy Series H-l Aircraft, NAVAIR
01-110HC-8. in the cas* of the UH-1N for this program) give the investigator a group of the
number of MAs associated with various components of the helicopter during the data period
and provide the information necessary for preparing a WUC Element Number (EN) Cross
Reference Index (CRI) for system and element identification in the 0 and M simulation model.

Because of computer-operation considerations, the simulation model can typically

accommodate an aircraft breakdown of 200 to 300 elements. Since an aircraft WUC
breakdown typically involves more than 1,000 codes, the investigator must use judgment with
respect to which WUC'd components will be specifically identified as elements and which
components, subsystems, or systems will be amalgamated into elements for O and M
simulation. The logical approach (that applied in the demonstration effort) is to identify
specifically as elements those components that are of primary interest to the investigating
agency. In this effort for the Rustis Directorate, time-change items and other major structural
and dynamic-mechanical components were assigned separate ENs where possible.

The EN breakdown for the UH-1N developed in the program is shown in Appendix II. The
EN-WUC CRI is keypunched on standard 80-column IBM data cards; 18 columns are used.
Columns 1—7 contain the Navy WUC on the MDCS file tape, columns 8—14 contain the
unique or amalgamated WUC associated with the EN (EWUC), and columns 15—18 contain the
assigned EN (the first two digits reflecting the system and the second two digits the element
within the system). The EN-WUC CRI developed in the program for the UH-1N is shown in
Appendix III; the listing is in EN sequence.

59 »
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60
The EN-WUC CRI is required as input in Jobs 6 and 7.

Job 6, MDCSTAB

The purpose of Job 6 is to develop a summary tabulation of MA data by EN from the MDCS
file tape AHDTT07.

The job involves five steps. Step 1, MDCSACRE, is an accept-o: reject program that requires
input of a control card with A or R in column 1 to select how the program is to be used and
one to 50 data cards with the organization code in columns 1—3, and time-period start and end
dates in columns 4—7 and 8—11 (one-digit year followed by three-digit Julian day). If all data
on the MDCS file tape AHDTT07 are to be used, two blank cards are inputted. As discussed
previously, the decisions relative to Step 1 are based on analysis of the results of Job 4. The
output of Step 1 is a temporary data set.

Step 2, MDCSSRT1, sorts the temporary data set from Step 1 and outputs MDCS file tape
AIIDTT10, which is used as an input to Step 3 of Job 7.

The temporary data set from Step 1 is also inputted directly to Step 3, MDCSTAB1, to
continue Job 6. In addition to the temporary data set, MDCSTAB1 requires card input of the
EN-WUC CRI developed from Job 5. With these inputs, the program tabulates
unscheduled-maintenance data from each 1,329-character MDCS MA record and outputs
45-character records to another temporary data set that includes — as appropriate for each MA
- NWUC; EWUC; EN; on-aircraft When Discovered Code (WDC), Action Taken Code (ATC),
primary Work Center Code (WCC), total active elapsed maintenancr time (EMT), and total
man-hours (MH); and off-equipment ATC, WCC, EMT, and MH. Scheduled inspection records
and input records that do not contain sufficient data to prepare an output record in Step 3 are
outputted as 1,329-character files on tape AHDTT11. Tape AHDTT11 is not used further;
however, it can be listed and reviewed if desired.

The temporary data set from Step 3 is sorted in EN sequence in Step 4, MDCSSRT2, and
inputted to Step 5, MDCSTAB2. MDCSTAB2 compiles the unscheduled MA records associated
with an EN into single 327-character records for each EN covering the entire data period and
outputs these new file records on tape AHDTT12. The file record layout is described in
Appendix IV. A partial listing of the demonstration-case output from MDCSTAB2 is shown in
Figure 5.
Job 7, ASDMNOR

The purpose of Job 7 is to provide inspection, flying-hour, trip-count, flight-count, and

aircraft-flight-day-count (CT 76 submittals) information for later use in R and M function
calculations for the O and M simulation, and to identify the MAs that caused or were
associated with NOR conditions of the aircraft.

The job involves six steps. Step 1, ASDACRE, is similar to Step 1 in Job 5 (internally the
program compares organization and date fields on CT71s and 768 instead of similar fields in an
MDCS file record). ASD data tape AHDTT09, generated in Job 4, is inputted, and accepted
data are outputted as a temporary data set.
After being sorted in Step 2, the temporary data set is inputted with MDCS data tape
AHDTT10 (generated in Job 6) to Step 3, ASDMSURV. ASDMSURV accomplishes two basic

61
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62
tasks. First, counts are made of the following, for each aircraft serial number (and a total count
for the fleet):

• Look-phase inspections from the MDCS tape (primary interest is in Navy

Type-Maintenance Codes P and Q, which represent odd and even calendar inspections
that are approximately equivalent to Army periodic maintenance, PMP, events)
• Operations data from the ASD temporary data set:
•• CT76s (representing "trips from base", which are subsequently related to preflight
counts)
•• Aircraft days of flying in data period
•• Flights (multiple flights can occur as parts of a trip in 3-M data submittal)
•■ Flying hours
These counts are provided on an output listing. The ASD data, which apparently are most
subject to difficulty in the 3-M system, can be adjusted by the investigator, as discussed
previously in Job 4, on the basis of the availability of orginating-source data, etc., prior to
application in the simulation model R and M function calculations.

Second, aircraft Not Opeiationally Ready (NOR) periods identified by the CT71s in the ASD
temporary data set are compared with MA data on the MDCS tape, and the MA records with
Navy WDCs B, D, E, H, J, K, or R associated with aircraft NOR periods are selected, NOR
placed in columns 60—62 of the MDCS-MA record, and columns 1—62 of the record placed in
the outputted temporary data set.

Step 4, MDCSNOR1, is performed in the same manner as Job 6, Step 3. The EN-WUC CRI is
inputted with the temporary data set from ASDMSURV, and a new temporary data set is
created with NWUC, EWUC, and EN in record columns 1—18 and the NOR-related WDC in
record column 19.

After being sorted in Step 5, the new temporary data set is inputted to Step 6, MDCSNOR2,
which is performed exactly as Step 5 in Job 6. A 327-column record is created for each of the
selected WDC-NOR-related events formatted as shown in Appendix IV; however, each record is
filled with 0s beyond the WDC-count fields that end with column 71. These records are
outputted on file tape AHDTT13.

Jobs 8A and SB, MDCSADD and NORADD

Jobs 8A and 8B are the eighth and ninth Qf the nine jobs in the Aircraft Historical Data
Tabulation part of the algorithm.

The two jobs have the same purpose — to add elements and desired associated data counts to
the aircraft breakdown for items that did not generate maintenance actions in the historical
data period. One or both of the jobs may be bypassed by the investigator as deemed
appropriate. One instance in which the jobs might be used is to add a low-failure item, for
which no maintenance actions occuned, that is also a time-change item that the investigator
wants to identify specifically for the simulation.

The elements would be added to tape outputs from Jobs 6 and 7, AHr)TTl2 and AHDTT13,
in the formats indicated in the discussions of those jobs.

Data from any source that are put in the magnetic-tape format existing at the end of this set of
jobs, or in the format to be described at the end of Job 9, Step 1, can be processed through the

63
balance of the algorithm by generally following the technique described. (Details of the
preceding portion of the algorithm would, of course, have to be revised appropriately. The
basic algorithm would not change if other Navy or Marine aircraft were selected as the
baseline-data source.)

PART 2: R AND M INPUT FUNCTION CALCULATIONS

The purpose of the second part of the algorithm is to develop the R and M Function Deck, in
GPSS format, for the O and M simulation model. The R and M Function Deck, in a program
involving alternate component considerations, consists of a baseline deck reflecting the baseline
components) installed in the aircraft and subdecks for each alternate component under
consideration. These subdecks allow changes to aircraft, system, and element function inputs
that reflect different component R and M characteristics.

Two jobs are involved; the first job is computerized, and the second must be performed
manually. The manual approach was selected because of the nature of the effort — that is, data
adjustments to reflect a maintenance scenario other than that represented in the original input
data—and to incorporate alternate component configurations. (The investigator may wish to
prepare several simple programs separately to perform the computations in Job 10, Step 1A.
ARINC Research took this approach, using BASIC language programs and a time-sharing
terminal.) The two jobs continue in consecutive numbering in the algorithm from Part 1.

Job 9, FUNCCAL1

The purpose of Job 9 is to provide the aircraft and system subtotal data necessary to calculate
the R and M functions, using the formulas defined for those levels in a previous section of the
report, and to provide an initial data-card deck of calculated element-level R and M function
input.

The job consists of three steps. Step 1, ASEfUBTL, subtotals aircraft, system, and
element-level maintenance data and performs calculations to determine the data elements
previously described and coded in Table I (for subsequent use in R and M function
calculations). Work is performed on source-data file tapes AHDTT12 and AHDTT13, or their
alternates. Element-level maintenance information is outputted on file tape AHDTT14 and
aircraft- and system-level information on file tape AHDTT15. Both output tapes are printed by
a utility program in Step 2, PNTSUBTL (the aircraft and system information for use in manual
calculations in Job 10 and the element information for review by the investigator, as desired).

Output field columns are as defined in Table I for all three levels, with system designations in
columns 1—2 and EN designations in columns 1-4 of their respective output; columns 1—2 are
blank at the aircraft level in the «drcraft and systems output tape. The systems and aircraft-level
output for the UH-1N are shown in Figure 6. A partial listing of the element-level output for
the UH-1N is shown in Figure 7. Element unscheduled maintenance actions (based on
maintenance-report when-discovered counts) during the data period of 11,804 flying hours are
tabulated in Appendix II.

In Step 3, EFNCCAL, element-level R and M functions 24, 26, 26, 27, 28, 29, 30, 32, 33, 34,
35, 37, 40, 42, 43, 47, 52, 53, and 54 are calculated in accordance with the function formulas
described previously, and the results are automatically punched on data cards in GPSS format
and outputted from the program. The program also places the function number in columns
77—78 and the card sequence, within the function, in columns 79—80.

64
 n

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65
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66
Since an Army maintenance scenario is to be simulated [with three levels of off-equipment
field maintenance — Organizational (IDSM), Direct Support, and General Support — and its
own approach to component in-place repair versus removal and replacement during
on-equipment actions] instead of the Navy/Marine scenario represented by the source data
(with off-equipment field maintenance at an Intermediate Maintenance Activity), adjustments
are required during calculation of R and M functions 37 and 52 as discussed in the previous
function-calculation section. This adjustment necessitates input of probabilities of various
maintenance-action occurrences associated with each element that reflect typical Army
experience or practice. Four conditional-probability inputs are required for each element: the
probability of removal and replacement given an MA (P|), the probability of sending an
element from O (IDSM) to DS given a R and R action (Pj), the probability of sending an
element from DS to GS given that it was received in DS (P3), and the probability of sending an
element from GS to Depot given that it was received in GS (P4). These probabilities, as
applicable to a UH-1N (in the element breakdown in Appendix II) being maintained in an
Army environment, were estimated primarily through the cooperation and support of
experienced Army personnel at the Eustis Directorate and the Transportation School at Fort
Eustis, Virginia; by the use of Army UH-1 Technical Manuals and UH-1 Maintenance
Allocation Charts; by discussions with maintenance personnel during our visit to Fort Bragg,
North Carolina; and by the review of other available Army aviation study and analysis reports.
The probabilities inputted for the UH-1N elements are shown in Appendix V; the input', are on
one data-punch card for each element, with the EN in columns 1—4, Pi in columns 5—/, P2 in
columns 8—10, P3 in columns 11—13, and P4 in columns 14—16.

Step 3, EFNCCAL, also outputs a listing of the element-function cards showing the calculated
results. A partial listing of the output is shown in Figure 8. It should be noted that the
function cards for any given EN are grouped in the output listing. This enables the investigator
to manually compare the data for the EN in the subgrouping of functions 52, 37, 40, 43, 53,
42, and 54 to determine any additional data adjustments that may be required in the overall
aircraft-element breakdown. These manual changes are discussed in Job 10.

Job 10, FUNCCAL2

Job-numbering sequencing and labeling are applied to Job 10, though they are manual efforts.
FUNCCAL2 involves three parallel efforts — Step 1, Steps 2 and 3, and Step 4, proceeding
toward a final R and M Function compile. Step 5. The purpose of Job 10 is to prepare the final
aircraft, systems, and element function input cards, the R and M function header cards, and
Function 22 and 46 tables in GPSS format for compilation and input to the O and M
simulation model in Job 11.

Step 1, ASFNCCAL, involves calculating aircraft and system-level Functions 2, 3, 5, 10, 11,
12, 13, 14, 16, 17, 18, 19, 20, and 21 as described in the previous R and M input section.
Output data listed from Job 7, Step 3, and Job 9, Step 2, ue used to perform the function
calculations.

The UH-1N output from Job 9, aircraft and system when-discovered tabulations, is shown in
Figure 6. If the UH-1N configuration aircraft that generated the data were to be simulated, the
system and aircraft values shown would be used in the function calculations. However, when
component alternatives are to be considered, in our technique-development effort, the element
number representing the component being considered must be located in the element-level
tabulations, also outputted from Job 9, Step 2 (shown in part in Figure 7). When the element
in the historical data is not to be used as the baseline component, or when alternatives to the

67
 0*23 0090000*?* 0P500OO*25 03?0000 501 Ot»0000507 01000 OP503 OC7000 9309
0*23 0009090*2* 0C0020O*25 0000000501 100708050? 0003070903 OC0010 *209
0*23 0009090*2* 0000100*25 0003150901 000912050? 0OO3IOO503 0C001? 9*09
0«U 0*8 Ö90 9 Oro 05P6 1*3 0907 738 0508 ooo 090«; 000 7*10
090* 01J 0905 000 0506 039 0507 075 0508 ooo 050«; 013 2510
0 90* 000 090 5 OCO 0906 000 0907 000 0508 ooo 050«; OOO 2610
090* 016 05O5 02* 0906 1?0 0507 072 0908 008 050<; 008 2710
090* 099 0905 036 0506 127 0907 073 0908 036 050« OPO 2810
090* 100 090 5 025 05C6 025 0507 _125 0508 ooo 050"; OOO 2910
090* 000 090 5 OCO 05ÖU 3 33 " 0 507 *00 0506 ooo 050«; 000 3010
090* 999999090 5 0r0OOCO5O6 6666670 507 99^999050« 0000000 50«? OCOOOP 321C
090* 999<» )9050 5 OCO00r05P6 99999 90507 666667050« "00000090«; "00000 3310
090* 999999090 5 6666670506 6666670907 7777780508 999999090<; 909999 3*10
090* 6666670505 <)<;<)q9l50506 8571*30507 9999990508 OO99OO050"? 000000 3910
090* 999999050 5 9090990506 7507900507 «O08OPO50« 0OP0"O0 509 ocooor *710
090* 7^97960505" 8"C032ÖO5fi6 5 «90000 90 7 OOÖOO00508 20J1350509 8O032P 9210
090* 9001070505 950<'O90506 99000005C7 9507050508 0509990509 950999 3710
090* 0603010505 0103010506 0303010507 0603010508 000 3010509 00O3O1 *010
090* 0100260505 0000000906 0100700507 003038050« C"00O0O5O<i ocooor *310
090* 0160000505 Or80P005C6 01200 00 507 O18O0OO508 00*0000500 00*000 9310
090* 1009100505 0C00P00506 1C031'0507 160*210508 0000000509 ocoooo *210
090* 000607050 5 ÖCO60tO5O6 0O02O9Ö507 000212050« 0"03"7050,; 000505 9*10
0910 238 0511 cm 051? COO "513 0*« 051* 000 0515 ooo »MI
0910 279 0511 013 051? 013 0513 013 051* "13 0515 013 7511
0910 000 0511 OCO 0512 OCO 0913 00" 051* "00 05 15 OCO 2611
0910 2*8 1511 016 0512 000 0513 02* 051* "08 0515 016 2711
0910 259 0511 CM 051? CO 0513 01« 051* 000 "515 01« ?«ll
0910 225 0511 0 50 051? 'V5 "513 000 051* 075 0515 050 70U
0910 000 0511 OCO 051? OCO 0513 000 051* "00 0515 000 30U
0910 *9*9*505ll ecr)r)pno51? 9999900513 999999051* 099099P515 """OOP 3711
l
0910 60000^0511 3C0OO0O51? OO0O0005I3 0P00O0051* C000OO0515 ocoooo 3311
0910 6129030511 9OQ999051? OP00OOO513 666667051* OQ9O9O0515 9r;9990 3*11
0910 71*2860511 909900051? 000*000513 000000051* 0000000515 999999 3511
0910 9999990511 PCOObOÖM?" o'oöooo65l3 0OC00O051* 0999990515 OCOOOO *711
0910 0000000511 7^9*90051? 9990000513 9009091)51* O990000515 90900P 9711
0910 05OOOO05I1 95099O051? 9500000513 9509t"-i5H 0500000515 05O00O 3711
0910 O3O3O1051I 0103010912 0000010513 000301051* 0103010515 P"0103 *011
0910 0030**0511 P?000P051? OC001C9513 000O19051* C000OC"515 COOOP *3U
0910 0OS0OO05II 0l?0O0O51? 0130000513 011000051* 0*70000515 0O5000 9311
0910 1019210511 3CO00OO5 1? O0Ö010O513 0OO2O8O51* 0000000515 oooooo *?11
0910 0006060511 0C03070512 OO001PO513 00031*051* 000*"60515 "00308 5*11
0916 000 0517 OCO 06P1 000 "607 000 0603 000 060* 000 2*12
0916 038 0517 113 0601 0*5 060? 030 0603 005 060* 000 7512
0916 ROO 051 ^ 51-0 Oftpi 000 06O2 077 0603 000 060* OCO 2612
0916 10* 0917 OC« 0601 03* 0602 03* 0603 Oil 060* 056 771?
0916 109 0517 OH 0601 03« 06"? 01«; 06C1 0"0 "60* 057 7«l?
0916 079 0517 0?5 0601 0*^ 0602 0*« 0603 000 060* 005 201?
0916 000 0517 000 0601 000 06"2 000 0603 000 060* OCO 3012
0916 . 6666670517 1?500P0601 5555560602 «O000O06P3 0O00P0060* 00000" 3217
0916 0000000517 000"P006P1 P000O006O2 00POO006C3 000000060* oooooo 3317
0916 6193890517 9^99990601 6666670602 9999990603 000000060* «00000 3*1?
0916 6666670917 OC00000601 99999906Ö2 9999990603 POO 000060* 666667 3512
0916 2902500917 OP000006P1 29075OO6O2 0000000603 OOPO"P060* OCOOOO *717
0916 0000000517 0COOO0O6O1 0002190602 37640I06P3 «?9«36060* 909000 571?
0916 0000000517 OC00000601 9509600607 7009990603 7nr)009060* 100000 371?
0916 0101030517 oro-ioi06oi 0103010602 0003010603 000001060* 060301 *012

Figure 8. Partial Listing of UH-1N Element-Level GPSS R and

M Input Functions — From Job 9, Step 3.

68
baseline component are being considered, data adjustments must be made in the appropriate
system and aircraft tabulations. The adjustments essentially effect removal of the source-data
component and insertion of an alternative or alternatives.

For example, the UH-1H main rotor blade (MRB) was to be the baseline component in our
sample exercise, and four alternate MRBs were to be considered. Necessary MRB data were
devel. ped, primarily from Reference 1, and substituted for theUH-lN MRB data (Reference
EN 0504 in Figure 7) in system J5 and aircraft tabulations. (A separate set of Step 1 function
calculations was also completer, with each alternate MRB configuration substitute« i the
system.)

With reference to Table I for field-column headings, the system and aircraft data shown in
Figure 6 were adjusted in accordance with the tabulations shown in Table V. Appendix VI to
this report provides a summary of our approach to derivation of alternate MRB input
information. (Since our basic interest was in technique development, we attempted to develop
the best input data nossible without exhaustive research and time expenditure. As the
technique is applied in the future, the investigator must make a decision concerning the extent
of his data-development effort.)

When the necessary maintenance information is developed, it is used with inspection and
operating data developed during Job 7, Step 3, to perform the aircraft and Rystem-level
function calculations. Th > results are keypunched in GPSS format and held for input to Step 5
of the manual job.

Step 2, EFNCCHG, involves changing element-level Functions 24, 25, 26, 27, 28, 29, 30, 32,
33, 34, 35, 37, 40, 42, 43, 47, 52, 53, and 54 to the extent that they could be affected when
the component under consideration is changed.

For example, the MRB (EN 0504) change that was used for demonstration purposes could
affect all of the 05 system-element calculations in Functions 24-29 and the 0504 element
calculations in the balance of the functions. The data in Table V represent the information
required to make the necessary changes in calculating Functions 24-35 as one MRB is
substituted for another; they are typical of the information required when alternatives to any
component in the simulation are being considered. Derivations of the information shown in
Table V and the information required to calculate Functions 37—54 for the different MRBs are
discussed in Appendix VI.

Step 2 also entails a review of «he function output listing from Job 9, Step 3, for the elements
in the baseline aircraft that are not involved in component-change considerations but could be
affected if a maintenance scenario change was made in the historical data — as in the
demonstration case. The purpose of this review is to ensure that where the revised maintenance
scenario calls for on-aircraft repair and removal and replacement or off-equipment repair in
Functions 37 and 52, appropriate work-center, mean-elapsed-maintenance time, and manpower
information is provided in Functions 40, 42, 43, 53, and 54. The program in Job 9, Step 3,
automatically groups and lists these functions by element, as shown in Figure 8, to facilitate
this effort. For example, if Function 52 showed a percent DS repair given receipt and all of the
source-data act' ns (Navy) had been performed on the aircraft, needed data would be missing
from Functions 40, 42, 43, and 54. The investigator uses any sources at his disposal to obtain
data on the elements not under investigation to fill voids that might exist. As the simulation
model is used over a period of time, the investigator might consider a continuing program of
updating and improving the overall element baseline inputs as additional information becomes
available.
69
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70
In Step 3, the results of the revised element calculations developed in Step 2 are then
keypunched on replacement function cards in GPSS format and merged with the deck of
source-data element function cards from Job 9, Step 3.

In Step 4 of Job 10, HDRCARD, R and M function header cards are defined, and tables are
prepared to indicate the number of elements in each aircraft system and to assign sequential
numbers (starting from 1) to each element number.

The header cards and tables, which become Functions 22 and 46, are then keypunched in
GPSS format and merged in Step 5, RMFNCCOM, with the GPSS data cards from Steps 1 and
3.
r
A ' w ^ .f the resulting ^ and M Fun< D' ,'-, as developed for the MRB
demonstration exenise, is shown in Appenr1' VII.

PART 3: O AND M SIMULATION, JOB 11, ACFTRMA

Job 11 consists of one step, OMSIM, which is the exercise of the O and M simulation model
developed in the program. In at data, in addition to thp R and M data d scussed in Jol re
;
discussf f ih< . jrmy O *>"* N Simulation Model and Simulation Model Input sections of
report, ih». aoüitional uatd input is primarily in the category of operations and logistics;
however, data are ; ■> providec to define -heduled maintenance activity, element/component
time-change limits, etc. These inputs reflect the Army 0 and M scenario as developed through
revipw of UH-1 Technical Manuals and discussions with Army personnel a' Fort Bragg, North
Carolina, and Fort Eustis, Virginia. The simulated Army operations scenario includes the
following:

In r is one platoon of 11 utility helicopters.

The flying program is five flying days per week.
Full-duration missions cover a period of 1.5 hours.
A demand of 41 flying hours is placed on each aircraft ovi r-week period.
The flight schedule during each flying day is as follows:

Number of
Time Aircraft
0800 5
1000 3
1200 2
1400 3
1600 2

A standby aircraft is preflighted and ready during the scheduled flying intervals.
Delays of up to 30 minutes beyon J a scheduled flight time, because of aircraft
nonavailability, can occur without cancellation of the flight. After 30 minutes, the flight
requirement is canceled.
Each simulation interval covers a four-week period. (The investigator can simulate a
series of these intervals to develop confidence in outputted data. In the UH-1N
evaluation, with alternate MRBs, six months were simulated.)

71
The simulated Army maintenance concept includes the following:

• Preventive Maintenance Intermediate (PMI) inspections occur at intervals of 25, 50, and
75 flying hours after each 100-hour inspection.
• Preventive Maintenance Periodic (PMP) inspections occur at 100-flying-hour intervals.
• Preventive Maintenance Daily (PMD) inspections occur daily if the aircraft has flown, or
every 72 hours if it has not flown.
• Maintenance personnel are available between 0600 and 2200 during the five-flying-day
week. Extended hours are worked, however, when there are insufficient aircraft to meet
the first mission demand of the next day.
• The helicopter platoon is supported by a service platoon, with integrated direct support
maintenance (IDSM) capability, at the Organizational level. Removed-component
maintenance is performed at Organizational (IDSM), Direct Support, or General
Support levels (or General Support can condemn or NRTS the component to Depot).
• In the demonstration effort with the UH-1N and alternate MRBs, the aircraft simulated
consisted of 241 elements, as defined in Appendix II. Eighteen time-change components
within this total (as identified in TM55-1520-210-20, Organizational Maintenance
Manual, Army Model UH-1D/H Helicopters) are randomly assigned cumulative
operating hours at the start of a simulation exercise. (In the simulation model, the
process of defining cumulative operating hours is actually accomplished by randomly
initializing on the complement—the time remaining to overhaul or retirement—and
assigning a projected time of removal.)
■ All time-change components within 100 hours of their overhaul or retirement limit are
replaced while the aircraft is undergoing PMP.
• No limitations are imposed on manpower; that is, work is never delayed because of
unavailability of personnel during the working hours specified.
• No maintenance facility limitations are imposed; that is, any number of randomly
identified jobs can be in a work-center facility at a given time.
• There is no limitation on the availability of replacement elements/parts; that is, if an
element is determined to require removal and replacement on an aircraft, a replacement
element is available from supply (no repair delays or cannibalization actions are induced
because of supply).

The results of computer-simulation exercises are outputted in the form of standard GPSS
output entities (tables, matrices, etc.—described ir detail in the computer software package
submitted separately in this program) and an Output Editor, designed to present desired
summary results for any particular analysis effort.

In the demonstration exercise, the simulation approach used for running the model was to
conduct six one-month simulations of platoon O and M. The resulting outputs of interest were
averaged to arrive at conclusions based on six months of operation. Simulations were
conducted with the UH-1H MRB installed (in terms of R and M data) in the 11 platoon
aircraft to establish baseline results, and subsequent simulations were made with each of the
alternate MRBS (I, II, III, and IV) installed to develop results with the alternate components.

A sample Output Editor, for a one-month baseline system (UH-1N with UH-1H MRB)
simulation, is shown in Figure 9. The data are generally described by the column headings
printed in the editor; however, where amplification is appropriave, notations have been added.
In addition to the data in the Output Editors from the simulation runs, provisions were made
to compute the intrinsic availability of the aircraft two ways and record the results in full-word

72
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78
SAVEVALUES 185 and 186. Full-word SAVEVALUE 186 includes both scheduled and
unscheduled downtime, as discussed previously in the Component-Relative-Ranking Technique
section of this report.

The application of simulation modeling is most valuable as an analytic tool because it enables
one to make estimates concerning the complex interactions at system, aircraft, and
organization levels based on information known only at the basic component/element level.
The best estimates of individual component R and M parameters are the data typically
required as input to a simulation exercise; that is, as simulation time is increased, the
approximation of individual component output (arrived at by using Monte Carlo techniques)
will more closely approach the component values introduced as input. For this reason the com-
ponent input data provide the most useful information for additional analysis related to the
individual item.

Comparison of component input data with component data outputted by the simulation
model is, in fact, a primary means of verifying model operation. Since the MRB was the
component selected for the techniques-demonstration exercise, it was one of the components
we used for model verification.

By using MRB inpt.t data from Appendix VI, comparisons can be made of expected and
observed total component maintenance actions and removals and replacements in the flying
hours represented by each six-month simulation (see Tible VI).

TABLE VI. MRB MAINTENANCE EXPECTED AND OBSERVED THROUGH

MAINTENANCE

Total Component MAs Remove and Replace MAs

Six-Month Expected Expected
MRb Simulation (Rounded to (Rounded to
Flying Hours Nearest Observed Nearest Observed
Integer) Integer)

Baseline
UH-IH 2926.5 4 4 3 3
Alternate I 2931.5 4 3 3 3
Alternate II 2951.9 4 3 3 3
Alternate III 2951.0 4 3 3 3
Alternate IV 2944.1 4 2 4 1

Two methods were used to verify that the simulation was a reasonable approximation of the
real world. One was component checks, similar to those discussed above; the other method was
comparison of outputted data, such as total direct-maintenance man-hours per flying hour,
with actual rates experienced by the aircraft, as reflected in the input for the historical data
period.

The summary shown in Table VII is a partial tabulation of platoon data resulting from the six
one-month simulation runs conducted with each MRB configuration installed.

79
 TABLE VII. PARTIAL TABULATIONS OF PLATOON DATA

Simulation Month
Data Item Six-Month
1 2 3 4 6 6 Avenge

Baseline, UH-1N With UH-1H MRB

i
Unscheduled MAs 163 156 197 179 186 190 177
Flying Hours 494.2 483 486.1 490.6 489.7 482.9 487.7
DMMH/FH 2.75 5.76 4.25 3.26 3.77 4.37 4.025
Uptime/Total Time (Percent) 89.96 88.92 89.31 92.74 90.33 89.25 90.085
ircraft Flown/Aircraft Called (Percent) 92.54 90.74 91.61 92.26 91.15 90.76 91.510
1A/FH (Unscheduled) 0.3629

UH-1N With Alternate I MRB

Unscheduled MAs 168 167 138 175 163 182 165.5

Flying Hours 496.4 484.7 491.6 486.9 483.2 488.7 488.6
DMM/FH 2.66 4.12 2.54 4.01 3.38 3.92 3.438
Uptime/Total Time (Percent 90.73 86.82 91.73 90.36 93.73 90.41 s-T.rs
Aircraft Flov n/Aircraft Called (Percent) 93.75 91.10 94.33 . 91.27 92.21 92.5'; i

MA/FH (Unscheduled)
_ _ .
UH-1N With Alternate II MRB
:
Unscheduled MAs 164 159 168 179 164 194 71
Flying Hours 493.7 489.7 487.6 495.0 496.4 489.5 491.9
DMMH/FH 3.21 3.46 2.71 5.93 2.98 0.23 3.926
Uptime/Total Time (Percent) 90.26 86.90 91.50 85.87 93.37 88.83 89.45
Aircraft Flow/Aircraft Called (Percent) 92 94.62 93.75 91.13 94.63 91.66 92.97
MA/FH (Unscheduled) 0.3482

UH-1N With Alternate III MRB

Unscheduled MAs 160 160 169 193 17.' 179 172.3

Flying Hours 495.2 492.7 485.2 491.9. 491.7 495.0 491.8
DMMH/FF 4.71 4.34 5.30 4.54 3.82 4.07 4.463
Uptime/Total Time (Percent) 89.13 89.75 88.91 85.79 89.51 89.80 88.81
Aircraft Flow/Aircraft Called (Percent) 92.59 93.47 92.21 92.50 92.00 93.12 92.65
MA/FH (Unscheduled) 0.3603

UH-1N With Alternate IV MRB

Unscheduled MAs 171 158 175 193 154 176 171

Flying Hours 489.4 489.7 494.8 495.2 489.7 485.3 490.7
DMMH/FH 3.81 4.54 2.76 6.44 2.89 3.22 3.94
Uptime/Total Time (Percent) 86.53 92.10 92.11 86.76 92.84 92.82 90.53
Airwaft Flow/Aircraft Called (Percent) 92.26 93.73 92.59 92.59 92.28 92.28 92.62
A lA/FH (Unscheduled) 0.348

80
As indicated in the Component-Relative-Ranking Technique section of this report, the
recommended (and most comprehensive) measure of the impact of different component R and
M characteristics on the balance of the aircraft is the effect that the component change has on
aircraft availability. Unless the differences in R and M characteristics resulting from the
component change (or other changes that might be evaluated by using O and M simulation) are
significant relative to the characteristics of the overall system/aircraft, however, impact on
aircraft availability can be of such magnitude as to be lost in the random variability inherent in
many simulation models.

In any case, it is advantageous for a person conducting evaluation exercises, such as that
performed, to develop a separate estimate of the impact so that decisions can be made about
such aspects as the reasonableness of expectations about simulation-model discrimination and
the possible advantages of increasing the length of simulation.

In the MRB exercise, the separate estimate was made by using baseline and alternate MRB
component input data (see Appendix VI) and baseline configuration simulation results. This
estimate is summarized in Table VIII.

TABLE VIII. RESULTS OF SEPARATE ESTIMATE, MRB EXERCISE

Calculation Baseline Alt. Alt. Alt. Alt

Elements* UN-1H I II Ill IV \

Probability of
Removal and .856 .789 .841 .817 .929 1
Replacement
Remove and
Replace MEMT 3.7 3.7 3.7 3.7 3.7
(Hours)
Repair
MEMT 2.3 2.0 2.9 2.1 5.2 i
(Hours)
Average MEMT
for An On-Air- 3.464 3.341 3.573 3.590 3.806
craft MA (Hours)
Expected MAs in
Six-Month 4 4 4 4 4
Simulation
Total Expected On-
Aircraft EMT in
Six-Month Simula- 13.856 13.364 14.292 14.360 15.224
tion (Hours)
Difference in EMT
Compared with 0 -0.492 +0.436 +0.504 +1.368
Baseline

*For determining expected differences in EMT compared with the baseline

81
 Uptime
If the equation Availability « Total Time *s use^' ^ uPtime hours in the six months of
baseline system operation can be determined by

U time = A Total
P Baseline Baseline * V™
or

Uptime^ggüng = 0.90085*6*672*11 = 39,954.499 hours

aircraft in platoon
hours/month
months

By using the expected differences in EMT compared with the baseline, expected operational
availabilities based on uptime-to-total-time ratios can be determined for the alternate-
configuration systems:

39,954.499-(-0.492)
Al = 0.90086
44,352

39,954.499-(+0.436)
A
1I = 0.90084
44,352

39,954.499-(+0.504)
A
III = 0.90084
44,352

39,954.499-(+1.368)
AIV "- 0.90082
A A ?IK9

Similar analysis applied to the baseline simulation result of 0.4123 for intrinsic availability, as
described in the following subsection (Part 4: Component Relative Ranking, Job 12,
RANKT AB), results in determinations of alternate-system .'ntrinsic availabilities of 0.4124,
0.4123, 0.4122, and 0.4121 when alternate MRBs I through IV are installed, respectively.

On the basis of these analyses, operational availability was not expected to be affected by the
MRB change above the fifth decimal point, and intrinsic availability was not expected to be
affected above the fourth decimal point. Changes of such a small magnitude are not normally
detectable by simulation techniques, even with large increases in computer running times.

Comparison of the theoretical effects of making the MRB changes and the subsequent
simulation results (with the alternate MRBs installed) indicates that the variations in
simulations wnd to mask such relatively minor hardware adjustments (see Table IX).

82
 TABLE IX. COMPARISON OF EXPECTED AND
SIMULATION RESULTS FOR AVAILABILITY
AND RANKINQ

Expected Simulation Result

Aircraft
With MRB Operational Relative Operational Relative
Availability '.tanking Availability Ranking
i
Baseline 0.90085 2 0.90085 3
UH-IH
Alternate I 0.90086 1 0.9063 1
Alternate II 0.90084 3 0.8945 4
Alternate III 0.90084 4 0.8881 5
Alternate IV 0.90082 5 0.9053

The foregoing conclusions were further confirmed by statistical analysis using the following
baseline simulation results:

Average Operational Availability = 0.90085

Total Downtime in Six-Month Simulation = 4,898 hours
(including downtime in off-hours)
Total Uptime in Six-Month Simulation = 39,954 hours
(including uptime when not operating)
Average Intrinsic Availability = 0.4123
Total In-Work Downtime in Six-Month Simulation = 4395.2 hours
Total Operating Time (Flying Hours) in Six-Month = 2926.5 hours
Simulation
Total Downing Events (Scheduled or Unscheduled) = 703
in Six-Month Simulation

Using these data from the baseline simulation, and assuming an exponential distribution of
times to downing events and downtimes, it is possible to compute a 95-percent confidence
interval for the availability of the system with the procedure defined in Reference 3. This
interval can be interpreted as a significance test for subsequent simulation runs; that ia, if the
point estimate of availability for a subsequent simulation run falls within this interval, it can be
stated that the data do not indicate that the results of the two runs are different with respect
to availability.

83
To compute the confidence interval for availability, using the noted reference, the following
relationships were used:
$
The upper (b j and lower (L) confidence limits of a confidence interval about — can be obtained
by ^

It) = _!L 1 F
\e/ n-l ^ 1-a
U ; 2n, 2n

it] = ^_ 1 F
\dl n-1 § a
- ;2n,2n

where

n = the number of downing events plus one

1-a = the level of confidence
1-a
F = the upper fractile of the cumulative F density with 2n and 2n
1-a 2
2n 2n
2 > ' degrees of freedom
a
F = the lower — fractile of the cumulative F density with 2n and 2n
a 2
-; 2n, 2n degrees of freedom

Ö = uptime or operating time, as appropriate

«A = downtime or in-work repair times, as appropriate

If availability is expressed as
1
A =

-(I
then the upper and lower limits of a confidence interval may be obtained from the following
relations:
1
A
U =
1+
L
f).
A
L =
■(T)
U

84
Hie 95-percent confidence interval for the average baseline operational availability of 0.90085
was determined, by using the above relationships, to be AL = 0.8905 and Ay = 0.9097. Since
three of the four point estimates of operational availability from subsequent simulation runs,
with alternate MRBs, fell within the approximate two-percent interval, it can be stated that
each (of the three point estimates) did not differ from the baseline with respect to availability.
In any case, it is seen that the confidence interval about the baseline operational availability
well encompasses the effects on availability previously estimated for the MRB changes. The
95-percent confidence interval for the baseline intrinsic availability of 0.4123, AL = 0.38(9
and Ay = 0.4374 also well encompasses the MRB change effects on intrinsic availability
previously noted.

On the basis of the foregoing analysis of simulation results, the demonstration exercise for
technique development war> continued as indicated in the following subsection (Component
Relative Ranking, Job 12, RANKTAB).

In each application of the simulation model, the results should be evaluated by the investigator
in a manner that will be most meaningful (the evaluations described were selected for their
relevance to the demonstration exercise) in formulating decisions about such aspects as
increasing simulation time and modifying simulation data-collection approaches.

The scenario utilized for this exercise included the assumption of unlimited parts and
manpower. Thus maintenance downtimes were short—approximately equal to mean time to
repair. Because of this, there was little carry-over of maintenance from day to day, and it was
decided to collect data beginning on the first day of the simulation (without a start-up period).
If the R&M model is utilized in a scenario involving considerable long-term maintenance down-
time (for example, long periods of waiting for parts), the analyst should consider running the
model for some time prior to beginning data recording in order to achieve a steady-state opera-
tional stability in the organization being simulated.

Also, a six-month period was chosen as the simulated operational interval for each case
considered. This was sufficient for the current exercise. Revised scenarios or different analyses
may require more or fewer operational data. The analyst must consider the period of time
simulated in the context of his particular experiment.

Additic.ial information concerning the simulation model is provided in a separately submitted

computer-software packag«;.

PART 4: COMPONENT RELATIVE RANKING, JOB 12, RANKTAB

Job 12 has one step, COMPRANK. The data elements involved in the input to COMPRANK,
the logic included in the program, and the output are discussed in detail in the »revious
Component-Relative-Ranking Technique section.

A listing of typical component-data-card input to COMPRANK is presented in Figure 10. There

are 64 data inputs required for each component configuration included in the relative-ranking
process. In addition, the interest rate that is to be used in differential-cost discounting to
"Present Value" and the desired probability of a spare's being available when needed are inputs
required on the last data card. COMPRANK calculates internally another 20 data inputs (P4,
P5, PS, P10, Pll, P12, P13, MR2, MR3, MR4, HR1, HR2, HR3, HR4, YD, YP, YO, FHR,
LCFH, and DR), which are used in the relative-cost ranking formula.

The investigator applying COMPRANK in an actual component analysis task must determine
the effort that will be devoted to development and purification of the various probability,

85
 NCQNP
.789 .SM .817 .929 .831 Pl
.3 .0 .0 .0 .0 P2
.0 .0 .0 .0 .0 P3
.515 .«83 .532 .478 .872 P6
.739 .703 .766 .697 .959 P7
.0 .0 .0 .0 .0 P9
.357 .31.) .3 79 .308 .831 P14
.107 .103 .155 .123 .169 P15
.0 .0 .0 .0 .0 P16
.250 .207 .224 .185 .662 P17
1. 1. 1. 1. 1. Tl
1. 1. 1. 1. 1. T2
2. 2. 2. 2. 2. 13
2. 2. 2. 2. 2. T4
Z. 2. 2. 2. 2. T5
2. 2. 2. 2. 2. T6
30. 30. 30. 30. 30. T7
120. 120. 120. 120. 120. T8
1. *■•
4. <>. 4. Cl
<>. *. 4. 4. 4. C2
<.. *. 4. 4. 4. C3
12. 12. 12. 12. 12. C4
lt. 18. 18. 18. 18. C5
IS. 18. 18. 18. 18. C6
90. 90. 90. 90. 90. r7
ib. 56. 53. 7o. 5. C8
ib. 56. 53. 76. 5. C9
ib. 56. 53. 76. 5. CIO
ib. 56. 53. 76. 5. Cll
3. 0. 0. 0. 0. C12
5000832. 5010116, 5001760. 5011178. 5000000 C13
5000000. 500D000. 5OO0J00. 5000000. 5000000 C14
3320. 9962. 3784. 8443. 2904. C15
290*. 290«.. 2904. 2904. 2904. C16
0. 0. 0. 0. 0. C17
958056. 1137084. 1437084. 1515365. 958056. C18
793. 798. 798. 798. 798. C19
200. 200. 20C. 230. 200. C20
.«.123 .ons .4123 .4123 .4123 Al
.«12". .«l-'3 .4122 .4121 .4123 A2
2. 2. 2. 2. 2. 01
500. 500. 500. 500. 500. 02
500. 500. 500. 500. 500. «Uft
260. 260. 260. 260. 260. fOR
1. 1. 1. 1. 1. SD
2. i. . 2. 2. 2. cn
3. 3. 3. 3. 3. SP
5. 5. 5. 5. 5. CP
4. «. 4. 4 . 4. SQ
13. 13. 13. 13. 13. CO
.00U2 .00138 .0014.? .00140 .00142 MR1
1. 1. 1. 1. 1. POS

2.0 2.9 3.1 5.2 2.3 BT1

3.7 3.7 3.7 3.7 3.7 HT2
0.5 *.o 4.3 5.0 1.6 nT31
-.5 4.0 4. 3 5.0 1.6 r<T32
4.5 4.0 4.3 5.0 1.6 HT33
«..5 4.0 4.3 1.0 1.6 «T34
.J .3 .2 . 3 .2 *P1
2. 2. 2. 2 2. HP2
1. 1. 1. 1. 1. "P31
1 , 1. 1. 1. 1. NP32
1. 1. 1. 1. 1. nP33
1. 1. 1. 1. 1. nP34
.1 .90 IR.PS

Figure 10. Case 1 Input Data to COMPRANK — Job 12, Step 1.

86
logistics-cycle, cost, jd system operating data. The various changes in specific input
parameters, or sets of input parameters, that might be made by the investigator to test effects
on component R and M ranking are unlimited. Just as with the simulation model, the
component-relative-ranking model can be used alone or in combination in the overall technique
described herein to provide an analysis toe 1 supporting many aspects of R and D program
management.

The input parameters shown in Figure 10 represent data related to the MRB concepts used for
demonstration purposes in the technique-development program. Reading from left to right, the
columns input alternate I, alternate II, alternate III, alternate IV, and current UH-1H (C) MRB
related data. Many of the inputs related to logistic-pipeline times, costs (maintenance man-hour
rates, unit-shipping, etc.), mission operating requirements, and life-cycle periods are applied
uniformly to all candidate components.

R and M data related to specific MRB configurations were derived directly or calculated from
information previously developed (through analysis of Reference 1) during preparation of the
simulation-model input (see Appendix VI). Most of 'lie other parameters were also derived
from Reference 1. However, where Reference 1 did rot contain needed data elements, such as
logistic-pipeline parameters related to component processing between 0, DS, and GS levels of
Army maintenance, estimates were made on the basis of our earlier program discussions with
helicopter-support personnel at Fo -t Bragg, or the reasonableness uf the input for
technique-demonstration purposes.

Aircraft-availability inputs — Al for baseline-configured aircraft and A2 for aircraft configured

with alternate MRBs — are developed through the simulation model. As discussed in the
Component-Relative-Ranking Technique section, the expression for availability recommended
for use in component ranking is that of intrinsic availability defined by the expression

MFHBDEUnsched + Sch-ed (pMI a-nd pMp)

A =
MFHBDEUnsched + g^ + MEMTUnsched + Sched

Also discussed was the point that the investigator may have to mathematically calculate
altemate-aircraft-configuration availabilities from the baseline-aircraft availability, determined
with the simulation model, when relatively low-failure-rate and low-maintenance-expenditure
components are being considered. Statistical tests completed on the simulation mode! by the
RAIL Company indicate that availability differences over a range of about two percent cannot
be considered significant in the simulation output. In cases where the component change is not
sufficient to cause identifiable changes in simulation output, the investigator must decide
whether to bypass the part of the 'anking involving component impact on availability, making
A2 equal Al in the input, or to proceed to derive the alternate configuration A2's
mathematically.

In the MRB demonstration exercise, it was determined that on the ba^ is of mean component R
and M data the effect of alternate MRB configurations on aircraft availability would not be
noticeable above the fourth decimal place. The mathematical approach was therefore used for
demonstration purposes in the exercise as follows:

1. Simulation baseline configuration runs were completed with the UH-1H (C) MRB
installed in the UH-1N helicopter, and Al was determined to equal 0.4123.

87
 2. Assuming independence of the component (MRB) from the balance of the aircraft,
Al = As-C* Ac. Ac is determined by an expression similar to that u&ed in the
simulation output for aircraft availability, that is,
MFHBMA,,
Acc =
MFHBMA„ + MEMT„

or (from the MRB-input parameters previously developed and shown in Figure 9)

1
MR1
A
c--
+ [(P1*MT2) + (1 .P1)*MT1]
MR1

Therefore, the baseline MRB is

0.00142
1
+ (0.831*3.7)+ (0.169*2.3)
0.00142

A1
C 0.4123
or 0.9951. From the expression for Alp, A.s c = or . Therefore, Acs_c = 0.4143.
^ ' A„C 0.9951
C

3. A2's for the aircraft with alternate MRBs I, II, III, and IV installed can be calculated by
using the expression A2 = As-c* ACj (A2 equals Al for the baseline MRB C input):

0.00142
A2,1 = 0.4143* = 0.4124
1
+ (0.789*3.7) + (0.211*2.0)
0.00142 ' K

0.00138
A2,,
S
II = 0.4143* = 0.4123
1
+ (0.841*3.7) + (0.183*2.9)
0.00138

0.00142
A2STIII
„ = 0.4143* = 0.4122
1
+ (0.817*3.7) + (0.183*3.1)
0.00142

88
 0.00140
A2W = 0.4143* - 0.4121
+ (0.929*3.7) + (0.071*5.2)
0.00140

Six runs of COMPRANK were completed in the demonstration MRB ranking exercise. The
resulting life-cycle cost and ranking tables are included in Appendix VIII. The component
rankings are based on the tabulations of Total Discounted Differential Life-Cycle Effective
Cost Influence (ECI) in the last table of each run. Alternate MRBs I, II, III, and IV are
identified as 1, 2, 3, and 4 in the tables; the current UH-1H MRB is identified as 5.

Input data as shown in Figure 10 were used in each run, except as follows:

Case Description of Input Data

1 No change
2 Number of aircraft in fleet, Q2, changed from 500 to 1,000
3 Number of aircraft in fleet, Q2, changed from 500 to 2,000
4 Interest rate, IR in input, changed from 0.1 to zero
5 Cost of alternate MRBs, C15, „ „ . ., increased 10 percent
r
' 1,2,3, and 4
(with commensurate change in C13)
6 Damage rate, MR1, increased 10 percent for all MRBs

MRB rankings are based on decreasing preference with increasing ECI. Since the ECI results are
(by design) not representative of total life-cycle component cost but instead represent
differential component related costs, the results can be analyzed further by (for example)
determining the additional cost per aircraft related to each configuration in comparison with
the top-ranking MRB configuration.

The results of each case are summarized in Table X. An investigator may wish to perform
further analysis in a variety of directions; Tor example, component unit-cost break points might
be determined, effects of different failure rates investigated, etc.

(Note: The spare-component totals printed under the ECIs in each case in Appendix VIII are
the spares to fill all of the described pipelines initially on the basis of a 90-percent probability
of having a spare when required, PS.)

89
1 TABLJ? X. RESULTS OF MAIN ROTOR BLADE CONFIGURATION RANKING

Additional Cost Per Percent Change in

Aircraft Compared Additional Cost Per
Ranking With Top-Ranked MRB Aircraft for Changes
Case Order (Dollars) in Case-Data from Case 1
1
1 (See Figure 9)
1(1)*
HI (3) 3,667
C(5) 4,107
IV (4) 14,980
11(2) 16,060
2
1 I
Increase fleet size 100%, III 3,202 12.7% decrease i
from 500 to 1,000 aircraft C 4,101 0.1% decrease |
IV 14,428 3.7% decrease
II 15,578 3.0% decrease j
3 I
Increase fleet size 300%, III 2,973 18.9% decrease {
from 500 to 2,000 aircraft c 4,095 0.3% decrease
IV 14,146 5.6% decrease
II 15,328 4.6% decrease
4 I
Decrease interest rate to III 4,721 28.7% increase |
zero % (remove discount- c 7,669 86.7% increase |
ing to "Present Value")
IV 21,466 43.3% increase |
II 23,434 45.9% increase |
5 I
Increase cost of alternate c 3,340 18.7% decrease
MRBsI, II,IlI,andIV III 3,756 2.4% increase !
10%
IV 16,067 7.3% increase
II 17,484 8.9% increase j
6 I
Increase all MRB damage III 3,682 0.4% increase
rates 10% c 4,481 9.1% increase i
IV 15,324 2.3% increase
II 16,489 2.7% increase j

♦Numbers in parentheses correspond to computer ranking ir Appendix VIII. |

90
 CONCLUSIONS

The analysis technique developed in this program will facilitate the Army's tasks of estimating
the impact of predicted component reliability and maintainability on an aircraft system and
evaluating and ranking competing components on the basis of their R and M characteristics.

There are many possible variations in application of the technique, for example:

• The algorithm can be exercised in full to use Navy aircraft source data for input to an
Army O and M simulation, followed by component-ranking determination.
• Army or Air Force aircraft data can be adapted to a point in the algorithm that will
permit GPSS function calculation and continuation through simulation and component
ranking.
■ An aircraft can be fabricated (in terms of data) from various sources and used as a
"composite" baseline vehicle in the algorithm.
• The simulation model can be used separately to assist in performing various aircraft O
and M concept trade-off analyses.
• The special component-ranking model can be used separately to compare component R
and M characteristics (omitting the impact on total aircraft availability) and to support
any number of component cost, reliability, and maintenance-concept tradeoff analyses.

Applications of all or portions of the technique described are limited only by the imagination
of the investigator and the opportunities that occur.

In the component evaluation exercise using main rotor blades, the alternate component R and
M characteristics were not sufficiently different to affect simulation-model output
significantly. In any application of the simulation model involving testing of alternate
equipments or O and M concepts, preliminary estimates of the discrimination needed or
desired in the model output should be made and sensitivity tests should be run for particular
scenarios and systems to establish a level of confidence in the results.

91
 LITERATURE CITED

1. Maloney, Paul F., and Akeley, Carroll R., Design Study of Repairable Main Rotor Blades,
Kaman Aerospace Corporation; USAAMRDL Technical Report 72-12, Eustis Directorate,
U.S. Army Air Mobility Research and Development Laboratory, Fort Eustis, Virginia, July
1972, AD 749283.
2. Department of Defense, Life Cycle Costing Guide for System Acquisitions (Interim),
LCC-3, Washington, D.C., January 1973.
3. Keesee, W.R., A Method of Determining A Confidence Interval for Availability, NMC-MP-
65-8, U.S. Naval Missile Center, Point Mugu, California, July 1965.
4. Convey, John P., Jr., and Cohen, Stanley, Aircraft Reliability and Maintainability Simula-
tion (ARMS), USAAMRDL Technical Report 71-43, Eustis Directorate, U.S. Army Air
Mobility Research and Development Laboratory, Fort Eustis, Virginia, September 1971.

5. Peake, James A., Erdle, Francis E., and Retterer, Bernard L., Interservice Helicopter
Reliability and Maintainability Data Study, ARINC Research Corporation, Annapolis,
Maryland, Publication B21-01-1-1141, November 1971.

92
 APPENDIX I
MAINTENANCE-ACTION FILE FORMAT

The following record description defines the layout and content of the 3-M maintenance action
(MA) files outputted from Job 3, Step 3, in the Aircraft Historical Data Tabulation portion of
the component evaluation and ranking algorithm.

The series of program steps in Job 3 process data from the various 3M-MDCS card types, as
indicated in the record description, into a composite record of the MA.

93
r
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96
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 APPENDIX II
UH-1N ELEMENT-NUMBER DEFINITION

The listing presented on the following pages defines the 241 elements that constituted the
UH-1N helicopter, in. terms of data input to the operation and maintenance simulation model.
Definition is by nomenclature, or nomenclature groupings in case of collective elements.
Nomenclature is as presented in NAVAIR 01-110HC-8 (U.S. Navy Series HI Aircraft Work
Unit Code Manual), which describes the Navy/Marine UH-1N utility helicopter (the aircraft
selected by the Army and ARINC Research to establish a utility-helicopter data baseline).

The components and equipments defined by the nomenclature are not intended to represent an
exhaustive listing of all parts of the helicopter. However, the listing does represent a complete
helicopter breakdown on the basis of applicability of maintenance activity for the period of
UH-1N data used in the program (January 1971 to May 1972).

The number of unscheduled maintenance actions associated with each element during the
11,804 flying hours in the data period is also tabulated in the listing. The tabulation is based
on When Discovered Code (WDC) counts from the element maintenance-action (MA) records
(since the probability of discovering a requirement for maintenance must be assigned to events
in the simulation model). Because of the inclusion of partial records in the MA records file,
work-center, elapsed-maintenance-time, and man-hour information can be present in the file
without WDC identification. In the data used, there were four elements (0403, 0706, 0711, and
0809) without WDC information (these elements were, therefore, determined to exhibit a 0.999
probability of successfully completing each event in the simulation). The four elements were
separately designated since one (0909-Air Management System, General) represented a
complete system within the Power Plant Installation Group, two (0403-ColIective Support
Assembly and 0706-Mast Bearing) were significant mechanical time-change items, and one
(0711-Main Transmission Oil Pump) represented another significant mechanical component.
Elements 0403 and 0809 did have partial records of on-equipment repair; elements 0706 and
0711 had no records of maintenance.

There were 18 Time-Change Items (TCI) among the 241 elements. These are identified by a TCI
notation in the listing. The overhaul interval (OI) or retirement interval (RI), in
element/component operating hours, is also indicated for each TCI.

119
 Element
Numeric Designation* Nomenclature/Definition

0101 (23)** Nose Door

0102 (12) Nose Lower Window
0103 (57) Forward Fuselage, OUier
Forward Fuselage
Nose Door Latch Mechanism
Nose Door Seal
Hinge Bracket
Nose Door Hinge
Nose Door Stay
Skin
Not Otherwise Coded (NOC)

0104 (18) Win shield Assembly

0105 (40) Uppe • Fuselage. Other
Upper Fuselage
Windshield Center Post
Cabin Roof Window
Upper Structure Frame
Rescue Hoist Handle
Canopy
Skin
NOC

0106 (48) Crew DM

0107 (14) Crew Doer Latch Mechanism
0108 (12) Crew Door Finge
0109 (42) Cargo Door
0110 (11) Cargo Door Latch
0111 (30) Equipment Compartment Door
0112 (68) Center Fuselage, Other
Center Fuselage
Door Post
Crew Door Striker Plate
Cargo Door Roller
Door Window Assembly
Skin
Wind/Rain Deflector
NOC

0113 (56) Lower Fuselage, General

Lower Fuselage
Bottom Structure Door
Bottom Structure Door Hinge
Bottom Structure Cover
Panel Assembly
Floor
Seat Track
♦First two digits represent system; second two digits represent element.
i1* Figures in parentheses represent number of unscheduled maintenance actions.

120
r
;

Cargo Tie-Down Fitting

Skin
Life Beam
NOC

0114 (34) Tail Boom Assembly

0115 (67) Aft Fuselage, Other
Aft Fuselage
Sync Elevator Support
Bulkhead
Tail Boom Fitting
Bearing Hanger Support Fitting
Tail Boom Door
Tail Boom Door Hinge
Aft Fuselage Fairing/Doubler
Gearbox Access Fin Covei
Skin
Tail Boom Retaining Bolt
NOC

[ 0116 (78) Airframe, Other

0201 (13) Pilot/Copilot Seat

Armor Plate
0202 (14) Inertia Reel
0203 (30) Pilot's Compartment Furnishings, Other
Pilot's Compartment Furnishings
Safety Belt
Shoulder Harness
Instrument Panel
Overhead Console Panel
Cabin Soundproofing
Instrument Panel Glare Shield
NOC

0204 (11) Passenger Compartment Furnishings, General

Passenger Compartment Furnishings
Three-Man Seat
NOC

[ 0205 (4) Fuselage Compartments, Other

r
0301 (45) Landing Skid
0302 (22) Cross Tube
0303 (17) Main Landing Gear Components, Other
Main Landing Gear Components
Saddle
Fwd/Aft Cap
Step
Landing Skid Shoe
Eyebolt

121
 Nutplate
Wheel/Tire Assembly
Hand Pump
Ram Cylinder
Bleed Air Valve
Hydraulic Lines
Brake Assembly
Landing Skid Fairing
MLG Hard Points
NOC

0304 (14) Tail Skid Components, General

Tail Skid Components
Tail Boom Skid Tube
Retainer Block
NOC

[ 0305 (5) Landing Gear, General

0401 (12) Collective Pitch/Power Control Stick

0402 (8) Collective Lever Assembly, TCI—3300 RI
0403 (0) Collective Support Assembly, TCI-3300 RI
0404 (3) Collective Pitch Magnetic Brake
0405 (44) Collective Pitch Controls, Other
Collective Pitch Controls
Push-PuU Tube
Bell Crank
Arm Assembly
Boot Assembly
Jack Shaft
Dual Actuator
NOC
0406 (8) Cyclic Control Stick
0407 (4> Cyclic Bell Crank
0408 (7) Matched Link Set
0409 (10) Cycki Force Gradient Assembly
0410 (17) Cyclic Control Magnetic Brake
0411 (14) Cyclic Swashplate/Support Assembly, TCI-1100 OI
0412 (20) Elevator Assembly, TCI-3000 RI
0413 (6) Elevator Hom Assembly, TCI-3000 RI
0414 (6) Cyclic Dual Actuator
0415 (20) Cyclic Controls, Other
Cyclic Controls
Push-Pall Tube
Tube/Lever Assembly
Boot Assembly
Elevator Bearing Support
NOC

122
 0416 (9) Tail Rotor Pedal Assembly
0417 (7) Tail Rotor Control Push-Pull Tube
0418 (41) Tail Rotor Controls, Other
Tail Rotor Controls
Tube/Lever Assembly
Adjustment Assembly
Bell Crank
Support Assembly
Chain
Link Assembly
Directional Actuator
NOC

0419 (18) Flight Control Cylinder/Control Valve

0420 (7) Flight Control Hydraulic Components, Other
Flight Control Hydraulic Components
Irreversible Valve
Solenoid Valve
NOC
0421 (7) Transmission Driven Hydraulic Pump (No. 1)
0422 (11) Flight Control Hydraulic System (No. 1), Other
Flight Control Hydraulic System
Integrated Valve/Filter
Pressure Shutoff Valve
0423 (2) Flight Control Hydraulic System (No. 2), General
Transmission Driven Hydraulic Pump
Integrated Valve/Filter
0424 (2) Flight Control Electrical, General
Flight Control Electrical
NOC
[ 0425 (12) Flight Controls, Other

0501 (50) Stabilizer Bar Assembly

0502 (35) Main Rotor Pitch Link
0503 (15) Main Rotor Control Tube
0504 (lit) Main Rotor Blade Assembly, TCI-2500 RI
0505 (6) Main Rotor Hub Assembly, TCI-1100 OI
0506 (29) Main Rotor Damper Assembly
0507 (25) Scissors/Sleeve Assembly, TCI-1100 OI
0508 (3) Main Rotor Power Grip Assembly
0509 (2) Main Rotor Strap Set, TCI-2200 RI
0510 (81) Main Rotor/Blade Components, Other
Main Rotor/Blade Components
Drag Brace
Counterweight Assembly
NOC
fUH-lN MRB unscheduled MAs; replaced by UH-1H and alternate MRB MA estimates
in the simulations.
123
 0511 (6) Tail Rotor Hub Assembly, TCI-1100 RI
0512 (2) Tail Rotor Blade Assembly, TCI—1100 RI
0513 (6) Pitch Change Link
0514 (3) Tail Rotor Crosshead Assembly
0515 (6) Tail Rotor Counterweight Assembly
0516 (25) Tail Rotor/Blade Components, Other
Tail Rotor/Blade Components
NOC

C 0517(12) Helicopter Rotor System, General

0601 (15) Compressor Section (T400 CP), General

Compressor Section
Inlet Case Assembly
NOC

0602 (11) Combustion Section (T400 CP), General

Combustion Section
Combustion Chamber Housing
Combustion Chamber Liner
Combustion Chamber Exit Duct (Large)
NOC

0603 (2) Turbine Section (T400 CP), General

[ NOC

0604 (10) Exhaust Section (T400 CP), General

Exhaust Section
Power Section Insulation Blanket
Exhaust Duct Assembly
NOC

0605 (27) Reduction Gearbox Assembly (T400 CP), General

Reduction Gearbox Assembly
Input Shaft
Output Shaft
0606 (19) Accessory Gearbox Assembly (T400 CP), General
Accessory Gearbox Assembly
Housing
Housing Cover
Centrifugal Breather Impeller
0607 (38) Reduction/Accessory Gearbox Assembly (T400 CO), Other
Reduction/Accessory Gearbox Assembly
NOC

0608 (33) Fuel Control Assembly (T400 CP), General

Fuel Control Assembly
Automatic Fuel Control Unit
Manual Fuel Control Unit
0609 (18) Power Turbine Governor
0610 (21) Torque Control Unit
0611 (25) Main Fuel System (T400 CP), Other
Main Fuel System

124
 Fuel Pump/Strainer Assembly
Fuel Manifold Inlet Adapter Assembly
Fuel Nozzle
Fuel Manifold Transfer Tube
Fuel Flow Divider/Dump Valve
NOC

0612 (21) Engine Oil Filter

0613 (49) Lubrication System (T400 CP), Other
Lubrication System
Main Oil Pressure/Scavenge Pump
Oil Pressure Check/Relief Valve
Combining Gearbox Oil Filter
Oil Transfer Tube (External)
Oil Pressure Tubing
Oil Nozzles
Oil Transfer Tube (Internal)
NOC

0614 (42) T-5 Temperature Limiter

0615 (17) T-5 Temperature Limiter Harness
0616 (28) Electrical System (T400 CP), Other
Electrical System
T-5 Thermocouple Probe
T-5 Temperature Limiter Solenoid Valve
T-5 Thermocouple Harness
Magnetic Chip Detector
NOC
0617 (8) Ignition System (T400 CP), General
Ignition Systen.
Ignition Exciter Unit
Spark Ignition
[ 0618 (21) T400 CP Engine, Other, TCI-1800 OI
0701 (8) Main Drive Shaft Assembly
0702 (6) Engine/Transmission Drive Shaft Installation, Other
Engine/Transmission Drive Shaft Installation
Housing
Fin Assembly
NOC
0703 (18) Main Transmission Assembly, TCI—1500 OI
0704 (15) Transmission Oil Filter
0705 (6) Mast Assembly, TCI-1500 OI
0706 (0) Mast Bearing, TCI-1500 RI
0707 (1) Main Input Quill Assembly, TCI-1500 OI
0708 (20) Pylon Installation, Other
Pylon Installation
Manifold

125
 Coupling
Pylon Mount
Fitting Support Assembly
Filler Cap
Tubing
Hose
Damper Assembly
Link Assembly
NOC
0709 (4) Main Transmission Gearbox Electrical Components, General
Temperature Bulb
Thermoswitch
Warning Light
Magnetic Chip Detector

0710 (5) Main Transmission Oil Cooler

0711 (0) Main Transmission Oil Pump
0712 (16) Transmission Oil System, Other
Transmission Oil System
Drain Valve
Sump
Oil Pressure Switch
NOC

0713 (b) Rotor Brake Cylinder

0714 (6) Rotor Brake Assembly
0715 (6) Rotor Brake Disk/Quill
0716 (12) Rotor Brake System, Other
Rotor Brake Components
Pressure Switch
NOC

r 0717
0718
0719
0720
(8)
(10)
(13)
(13)
Tail Drive Shaft Assembly
Clamp
Hanger Assembly
Intermediate Gearbox (42o),TCI-1500OI
0721 (16) Tail Gearbox (90°), TCI-1100 OI
0722 (1) Tail Rotor Quill Assembly
0723 (3) Tail Rotor Tube Assembly
0724 (20) Tail Rotor Drive System, Other
Intermediate Gearbox Magnetic Chip Detector
Tail Gearbox Magnetic Chip Detector
NOC

[ 0725 (4> Helicopter Drives/Transmissions, Other

0801 (4) Engine Mount Installation, General

Trunnion
Pillow Block Assembly
Tripod Assembly

126
 Bipod Assembly
L 0802 (38)
Leg Assembly Housing

Engine Enclosure/Air Induction, General

Engine Enclosure/Air Induction
Air Induction Baffle Assembly
Fire Shield
Heat Shield
Door Assembly
Hinge Support Tube
Air Induction Screen
Particle Separator
Center Firewall Plenum Chamber

0803 (28) Engine Cowling, General

Engine Cowling
Cowl Door
0804 (8) Oil Cooler Blower Shroud
0805 (26) Cowling Installation, Other
Cowling Installation
Frame
Air Scoop
Latching Mechanism
NOC

0806 (22) Engine Top Cowl Panels

0807 (7) Engine Lower Cowls
0808 (14) Transmission/Engine Cowlings, Other
Transmission/Engine Cowlings
Transmission Fairing
Air Inlet Fairings
Engine Upper Cowls
Oil Cooler Fairing
Twin Gearbox Side Cowlings
Gearbox Access Door
NOC

0809 (0) Air Management System, General

[ Ejector

0810 (4) Droop Compensator Cam Box (Power Plant Controls)

0811 (47) Linear Actuator (PP Controls Droop Compensator Cam Box)
0812 (66) Flight Idle Stop
0813 (22) Throttle/Power Lever istallation. Other
Throttle/Power Lever Installation
Throttle Lever
D al Twist Grip
Rod
Torque Shaft
NOC

127
 0814 (8) RPM Warning System, General
RPM Warning System
Limit Detector/Box
NOC

0815 (4) Oil Cooler (Aircraft Lubrication System)

0816 (8) Air Driven Oil Cooler Blower
0817 (6) Shaft Driven Oil Cooler Blower
0818 (16) Aircraft Lubrication Components, Other
Aircraft Lubrication Components
Oil Tank
NOC

0819 (3) Aircraft Bleed Air Installation, General

Tubing
NOC

0820 (1) Aircraft Exhaust Components, General

Aircraft Exhaust Components
Tail Pipe

[ 0821 (2) Power Plant Installation, Other

0901 (6) Environmental Control Unit, General

Environmental Control Unit
Vent Blower
Rigid Tubing
NOC

0902 (11) Heat/Defog/Defrost Electrical Components, General

Heat/Defog/Defrost Electrical Components
Heater Control Panel
Sensing Element
Temperature Selection Switch
NOC

0903 (13) Heat and Vent Duct

0904 (3) Heat/Defog/Defrost Distribution, Other
Heat/Defog/Defrost Distribution
Heating Air Bleed Valve
Defogging Control Lever
Nozzle Assembly
_ NOC

0905 (1) Rain Removal Components, General

- NOC
' 0906(4) Air Distribution Installation, General
Air Distribution Installation
Blower Assembly

128
 0907 (1) Air Distribution Electrical, General
Aft Outlet Switch
Cabin Heat Control Switch

[ 0908 (1) Heat/Air System, Other

1001 (23) AC Generator/Alternator

1002 (14) Inverter
1003 (24) Alternating Current Components, Other
Alternating Current Components
Emergency Inverter
Supervisory Panel
Voltage Regulator
AC/DC Power Control Panel
Instrument Transformer
Failure Relay
Power Control Relay
External Power Relay
Inverter Bus Transfer Relay
Generator Line Contactor
NOC

1004 (36) DC Starter/Generator

1005 (61) Battery
1
006 (97) DC Voltage Regulator
1007 (30) Reverse Current Relay
1008 (36) DC External Power Relay
1009 (25) Direct Current Components, Other
Direct Current Components
Overvoltage Relay
Field Relay
Split Bus Start Relay
Common Bus Starter Relay
Battery Relay
External Power Receptacle
NOC

1010 (11) Aircraft Wiring, General

Miscellaneous Aircraft Circuits
Copilotl Collective Stick Wiring
Pilot's Collective Stick Wiring
Pedestal Wiring
Copilot's Cyclic Stick Wiring
Pilot's Cyclic Stick Wiring
Overhead Console Panel Wiring
NOC

1011 (3) Engine Instrument Circuits, General

Engine Instrument Circuits
Temperature Instruments Wiring
1012 (1) Flight Instrument Circuits, General

129
 Attitude Indicator System Wiring
1013 (5) Lighting Circuits, General
Lighting Circuits
Interior Lighting Wiring
Exterior Lighting Wiring
1014 (1) DC Power Circuits, General
DC Power System Wiring
1015 (3) Fuel/Oil Circuits, General
Engine Accessories System Wiring
1016 (5) Radio Aircraft Circuits, General
Nose Compartment Radio Wiring
Comm Junction Box Wiring
ICS System Wiring
1017 (14) Warning/Emergency Circuits, General
Warning/Emergency Circuits
RPM Warning System Wiring
Caution/Warning Lights Wiring
1018 (1) AC Power Circuits, General
NOC

c 1019 (14) Electrical System, Other

1101 (10) Master Caution Light

1102 (13) Cockpit Light
1103 (6) Master Caution Panel
1104 (24) Instrument Light Control Panel
1105 (33) Interior Lighting, Other
Interior Lighting Equipment
HI LO RPM Light
Transmission Oil Level Light
Edge Light Panel Light
Dome Light
Aft Dome Lights Control Panel
Pitot Heat/Fwd Dome Lights Control Panel
Chip Detector Fault Light
Instrument Light
NOC
1106 (18) Searchlight
1107 (23) Anticollision Light
1108 (19) Position Light
1109 (32) Exterior Lighting, Other
Exterior Lighting Equipm mt
Landing Light
Tail Light
Control Panel
Flasher Unit
Rotor Tip Formation Ligtit
NOC

1110 (2) Lighting System, Other

130
Pf

1201 (7) Engine Driven Hydraulic Pump

1202 (8) Hydraulic Pressure Source, Other
Hydraulic Pressure Source
System Pressure Hose/Tubing
System Return Hose/Tubing
NOC

1203 (10) Hydraulic Fluid Supply, General

Hydraulic Fluid Supply
Reservoir
NOC

1204 (2) Hydraulic Reservoir Pressurization, General

Hydraulic Reservoir Pressurization
Check Valve

1205 (13) Hydraulic Module Assembly

1206 (18) Hydraulic Filter
1207 (7) Hydraulic Control Valves, Other
Hydraulic Control Valves
System Relief Valve
Solenoid Shutoff Valve
Check Valve
NOC

1208 (5) Hydraulic Pressure Indication

Hydraulic Pressure Indication
Pressure Switch

[ 1209 (3) Hydraulic Power, Other

1301 (12) Sump/Boost Pump

1302 (12) Main Fuel Filter
1303 (25) Fuel Supply and Distribution, Other
Fuel Supply and Distribution
Fuel Cell
Fuel Cap Assembly
Strainer
Shutoff Valve
Check Valve
Sump/Trap Drain Valve
Float Switch
Pressure Switch
Flexible Hose
NOC

1304 (4) Auxiliary Fuel Components, General

Auxiliary Fuel Components
lank
Control Panel

131
[ 1305 (3) Fuel System, Other

1401 (8) Fire Warning/Detector Components, General

Fire Warning/Detector Components
Fire Detection Test Switch
Fire Warning Light
Fire Detection Element
NOG

1402 (8) Fire Extinguishing Components, General

Fire Extinguishing Components
Nitrogen Fire Bottle

1403 (3) Windshield Wiper System, General

Windshield Wiper System
1404 (11) Windshield Wiper Mechanical Components, General
Windshield Wiper Mechanical Components
Converter Motor
Blade
Blade Arm
Motor Cover Guard

1405 (6) Rescue Hoist Assembly

1406 (5) Rescue Hoist Mechanical Components, Other
Rescue Hoist Mechanical Components
Boom Actuator Arm
Cable
NOC

1407 (12) Rescue Hoist Electrical Components, General

Rescue Hoist Electrical Components
Boom Actuator
Up Limit Switch
Hoist Sense Control
Cable Cutter Switch
Control Assembly

1408 (2) Cargo Suspension Mechanical Components, General

Cargo Suspension System
Hook
Release Pedal
NOC

1409 (1) Cargo Suspension Electrical Components, General

[ NOC

1410(2) Aerial Dispensers, General

[ Aerial Insecticide Dispenser

1411 (2) Airborne Generator Illuminator Lighting (AGIL) System,

General

132
 DC Generator Regulator
L System Control Unit Case

1501 (26) Airspeed Indicator

1502 (17) AAU7/A Pressure Altimeter
1503 (12) Turn/Slip Indicator
1504 (55) Attitude Indicator
1505 (14) Flight Indicators, Other
Flight Indicators
Vertical Speed Indicator
Rate-of-Climb Indicator
Directional Gyro
AAU21/A Altimeter Encoder

1506 (2) Pitot Static System, General

[ Pitot Static System

1507 (20) Miscellaneous Flight Instruments

Elapsed Time Clock
Outside Air Temperature Indicator
Dual AC/DC Voltmeter
DC Loadmeter

1508 (8) Navigation Instruments, General

Navigational Indicators
Magnetic/Standby Compass

1509 (11) Radio Magnetic Indicator (MA-1)

1510 (15) Compass Systems, Other
J-2 Compass System
Radio Magnetic Indicator (J-2)
Compass Transmitter (J-2)
MA-1 Compass System
Amplifier (MA-1)
Directional Gyro (MA-1)

1511 (20) Engine Tachometer Ind.cation, General

Engine Tachometer Indication
Gas Producer Tachometer Generator
Gas Producer Tachometer Indicator
Triple Tachometer Indicator
NOC

1512 (9) Engine Turbine Inlet Temperature Indicator

1513 (13) Engine Temperature Indication, Other
Engine Temperature Indication
NOC

1514 (10) Engine Oil Pressure/Temperature Indicator

1515 (34) Torque Meter (Pressure Indication)
1516 (15) Engine Pressure Indication, Other

133
 Engine Pressure Indication
Fuel Pressure Indicator
NOC

1517 (1) Engine Fuel Flow Indication, General

[ Engine Fuel Flow Transmitter

1518 (9) Transmission Pressure/Temperature Indication, General

Transmission Pressure/Temperature Indication
Transmission Oil Pressure Tiansmitter
Gearbox Oil Pressure/Temperature Indicator
NOC

1619 (1) Transmission Tachometer Indication, General

Transmission Tachometer Indicator

1520 (7) Fuel Quantity Indicators, General

Fuel Quantity Indicators
Fuel Quantity Indicator

1521 (5) Fuel System Indicating Components, General

Fuel System Indicating Components
Fuel Quantity Tank Unit
Low Level Switch

[ 1522 (4) Instruments, Other

1601 (2) CN1141/ASN75 Displacement Gyro

1602 (7) MD1 Vertical Gyro
1603 (4) Flight Reference, Other
ML-1 Compass Transmitter

1701 (17) AN/ARC94/102/119/120 Radio Set, General

AN/ARC 94/102/119/120 Radio Set
RT 648/ARC 94 Receiver-Transmitter
Main Chassis Wiring Harness (ARC 94)
Antenna Coupler
Antenna
RT 698/ARC 102 Receiver-Transmitter
NOC

1702 (9) AN/ARC 131 VilF-FM Radio Set, General

AN/ARC 131 VHF-FM Radio Set
RT 823/ARC 131 Receiver-Transmitter
NOC

1703 (8) HF Communications System, Other

HF Communications System
HF Long Wire Antenna
J 562/AR Terminal Box
AT 455/ARC Antenna Element

134
 AT 624/ÄR Antenna Element
NOC

1801 (32) AN/ARC 114 Radio Set, General

AN/ARC 114 Radio Set
NOC

1802 (7) AN/ARC 115 Radio Set, General

AN/ARC 115 R dio Set
NOC

1803 (6) VHF Communications, Other

VHF Communications
RT 348/ARC 54 Receiver-Transmitter
C3835/ARC 54 Control Unit
Antenna Coupler
AS 1703/AR Antenna
_ NOC

1901 (4) AN/ARC 27 Radio Set, General

AN/ARC 27 Radio Set

f 19 )2 (14) AN/ARC 51 Radio Set, General

AN/ARC 51 Radio Set
RT 650/ARC 51 Receiver-Transmitter
C6555/ARC 51A Control Unit
RT 742/ARC 51BX Receiver-Transmitter
RT 743/ARC 51A Receiver-Transmitter
RT 780/ARC 51AX Receiver-Transmitter
NOC

1903 (7) AN/ARC 52 Radio Set, General

AN/ARC 52 Radio Set
RT 332/ARC 52 Receiver-Transmitter
NOC

1904 (5) AN/ARC 55 Radio Set, General

AN/ARC 55 Radio Set
RT 349/ARC 55 Receiver-Transmitter

1905 (52) AN/ARC 116 Radio Set, General

AN/ARC 116 Radio Set
Radio Receiver/Control Al

1906 (84) UHF Communications System, Other

UHF Communications System
UHF Communications Associated Equipment
AT 141/A Antenna
AT 141/ARC Antenna
AT 450/ARC Antenna
NOC

135
2001 (12) AN/AIC 14 Intercommunications Set, General
AN/AIC 14 Intercommunications Set
C2642/AIC 14 Control Unit
C2643/AIC 14 Control Unit
MT2075/AIC 14 Mounting
NOC

2002 (10) AN/AIC 18 Intercommunications Set, General

AN/AIC 18 Intercommunications Set
C2106/AIC 18 ICS Control

2003 (81) Interphone System, Other

Interphone System
Miscellaneous Interphone Equipment
C2379/AIC Control Unit
F90/AIC Noise Filter
Ml-23020 Microphone Adapter
SA26/U Microphone Switch
SA47A/AIC Microphone Switch
CX 4620/AR Curd Set
CX 4621/AR Cord Set
CX 4623/AR Cord Set
CX 4632/AR Cord Set
CX 4622/AR Coil Cord
C6533/ARC Comm Systems Control
NOC

2101 (29) IFF Systems, General

IFF Systems
AN/APA 89 SIF Coder Group
RT 82/APX6 Receiver-Transmitter
AN/AFX 72 Transponder Set
RT 859/APX 72 Receiver-Transmitter
Impedance Matching Network
AT 884/APX Antenna
TS 1843/APX Transponder Test Set
NOC

2201 (111) AN/ARN 52 (V) TACAN Set, General

AN/ARN 52 (V) TACAN Set
RT 384/ARN 62 Receiver-Transmitter
Bearing B Module (RT 384)
C2010/ARN 52 Control Unit
MT 1729/ARN 52 Mount
Lower Antenna
C7712/ARN 52 (V) Control
Fan Assembly (Blower)
NOC

2202 (35) AN/ARN 59 Direction Finder Set, General

AN/ARN 59 Direction Finder Set
R836/ARN Receiver

136
 C2275/ARN Control Unit
L AT 780/ARN Antenna

2203 (12) Radio Navigation, Other

ID 322/ARN 30 Indicator
AS 680A/ARN 30 Antenna
AN/ARN 83 Direction Finder Set
Rl 391/ARN 83 Receiver
C6899/ARN 83 Control
NOC

2301 (26) Radar Navigation, General

AN/APN 171 (V) Radar Altimeter Set
R1829/APN 171 (V) Receiver-Transmitter
ID 1345/APN 171 (V) Indicator
AS 1868/APN 171 (V) Antenna
RT 804/APN 171 (V) Receiver-Transmitter
RT 805/APN 171 (V) Receiver-Transmitter
NOC

2401 (3) Weapon Delivery, General

Aero 65A1 Bomb Rack Release Assembly
External Stores Control/Equipment
Armament Control Box

2501 (35) Fmergency Equipment, General

Emergency Equipment
Fire Fighting Equipment
Portable CO2 Fire Extinguisher
First Aid Kit
NOC

137
 APPENDIX DI
ELEMENT NUMBER-WORK UNIT CODE
CROSS REFERENCE INDEX

The following pages contain a listing of the data cards that formed the EN-WUC CRT developed
to process Navy 3M-MDCS data on the UH-1N for use in an 0 and M simulation model. The
CRI relates Navy WUC in the data to an Element WUC and associated Element Number. The
first two digits of the EN represent a system designation and the last two digits the element
within the system. The CRI developed is typical of a step required to process another Navy
aircraft or an aircraft from a different service for O and M simulation-model input.

The CRI contains the Navy Work Unit Code (NWUC) assigned to a part in the UH-1N
breakdown in columns 1-7, an associated Element Work Unit Code (EWUC) in columns 8-14,
and the designated Element Number (EN) — for each EWUC - in columns 15-18.

When NWUC'd parts are amalgamated to form a single element, the appropriate next
higher-level WUC is designated as the EWUC. When a single part is identified as an element,
there is a unique relationship between NWUC, EWUC, and EN.

138

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141
 APPENDIX IV
ELEMENT DATA-TAPE LAYOUT, TABULATION BY
NAVY WDC, ATC, AND WCC

The following layout description defines the content of maintenance-data records tabulated for
each UH-IN Element in magnetic-tape output from Job 6, Step 5, in the aircraft Historical Data
Tabulation portion of the component evaluation and ranking algorithm.

A sample extract of data in this output format is included in the report as Figure 5. Data are
right-hand-justified and filled to the left with O's; EMT and MH are in tenths.

Record Column Description

Identifier Information
1-4 EN
5-11 EWUC
Gn-aircraft Navy WDC counts
12-14 A
15-17 B
18-20 C
21-23 D
24-26 £
27-29 F
30-32 G
33-35 H
36-38 J
39-41 K
42-44 M
45-47 N
48-50 P
51-53 Q
54-56 R
57-59 U
60-62 w
63-65 X
66-68 Y
69-71 Other
On-aircraft Navy ATC counts
72-74 A
75-77 B
78-80 C

142
81-83 D
84-86 J
87-89 K
90-92 L
93-95 M
96-98 N
99-101 P
102-104 Q
105-107 R
108-110 S
111-113 T
114-116 u
117-119 Y
120-122 Z
123-125 Other
On-aircraft Navy WCC counts
126-128 100
129-131 11X
132-134 12X
136-137 13X
138-140 14X
141-143 200
144-146 21X
147-149 22X
150-152 300
153-155 31X
156-158 32X
159-161 Other
162-167 Total EMT for on-aircraft ATC's P, Q, R,
S, T, and U
168-173 Total EMT for on-aircraft ATC's A, B, C,
D, J, K, L, M, N. Y, Z, and Other
174-180 Total MH for on-aircraft ATC's P, Q, R,
S, T, and U
181-187 Total MH for on-aircraft ATC's A, B. C,
D, J, K, L, M. N, Y, Z, and Other
Off-Equipment Navy ATC counts
188-190 1
191-193 2
194-196 3
197-199 4
200-202 5

143
 203-205 6
206-208 7
209-211 8
212-214 9
215-217 A
218-220 B
221-223 C
224-226 D
227-229 J
230-232 K
233-235 L
236-238 M
239-241 N
242-244 Other
Off-Equipment Navy WCC counts
245-247 400
248-250 41X
251-253 44X
254-256 45X
257-259 500
260-262 51X
263-265 52X
266-268 53X
269-271 54X
272-274 55X
275-277 56X
278-280 57X
281-283 600
284-286 61X
287-289 62X
290-292 7XX
293-295 8XX
296-298 9XX
299-301 Other
302-307 Total EMT for off-equipment ATC's 1, 2, 3,
4, 5, 6. 7, 8, and 9
308-313 Total EMT for off-equipment ATC's A, B, C,
D. J. K. L, M, N, and Other
314-320 Total MH for off-equipment ATC's 1, 2, 3,
4, 5, 6, 7. 8, and 9
321-327 Total M Hfor off-equipment ATC's A. B. C.
D, J, K, L, M, N, and Other

144
 APPENDIX V
UH-1N ELEMENT ARMY MAINTENANCE PROBABILITIES

The foUowing list describes the UH-1N element maintenance probabilities that were inputted
to the R and M function calculation program in Job 9 to adjust Navy/Marine historical data to
reflect an Army maintenance scenario.

The following information is inputted in the first 16 columns of 80-column data cards:

EN — Element Number (Columns 1-4)

Pi — Probability of removal and replacement given a maintenance action
(Columns 5-7)
P2 — Probability of shipment from O-IDSM to DS given removal and replacement
(Columns 8-10)
P? — Probability of shipment from DS to GS given receipt in DS (Columns 11-13)
P4 — Probability of shipment from GS to Depot given receipt in GS
(Columns 14-16)

145
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146
 APPENDIX VI
DEVELOPMENT OF R AND M INPUT DATA
FOR ALTERNATE MAIN ROTOR BLADES

The following summary describes the approach tak^-n to develop R and M data for the
alternate main rotor blades (MRB) that would replace the UH-1N MRS data in the O and M
simulation.

The types of data developed and the approach are generally typical of what would be required
for any component under analysis.

MRB MAINTENANCE-ACTION RATE AND DISTRIBUTION

The UH-1N MRBs experienced eleven MAs in the historical data period covering 11,804 flying
hours (FH). The MAs were distributed in when-discovered periods as shown in Table V of this
report. As indicated in the discussion of Job 10 in the Component Evaluation and Ranking
section of the report, the UH-1N MRB was removed and replaced by the UH-1H MRB (in the
form of R and M data) to form the baseline aircraft, and successively by alternate MRBs I, II,
III, and IV to form alternate-configuration aircraft.

ÜH-1H and alternate MRB data were developed from Reference 1. Only externally induced
incidents were considered for these MRBs since inherent failure rates were not presented for
the different configurations. Briefly, the alternate MRB designs were:

• I — Repairable blade with current UH-1 structural components

• II — Repairable blade with aluminum spar
• III — Repairable blade with composite-material spar
■ IV — Repairable blade with titanium spar

The number of incident exposures applied in common to all five blade configurations was
1,000 per 10* blade hours, or 0.001 exposure per blade hour and 0.002 exposure per FH in
the two-bladed helicopter used. The probabilities of an exposure resulting in an MA, from
Table II in Reference 1, were:

Current UH-1H (C) - 71/100

Alternate I - 71/100
Alternate II-69/100
Alternate III - 71/100
Alternate IV - 70/100

Therefore, the following MAs were introduced for each of the five MRB configurations in the
11,804 data base:

• C, I, III - 0.002 * 71/100 * 11,804 = 16.76

• II - 0.002 * 69/100 * 11,804 = 16.29
• IV - 0.002 * 70/100 * 11,804 = 16.52

147
Distributions of the conditions under which, or the periods when, the MA requirements were
discovered were developed through analysis of Appendixes I and n of Reference 1. (Types of
incident frequencies below 20/100 were not considered significant in our analysis.) The results
of this analysis are summarized in Table XI for the UH-1H MRB. Similar analyse» were
performed for the four alternate MRUs; the results were shown in Table V.

The data on the five MRB configurations provide the necessary information to change the
historical data base for calculation of the aircraft and system-level functions indicated in Job
10, Step 1, and the element-level function changes attributed to the MRB (EN 0504)
replacement through Function 35 in Job 10, Step 2.

MRB REMOVE AND REPLACE AND WHERE-REPAIRED PROBABILITIES

Remove and replace and where-repaired probabilities were developed for the UH-1H and
alternate MRBs by using Table II of Reference 1 and the Army maintenance scenario
probabilities shown in Appendix V for EN 0504:

• Percent remove and replace equals percent Intermediate repair plus percent Depot repair
plus percent scrap:
C = 14.1 + 14.1 + 54.9 = 83.1 percent
I = 50.7 + 8.5 + 19.7 = 78.9 percent
II « 58.0 + 8.7 + 17.4 = 84.1 percent
III = 50.7 + 12.7 + 18.3 = 81.7 percent
IV = 64.3 + 11.4 + 17.2 = 92.9 percent

• Percent NRTS (1—8) given removal and replacement — assuming scrappage at General
Support level — equals number Depot-repaired divided by number Intermediate-repaired
plus number Depot-repaired plus number scrapped:

10
C = X 100 = 16.9 percent
10 + 10 + 39

X 100 = 10.7 percent

36 + 6 + 14

9
II - X 100 = 10.3 percent
40 + 6 + 12

9
III = X 100 = 15.5 percent
36 + 9 + 13

8
IV = X 100 = 12.3 oercent
45 + 8 + 12

148
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150
Percent NRTS (1—9) given removal and replacement equals the NRTS (1—8) calculation
with the numerator increased by the number scrapped:

10 + 39
C = X 100 = 83.1 percent
10 + 10 f39

6 + 14
X 100 = 35.7 percent
36 + 6 + 14

6 + 12
II = X 100 = 31 Opercent
40 + 6 + 12

9 + 13
III = X 100 = 37.9 percent
36 + 9 + 13

8 + 12
IV = X 100 = 30.8 percent
45 + 8 + 12

Percent Organizational (IDSM)-repaired given removal and replacement, percent Direct

Support-repaired given receipt, and percent General Support repaired given receipt are
calculated as described under Functions 37 and 52 in the Simulation Model R and M
Input section of the report by using P$ (percent NRTS [1—9] given an MA) and Pi
(percent remove and replace) calculated from Table II, Reference 1, Pj, P3, and P4
determined from the Army maintenance distribution for EN 0504 (shown in Appendix
V of this report):

P5 P. P, P3 P4

49
C — X 100 = 69.0 83.1 25 17 15
71
20
I — X 100 = 28.2 78.9 25 17 15

18
II —X 100 = 23.1 84.1 25 17 15
69
22
III —X 100 = 31.0 81.7 25 17 15

20
IV —X 100 = 28.6 92,9 25 17 15

151
 Percent DS Percent GS
Percent O (IDSM) Repaired Repaired
Repaired Given R&R Given Receipt Given Receipt

c 12.8 4.1 0.7

I 48.5 26.1 6.1
II 52.0 30.0 7.6
III 46.8 24.4 5.7
IV 52.2 30.3 7.6

MRB SKILL CODES - WORK CENTER DESIGNATIONS

Prin:ary and secondary on-equipment work centers and primary off-equipment shop
designations identified in Job 9, Step 3, as being applicable to the UH-1N MRB (EN 0504 in
Figure 7) appeared reasonable for all of the MRBs based on work-center definitions in Table IV
of this report:

Work-Center Codes

MRB Off-Equipment On-Equipment On-Equipment

Codes Primary Secondary Primary

C 06 03 01
I 06 03 01
II 06 03 01
III 06 03 01
IV 06 03 01

MRB MANPOWER (MPR) AND ELAPSED MAINTENANCE TIME (EMT) EXPENDITURES

MPR and EMT data required for simulation-model input on the five MRB were determined
through a review of pages 47 through 49 and Table IV of Reference 1. In the case of MRB
on-aircraft MEMT, the value must reflect the all-inclusive active downtime; this involves any
curing times, etc. Also, for proper MPR expenditure accounting in the simulation, the input
must reflect the mean number of men over the complete active-downtime period.

152
 On-Aiicnft
MRB un-Aircrart
Remove Repair
Repair in Place and Replace

MEMT MPR* MEMT MPR* MEMT MPR

C 2.30 — X 1 = 0.17 3.73 2.0 1.60 1.0

2.30

0.64
I 1.98 X 1 = 0.32 3.73 2.0 4.50 1.0
1.98

II 2.91 —XI = 0.25 3.73 2.0 3.98 1.0

2.91

0.68
III 3.10 X 1 = 0.22 3.73 2.0 4.29 1.0
3.10

1 36
IV 5.20 -1- X 1 = 0.26 3.73 2.0 4.95 1.0
5.20

♦Manpower is proportioned between the primary and secondary work

centers for on-aircraft equipment as discussed under Functions 42 and
54 in the R and M Input Calculation section of this report.

This last subsection of Appendix VI, together with the preceding two subsections, completes
the summary of approaches used to calculate or modify the R and M input data for element
Functions 37 through 54.

153
 APPENDIX VII
LISTING OF GPSS R AND M FUNCTION DECK
FOR MAIN ROTOR BLADE DEMONSTRATION EXERCISE

This appendix presents a complete R and M Function Deck listing in GPSS format; it was
prepared for the MRB (EN 0504) demonstration exercise in which the current UH-1H MRB
replaced the UH-1N MRB in the baseline aircraft and which in turn was replaced by four
alternate MRB designs. The listing shows the baseline deck and four subdecks that are used to
change the baseline deck when the alternate MRBs are incorporated.

Columns 76—80 of the standard data cards are used to identify function cards affected by
component changes, function number, and card sequence in the function.

All function cards with an alpha or numeric character in column 76 are subject to change when
alternate components are being considered. In the demonstration exercise, where the UH-1H
MRB was used as the baseline component, a C in column 76 means that the card applies to the
UH-1H MRB in the demonstration exercise. The codes in column 76 are interpreted as follows:

Column 76
Code Definition
A Card could be subject to change but no change required going from
baseline (UH-1H) MRB to alternate; i.e., card applicable to All
C Card applicable to baseline component in aircraft and must be
changed to consider alternate components i.e, card applicable to
Current MRB
1 Similar to C above except card applicable to Alternate I MRB (JJ
2 Similar to C above except card applicable to Alternate II MRB (2)
3 Similar to C above except card applicable to Alternate III MRB (3)
4 Similar to C above except card applicable to Alternate IV MRB (4)

Columns 77—78 contain the function number and columns 79—80 the card sequence in tho
function. The baseline deck continues through Function 54, card 41, in the listing. The
baseline deck is followed by the replacement-card subdecks "or alternate MRBs I, II, III, and
IV.

154
 2 fUNCTIOm P17.07 GROUtO EVENT PUOB OF SUCCESS
1 9999902 6902*6! 97**"Mil 99999916 90308117 03***7 £3201
'21 947622 C0202
3 FUNCTION PS.02 PROB OF NOJlAJKALIfiLRlfiW
0 7759391 775939 C3301
5 FUNCTION P8,D2 PROB. N3 AB3RT/NA OURING FLIGHT
0 9791961 979186 C0501
10 .. FUNLUQN RNl.Qi4_.. , PP0.9-J^LL-HAm DURIN5 FLIGHT
0.87191 0.990*2 0.99983 3.9999* C1001
11 FUNCTION «Nl.03 PR39 "JIT H«./JlA.J)U8.tNC_E_1£fUGHT
0.9*391 0.99472 0.99993 cnoi
12 FUNCTION RN1,D3 »ROB lyLT OKIJiKJiiUUM, LAIL1-
0.95091 0.99932 0.99993 C1201
» 13 FUNCTION RN1.D2 PRflB HULI NA/flA DURING AIRCRfW
0.99101 0.99992 A13Ö1
1* FUNCTION RNl.OU »RTB NJLT iLA/flJLiUfUAG Jf.BUJDKL .
0.12021 0.32262 0.5*983 0.7*12* 0.87015 0.9*256 C1*C1
0.97737 0.9920J 0.99759 a.W93Ji) 0.9999U. Cl*32
lb ^UNCTION RN1,021 PROB ^YSTEfl iA AIBCREW/HA AIRCREW
0.14020J PtU^JO? 9.2072.03 .. 0.25230* 0.3*2305 0.53150o Alb 0.1.
0.617107 0.71620» 0.7252C9 0.94231C 0.978*11 0.891912 A1602
0.905*13 0.9I**J* 0.936915 0.955019 0.9;9S2Q .0.968522 A1603
0.973023 1.97752* 0.999925 A160*
17 FUNCTION RN1J025 P»a3 SWIM. .1A. IN-FLIGHI./.'1A_IN-/LIGHT
3.036i:i 0.0*9102 3.C55603 3.13223* 0.177505 0.27890h C1701
0.313707 0.346904 0.392909 0.523610 0.585711 0.596812 C1702
0.611313 0.62541* 0.762115 0.766616 0.77*117 0.79*614 C1703
0.865319 0.9C5420 0.916321 0.985022... OL.996523 .. 0,99702* C170*
0.999925 C1705
18 FUNCTION PM.D11 PR3B SYSTEi 1A ABORT IN-FIICHT/ABT IN-FLT
0.0'*102 0.0*4103 0.09630* 0.181705 0.*9*6C6 0.697107 C1801
. 3.,«3.15 10 JtftSSftU 9. «79715 0.975?19 0.99992C .. .. . 0802
19 FUNCTION RN1.D25 PROB SrSTEN NA PREFLIGHT/HA PREFLIGHT
0.2*5501 3.270602 0.311503 0.37380* 0.*92205 0.575000 C1901
0.637307 0.729*04 0.7*3309 0.815910 0.8**711 0.871712 C1902
0.840013 0.89641* 0.919115 0.921016 0.930317 0.93*019 C1903
0.950719 0.967520 0.973021 3.983322 0.94*223 0.98512* C190*
0.999925 . C1905 .
20 FUNCTION RN1,021 PROB irSTEN 1* DAILY/1A DAILY
0.209801 0.32**02 0.34*9:3 3.*3*03* 0.550305 0.668906 C2:3l
0.7*0507 3.823304 0.4*3*09 3.483710 0.903811 0.932912 C200?
0.955313 0.96971* 0.970915 3.973216 0.979917 0.94*320 C2003
).994421 0.991122 0.9)9925 C200*
21 FUNCTION RNUD22 PROB 5Y5TJN_1A PERIOOIC/HA PERIODIC .
0.269601 0.286002 0.329603 0.**670* 0.5*7905 0.605106 ""cmT
0.692207 3.742109 0.700309 3.4*7510 0.872011 0.893412 C2102
0.907*13 0.92371H 0.937*15 0.9*0116 0.956*17 0.96*619 C2103
3.967320 0.996*22 0.949123 3.999925 C210*
22 ^UNCTION P3,l.25 NUIBf R OF ELEMENTS IN SYSTEMS
01 16 02 5 03 5 3* 25 05 17 06 14 ._.2?Qi.
07 25 09 21 09 4 10 19 11 10 J2 9 2202
13 5 1* 11 15 22 16 3 17 3 18 3 2203
19 6 20 3 21 I 22 3 23 1 2* 1 220*

155
 '5 1 22C5
FUNCTION FN*6 .L2*l PROS ELEMENT 1» AUCREW^PA srs. *IR: REW
T101 Ü25 0102 000 0103 050 010* 325 0105 050 0106 150 2*01
0107 l?i 3 I OS 050 0109 0 50 OHO 075 Olli ICO 0112 0C3 2*02
0113 075 Oil* 100 0115 075 0116 353 0201 OCO 0202 999 2*03
0201 000 020* 030 0205 003 3 301 250 0 302 2 50 3303 2 50 2*0*
030«. 250 3335 003 0*01 OOO 3*32 200 0*03 300 0*0* 000 2*05
0405 000 3*06 030 0*07 000 0*08 300 0*09 cco 0*10 000 2*06
OUl 100 0*12 000 0*13 OCO 0*1* 000 0*15 2C0 0*16 2C0 2*37
3*17 000 0*18 130 0*19 100 0*20 000 0*21 100 0*22 000 2*08
0*23 000 0*2* 000 0*25 000 3 501 200 0502 100 0503 000 *2*09
0 50* 000 0535 000 0506 150 0507 250 0508 OCO 0509 000 *2*1C
0510 250 0511 003 0512 003 3513 350 051* OCO 0515 000 »2*1 1
05lb 000 0517 000 0601 000 0602 000 0603 o:o 060* 003 A2*12
0 60 5 071 0606 095 0607 21* Ö6Ö8 0*8 0609 000 0613 000 2*13
0611 1*3 0612 0*8 0613 21* 061* 071 0615 oro 0616 071 2*1*
0617 000 361S 02* 0701 105 0732 300 0703 0 53 070* 105 2*15
0705 000 3706 000 0707 000 0 70 8 .15.« 0709 OCO 0710 OCO 2*16
0711 000 0712 053 0713 0 53 371* 053 0715 053 0716 105 2*17
0717 053 071* 0',3 0719 053 3720 000 0721 300 0722 000 2*18
0723 do 372*" 1>"5 0'725 003 3801" 3 00 "0802 Ö9l"" 0803 nb 2*19
OSO* 030 3405 000 0806 091 0 807 300 0808 091 0809 000 2*?0
0*10 000 0811 0*5 0812 273 0813 000 081* OCO 0B15 0*5 2*21
0116 0*5 0817 0*5 08i: 136 0819 000 0820 OCO 0821 000 2*22
0901 500 090t OCO 0903 000 090* 500 0905 JCO 0906 000 2*23
0907 000 3908 000 1001 077 1002 038 1003 000 100* 192 2*2*
1005 192 1006" 231 1007 0 38 1 00 8 377 1(309 077 1010 000 2*25
1011 000 1012 000 1013 003 101* 038 1C15 COO 1C16 036 2*26
1017 000 1018 000 1019 000 1101 375 H02 OCO 1103 125 2*27
1 10* 000 1105 030 1106 000 1107 125 HOS 300 1109 375 2*28
1110 000 1201 000 1202 333 12Ö3 000 120* oro 1205 COO 2*29
1206 000 1207 667 1208 000 1209 300 1301 000 1332 333 2*30
1303 333 130* o'oo' 1305 333" i *n i Ö00 1*02 500 1*03 000 2*3 1
1*0* 500 1*05 000 1*06 003 1*07 300 1*08 000 1*09 ooo 2*32
1*10 000 1*11 boo 1501 200 1502 000 1503 000 150* 2C0 2*33
150 5 000 1506 OCO 1507 000 1508 300 1509 200 1510 203 2*3*
1511 000 1512 200 1513 000 1 5 ""* 000 1515 OCO 1516 000 2*35
1517 000 1518 000 1519 000 1520 000 1521 000 1522 000 2*36
1601 000 1602' 030 16C3 cbo 1701 000 1702 OCO' " im 033 2*37
1901 300 1802 003 1SC3 003 1901 000 1902 000 1903 030 2*3«
190* 003 1905 750 1906 253 20Ö1 öoö 2002 OCO 2003 999 2*39
2101 000 2201 999 2202 003 2203 000 2301 9'i9 2*01 909 2**0
2501 999 2**1
25 FUNCTION F'l*6, 1.2*1 PR3B ELEMENT H* IN-FLIÜHT/NA SYS IN -ELT
0101 01* 0102 028 0103 097' 010* 069 0105 056 " 0 1 06 0"97 2501
0107 069 0108 000 0109 111 0110 0*2 Olli 026 0112 097 2502
0113 0*2 Oil* 056 0115 HI 0116 083 02 01 192 0232 2 69 2503
0203 *62 320* 038 0205 038 0 301 308 0302 315 0303 15* 250*
030* 15* 0305 000 0*01 078 3*02 026 0*03 000 0*0* 020 2505
0*05 203 0*06 0*6 0*07 000 0*08 007 0*09 039 0*10 135 2506
0*11 007 0*12 020 0*13 003 0*1* 020 0*15 0*6 3*16 039 2507
0*17 033 0*18 12* 0*19 059 3*20 020 0*21 OCO 0*22 039 2508
0*23 000 3*2* 013 0*25 0 59 nsoi 055 0502 310 0503 311 C2509

156
OSO-. 125 0505 000 0506 033 0 50 7 322 0508 oro 0509 Oll C2510
0510 244 0511 011 0512 PJl 0513 . 9iL _.ailA._fiU. 0515 011 C2511
0516 033 0517 103 0601 045 360Z 030 0603 005 0604 000 C2512
0605 054 060f- 050 06C7 084 0608 084 .0609 .055 0610 079 2513
0611 030 0617 025 0613 0 89 0614 158 0615 074 0616 074 2514
0617 000 061B 069 0701 014 0702 043 .0703 Oib 0 704 086 2515
07O5 014 070b OOO 0707 014 0708 100 0709 043 0710 029 2516
oni 000 0712 100 _Q713 057 J)7i4 071 .07ü 000. -0.716 086 2517
0717 000 0718 014 0719 000 0720 043 0721 043 0722 OCO 2518
0723 014 0724 143 0725 oco 0 801 007 0802 . 04.« 0803 027 2519
0804 007 0805 OK 0806 007 0407 007 0808 021 0809 CCO 2520
0810 021 0S11 281 0812 3 36 0813 L23 0«i4 055 0615 014 2521
08lh 014 0817 000 0818 007 0819 000 0820 000 0821 014 2522
OOOl 167 0902 583 0903 -.9.00. a?54_. _Qll. ._090i. -öflJ- 0906 000 2523
0907 000 090« 083 10C1 077 1002 023 100 3 054 1004 096 2524
100 5 069 1006 314 lor7 077 icns J26 .1009 050 1013 034 2525
1011 011 1012 004 1013 004 1014 000 1015 004 1016 011 2526
1017 034 1018 000 1019 011 lioi 032 UQ2 08.9 1103 024 2527
1 104 194 1105 234 1106 121 1107 081 1108 097 1109 121 2528
1110 008 1201 136 1152 .fe*i . UPJ-_o.ll_ IZSJL .JIM.. _ 1205 273 2529
IZOi 227 1207 091 1208 136 1209 000 1301 345 130? 069 2530
1303 379 1304 138 1303 069 1401 iU 1*02 01* 1403 103 2531
1404 172 1405 172 14 06 069 1407 207 1408 cco 1409 000 7532
1410 034 1411 069 1501 088 iSOl JM .1503 .017 1504 184 2533
1505 051 1506 004 1507 066 1508 329 1509 033 1510 044 2534
1511 055 1512 029 1513 048 .1514 037 1515 no_ _L5.J6.. 051 2535
151T 004 1518 0?6 1519 004 1520 018 1521 018 1522 Oll 2536
1601 000 1602 667 1603 333 1.701. 331 17.02 iPO 1703 067 2537
1801 613 1802 171 I8C3 146 1901 028 1902 085 1903 050 2518
loO* 035 190 5 3?6 1906 4 75 2001 JJl 2002 _.UJ 2003 778 2539
2101 999 2201 723 2202 219 2203 358 2301 999 2401 999 2540
2501 999 . 2541
26 FUNCTION FH6. 1.241 ~'fmi ELEHENT N4 ABORT IN-FLIGHT/SY *BT FLT
0101 000 0102 000 0103 000 0104 003 0105 000 OlOfc 0^0 2601
0107 000 0108 000 OIOO 00b 3110 000 Olli 0:0 01.2 0C3 2602
0113 000 3114 000 0115 000 3116 .100. _ 020!._ 000 0202 000 2603
0203 999 0204 oöb 02C5 000 0301 000 0302 999 0303 000 2604
0304 000 0305 000 0401 000 0402 003 0403 OCO 0404 000 160?
0405 000 3406 030 0407 00b 0408 300 0409 000 0410 oöb 2606
0411 000 04 1? 000 Ü413 000 0414 500 ...0415. _P'.'P 0416 oco 2607
0417 000 0418 010 0419 500 Ö420 000 0421 000 0422 OÜO 2608
0423 000 0424 000 0425 000 0501 003 0502 .28.2 0503 003 C2609
0504 437 0505 030 0506 000 3 507 003 0508 000 0509 CüO C2610
0 511-- 000 35J_L 003 0512. .oop_- .0513 9P0 0514 _ooo_ ..0115- OOO C26U
0 516 000 0517 282 0601 000 0602 077 0603 300 0 604 OuO C2612
0605 154 0606 000 0607 154 0608 154 0609 000 0610 077 2613
0611 000 0612 077 0613 077 0614 003 0615 oöb 0616 077 2614
0617 000 06 18 154 0701 000 0702 000 0703 -J.25 0704 3 75 2615
0705 000 0706 oho Ö707 000 0708 300 0709 000 0710 OCO 2616
0711 000 0712 250 0713 000 0714 000 0715 POfi_. -l?li_ 000 J.fel.7.
0 7i7 000 0718 000 0719 "oöo" 0720 125 0721 000 0722 000 2618
C723 000 0724 125 0725 000 o&oi. 000 0802 000 0803 000 2619
0804 000 0805 000 0806 oco 0 40 7 000 0808 000 0809 000 2620

157
 3810 no 3 0811 CO 0812 000 0813 003 081* 000 0815 0':0 26?1
OM*. 000 0817 000 081« 000 0819 300 0823 003 0621 0^0 2622
3901 000 0902 000 09"3 300 090* coo 0905 000 0906 030 2623
OflOT 000 090» 000 1301 167 1002 303 1003 313 100* 003 262*
100^ 000 1036 000 1007 167 100 8 333 1009 OCO 1010 o:o 2675
1011 000 1012 000 1013 000 101* 000 10J5 000 1016 ono 2o26
1017 000 1016 0 00 1019 003 1101 300 1102 OCO 1103 oro 2627
no* 000 1105 000 1106 003 1107 000 1108 OCO nc9 0-0 2628
i in ooo 1201 003 1202 000 1203 300 120* OCO 1205 999 2629
IZOi 000 1207 003 1208 003 1209 000 1301 000 1302 303 2610
1103 000 130* 000 1305 000 1*01 300 1*02 OCO 1*03 O.iO 2631
ItO* ooo 1*05 coo l*Cb :o3 1*07 OCO 1*08 OCO 1*09 OCO 2632
1*1" OOO 1*11 000 1501 300 1502 300 1903 000 150* OJO 2633
1505 000 1506 003 ISO' 000 1508 OCO 1509- 000 1510 OCO 261*
1511 000 151? 000 1513 999 151* 000 1515 000 1516 OJO 2635
H17 0-0 1518 0 00 1519 003 1520 000 1921 ooo 1522 O-JO 2636
160 1 000 1602 000 16C3 000 1701 300 1T02 000 17C1 000 2637
1801 000 1802 003 1503 003 1O01 000 1902 000 1903 000 2639
! 1404 000 1905 000 1906 999 2 001 300 2002 OCO 2003 999 2639
2101 000 2201 coo 22C? oco 2203 000 23U1 000 2*01 OGO 2b*C
2501 ono 26*1
?1 fUNCTtON FN*6 (.2*1 P^OB HE^fNT MA PREFUOHT/HA SIS PREFIIGHT
0101 0*«» 0102 023 oin 391 01C* 023 0105 C6* 3106 Co* 2701
0107 008 JlOf Oil 0109 0 76 0110 on Olli Oo* 0112 1?9 2702
oin 008 Oil* 0*2 0115 098 3116 155 Ö20I 1*8 3202 111 ?703
0JO1 *07 320* 259 02C5 0 7* 0 301 *32 0302 136 0303 7"5 270*
010* 11* 3305 OTl 0*01 003 3*02 000 0*C3 OCO 0*0* OCO 2705
0*0 5 11<» 0*06 015 0*07 060 0*08 015 0*09 015 0*10 015 2706
0*11 n* 0*1? 10* 0*13 060 0*1* 030 0*15 090 0*16 015 7707
0*17 C30 3*1(1 16* 0*19 030 3*20 015 0*21 075 0*22 015 2708
n
t,21 030 0*2* 000 0*25 0 30 0 501 2 06 05C2 C16 06C3 C95 C2709
0 50* 03* 0505 0?* 0506 119 0507 071 0508 0C8 3509 008 C2710
0510 2*5 0511 016 0512 003 3513 02* 051* 008 0515 016 C2711
OSI-J 103 3517 009 06O1 03* 0602 03* 0603 cn 060* 0i6 C2712
0bO5 C70 360t Oil 3607 0*5 3638 090 06C9 056 0610 03* <;713
3611 090 0612 101 0613 12* 061* 067 0615 on 0616 079 271*
0617 056 3618 01* 0701 0*5 3702 030 0703 119 0 70* 060 2715
0705 0*5 0706 030 07C7 000 3 70 8 090 3 709 C15 0710 0^5 2716
0711 CJ3 3712 060 3713 015 071* 0Ö0 " 0715 030 0716 015 2717
0717 0*5 0718 075 0719 0*5 0720 375 0721 090 0722 015 7718
0723 OJO 072* 093 0725 015 3831 320 0802 1*1 0603 091 2719
090* 061 3805 162 U9C6 162 0 807 0*0 0808 061 08C9 o:o 2720
081" CIO 3«11 030 3812 071 0813 010 081* 000 0815 OCJ 2721
OBI*) 030 3817 030 0818 051 0819 010 0820 010 0821 OOQ 2727
0<>01 133 39 32 131 0903 *67 0 90* 067 0905 coo 0 906 133 2723
0<J07 O^T 0908 000 1001 Oil 1002 351 1003 C90 IOC* 051 272*
i 00 5 282 1006 115 10C7 115 1008 ooo 1009 0 90 1010 0?6 2775
1011 000 1012 000 1013 038 101* 000 1015 013 1016 000 2776
1017 038 loie 013 1019 077 1101 097 1102 C32 1103 0^5 2777
110* 000 1105 097 11C6 032 1107 321 1109 129 1109 19* 7728
111C 012 1201 01* 1202 103 1203 172 120* C3* 1205 207 2729
1206 276 1207 069 1208 03* 1209 069 1301 003 1302 111 2730
1103 889 110* 003 1305 000 1*01 167 1*02 167 1*03 003 2731

158
 140N 167 1405 056 14 06 111 1407 222 1408 056 1409 000 2732
1410
150?
000
000
1411
1506
000
042'
1>0|
1507 083
042 _ _ 1.502
1508
m.
000
liOJ—m. ._1504 125
1509 042 1510 083
2733
2734
1511 053 151? 003 1513 000 1514 WS ,1515 . 167 151e 042 2735
1517 000 1518 042 1519 000 15?0 083 1521 000 15?? 04? 2736
1601 500 160? 000 1603 500 1701 600 1702 000 1703 4 CO 2737
1S01 999 180? 000 18C3 003 1901 000 1902 056 lr,03 Ono 2738
190» 003 1915_ Uit ASQJ) 778 IS&L aix. _^jaz. OOfl. 2003 8 89 2739
2101 999 2201 545 ?202 2 73 2203 18? 2301 999 2401 999 2740
2501 999 2741
28 FUN TION FN46 L241 PRD8 ELEflENT «lA DAILY/IA SYS DAILY
0101 037 0102 022 0103 082 0104 030 0105. 067 0106 0?2 2801
0107 007 3108 015 0109 067 OHO 007 0111 037 Oil? 127 2802
0113 09 7 O.Ü4_ 052 __Q.U.5 .1.04. .TlUu.._149 - 0201 _i23.. . 020? 091 28 33
0203 364 0204 182 0205 091 0301 556 033? ??? 03C3 148 2804
OICi 037 0305 037 04G1 000 3402 9an 0403 ouo 0404 000 2805
0405 091 0406 000 0407 000 0408 345 0409 045 0410 000 2806
0411 136 0412 136 0413 045 0414 .045 . Qil3. 045 0416 0 30 2807
3*17 000 0419 2?7 0419 045 342C 300 3421 045 042? 045 2808
0423 000 0424 3A25. .041 . 0501 192 0502 -Oii _. 0 5.03. 019 C2809
0 504 000 0505 018 0506 135 0507 077 0508 038 050«; 010 C2810
0510 269 0511 019 051? 000 3513 019 - 0514- oco 0515 019 C28U
T516 115 3517 019 0601 038 0602 319 0603 oco 0604 O«^ C2812
0 60 5 075 Q606 075 060.7 131 060«.. .015. - at 0.9. 0J4 0610 019 2813
0611 057 0612 C75 0613 170 0614 019 0615 000 0616 057 2814
0617 . 03JL 0618 _02t 0701 .0_63_ 3702 ._a2i_ P703 Jiil-_,OJM. 063 2815
0 70 5 031 0736 000 0707 000 0708 063 070» 000 0710 000 2816
0711 030 0712 063 0713 000 071* goo 0715 .031 0716 031 ?817
0717 063 0718 063 0719 031 0720 125 0721 094 0722 O'JO 2818
0723 000 0724 031 0725 063 0801 .0iL7 -0J02 .1.89 0803 081 2819
0SO4 000 0805 135 0806 054 0807 054 0808 0 54 0809 000 28?0
. OgJO.
0816
..a2o__ WJl
0?7 0817
. .ozr.
054
-AUi. jm.. _a«Li__lil_ 0B14 000 .QJ15.. 000
0818 0819 027 08?0 000 000
2821
2822
135 0821
O-JOl 111 0902 ??2 0903 556 0904 300 0935 000 0906 Ul 2823
0907 000 090Ä 000 Tooi 000 1002 0 56 1003 HI 1004 000 2824
1005 444 1006 000 1007 000 1008 300 J009 111 1010 000 28»5
1011 000 1012 000 1013 0 56 1014 003 1015 056 1016 000 2«?6
1017 056 10M 003 1019 Ul . 1101 303 1102 _LU__..U03. 000. 2827
1104 000 1105 111 1106 Ill 1107 22? 1108 ill 1109 333 2828
1110 300 1201 154 120? 2 31 1203 154 -.1204 077 1205 000 2829
1206 154 1207 077 12C8 000 1 209 377 1301 100 1302 600 2830
1303 300 1304 033 13C5 003 1401 167 1432 L67- 1403 003 2831
1404 167 1405 000 1406 167 1407 167 1408 167 1409 000 2932
1410 167 ..mi 000 \iOl 000 15.02 OQO 1503 0?Q , 1504. 000 28 33
1505 000 1506 000 1507 003 1508 300 1509 000 1510 000 2834
1511 000 151? 003 1513 000 1514 300 _L515._ _eM_ 1516 000 2835
1517 000 1518 999 1519 000 1520 000 1521 000 1522 000 2836
1601 999 1602 000 1603 000 1701 333 - -1702 apo 1703 667 2837
1801 000 1802 000 1803 000 1901 000 1902 000 1903 OCO 2838
1904 000 1905 000 19C6 000 -'po J. 000 200? 503 _-200L 500 28 39
2101 999 2201 999 2202 000 2203 000 2301 000 2401 000 2840
2501 999 2841
,
29 FUNCTION FN46i L24 1 PPD8 ELE^tNT H» PERIODIC/' A SYS PERIODIC
" "" ' —.
- .

159
0101 030 0102 010 0103 131 010* 020 0105 081 0106 071 ?901
0IOT 010 0108 051 0109 030 3110 010 Olli 020 JHUL . ...iSSL.
0(13 in on* 081 Oil! 162 0116 091 0201 167 3202 167 2903
0201 500 020* 167 0105 000 PiPl ?7> 0302 255 .0303 063 290*
0304 313 0305 000 0*01 000 3*02 0*7 0*03 000 0*0* 000 2905
0*05 070 0*06 000 0*07 000 .. P40A. 393 0*99 0*7 . -PUP 000 2906
0411 0*7 0*12 163 0*13 023 0*1* 000 0*15 093 0*16 000 2907
0*17 000 0*18 116 0*19 116 0*20 070 0*21 099 _a*?2 070. . 290 4_
0*23 000 0*2* 000 0*25 000 0501 1*6 0502 029 0903 0?9 C2909
o;o* 03* &505 029 0506 029 0507 1*6 0508 000 0!09 0Ö0 C2910
0510 26* 0511 059 0512 029 0513 000 051* 029 0!li 059 C29U
0516 08« 0517 029 0601 0*8 0602 0*8 0603 000 .960* 095 C2912
0605 Oli 0606 000 0607 000 0608 095 0609 0*8 0610 0*8 2913
0611 095 0612 0*8 0^.13 095 061* 000 061! 0*8 0.6.16 ..QOO, .29L* .
0617 0*8 ' 0618 0*8 0701 003 0 702 000 0703 031 070* 031 2915
0705 031 0706 000 0707 000 0708 063 0709 000 _ 2710 000 2916
0711 000 0712 063 0713 000 071* 000 071! 063 0716 063 2917
0717 063 0718 031 07 »9 250 1120 931 0721 .-U5_ _ 0722 000 2918
0723 000 072* 031 072! 031 0801 000 0802 2*2 0803 273 2919
0«0* 030 0805 091 0806 030 0 807 000 0808 030 US09 noo 2920
0S10 000 0811 030 0812 061 0813 000 081* 000 081! 030 2921
0816 030 0817 000 0818 061 0819 030 0820 000 0821 oco 2922
OPOl 000 0902 000 0903 333 090* 000 090! 000 0906 333 2923
0907 000 0908 UOO 1001 000 1002 095 1003 0*8 100* 095 292*
1005 381 1006 boo 1007 000 1008 0*8 1009 0*« 1010 000 2925
1011 000 1012 000 1013 000 101* 300 101! 000 1016 0*8 2926
1017 0*8 1018 000 1019 1*3 1101 000 1102 000 1103 000 292'
110* 000 1105 000 1106 HI 1107 000 1108 222 1109 556 2928
1110 000 1201 12! 1202 000 1203 125 120* 000 1205 125 2929
1206 375 1207 010 1208 125 1?.09 000 1301 200 1302 *00 2930
1303 *00 130* 000 1305 000 1*01 000 1*02 333 1*03 000 2931
1*0* 167 1*05 000 1*06 000 1*07 167 1*08 000 1*09 167 2932
1*10 000 1*11 000 1501 000 1502 200 1503 000 150* 200 2933
1505 000 1506 000 1507 000 1508 000 1509 coo 1510 000 293*
1511 600 1512 000 1513 000 151* 000 1515 000 1516 000 2935
1517 000 1518 000 1519 000 1520 000 1521 000 1522 000 2936
1601 000 1602 999 1603 000 1701 833 1702 000 1703 167 2937
1101 000 1802 000 1803 000 1901 300 1902 333 1903 000 2938
190* 000 190! 000 1906 667 2001 999 2002 000 2003 000 2939
2101 000 2201 *29 2202 2 86 2203 286 2301 999 2*01 003 29*0
2501 999 29*1
30 FUNCTION FN*6 1.2*1 PROB ARCRW GRO MJRWfU DURING AIRCREW
0101 000 0102 000 3103 000 010* 000 0105 000 0106 000 3001
0107 000 0108 500 0109 000 OHO 000 Olli 000 0112 003 3002
0113 000 Oil* 000 0115 333 3116 000 0201 000 0202 999 3003
0203 000 020* 000 0205 000 0301 000 0302 000 0303 000 300*
030* 000 0305 000 0*01 000 0*02 500 0*03 000 0*0* 000 3005
0*05 000 0*06 000 0*07 000 0*08 000 0*09 000 0*10 000 3006
0*11 000 0*12 000 0*13 003 0*1* 000 0*1! 900 0*16 000 3007
0*17 000 O'.is 000 0*19 000 0*20 000 0*21 000 0*22 000 3008
0*23 000 4*2* oco 0*25 000 3501 000 0902 000 0503 000 3009
0 50* 000 0505 ooc 0506 333 0507 *00 0908 000 0509 000 A3010
OMC 000 0911 000 3512 000 3513 000 091* 000 0515 000 3011

160
 0 516 000 0517 000 066i 900 0602 000 0603 000 0604 000 3012
0605 000 0606 250 06C7 222 0608 500 0609 OOO 0610 ..MO _-3ai3L-
0611 530 0612 009 0613 000 061« 667 0615 000 9616 667 301«
3617 .000 . Ml«. ..999 _ 075.1 909 _flMi QQO aim. .JlQfl.. .070.4. iOH 3019
0705 000 0706 000 0707 000 0708 000 0709 000 0710 030 3016
3711 OOP QLLL J>00. OTU 000 0T11- 000 0715 . 900 0716 000 1017
3717 000 0716 000 0719 999 0720 000 0721 000 0722 000 3018
0723 000 072« 900 0725 000 0801 000 0802 500 0803 . 000 . 1019.
0 80« 000 0805 000 0806 500 0807 000 O808 000 0809 030 3020
0810 000 . 0811 000„ 5U? 500 0813 000 0814 PCO 0815 .000 3021
3816 999 0817 999 0818 000 0819 000 0820 009 0821 000 3022
0901 OOQ 090? 030 0903 000 0904 000 0905 000 0906 003. 1023
0907 000 0908 000 tool 999 1002 000 1003 000 100« 999 302«
1005 200 1006 833 10O7 999 1008 999 1009 500 1010 oca . jaii..
1011 000 1012 000 1013 009 1014 999 1015 000 1016 000 3026
1017 030 1018 0(J0 LPi9 000 1101 999 1102 000 U03 999 _ 102 7
110« 000 1105 000 1106 009 1107 999 1108 000 1109 000 3028
UIP OOOL . kiM-jm __ L202 999 1203 300 1204 300 1209 oca . 3029
1206 000 1207 999 120« 000 1209 000 1301 000 1302 999 3030
1303 999 130« 000 1305 000 1401 000 1402 000 1«03 009 _. 3011 .
1«0« 999 1«05 000 1406 900 1407 000 1408 000 1409 909 3032
1«I0 000 Uli 000 150L . 003 .. 150? 000 I »03 OOP lifli 999. 3033
1505 090 1506 000 1507 000 1908 000 1509 000 1510 000 303«
1511 000 15(2 OOQ _LJ13 000 1514 000 1515 000 1516 MQ.. . 3035
1517 000 1518 000 1519 000 1920 000 1921 000 1522 OCO 3036
1601 000 1602 000 1603 900 1701 000 1702 000 1703 033 _.}0J7
1801 000 1802 000 1803 000 1901 000 1902 000 1903 000 3018
190« 000 1905 999 1906 999 2001 000 2002 000 2003 999 3039
2101 000 2201 500 2202 009 2203 000 2301 000 2«01 999 30«0
2501 000 JO«!
FUNCTION P22.02«! PROS NOR/HA NO ABORT IN -FLIGHT
ClOt 9999990102 5000000103 4289710104 0000000105 0000000106 ?S571« .j.m
0107 2000000108 0000000109 5090000110 6666670111 5000000112 28571« 3202
0113 000000011« 7500000115 6290009116 5000000201 «000000202 «28571 3203
0203 090909020« 9999990205 0090000 301 250000U302 7500000303 500000 320«
030« 0000000305 0900000401 6666670402 9999990403 0000000«0« 666667 3205
Ö«05 5«83870«06 8571«39407 0090000408 9999990409 50000 00«10 625000 32 36
0«11 9999990«12 99999904 13 0000900414 0000900415 9571430416 333333 32 07_
0«17 8000000418 7368420419 7900000420 6666670421 0000000422 666667 3708
0«23 0000000*2« 9999990425 6666670901 2000000502 «444440 503 999999 3209
050« 9999990505 0000000506 6666670 90 7 9999990908 0000000 509 oooooc 43210
0510 «545«50511 0000000512 9999990513 9999990914 9999990519 000000 32)1
"0 516 6666670517 1290000601 5555560602 8000000603 0000000604 oooooc 32i:
0605 3333330606 6000000607 4666670606 6666670609 7000000610 533333 321J_
0611 1666670612 9000000613 4117690 614 9629000619 8000000616 78571« 321«
0617 0000000618 6666670701 9999990702 6666670703 2000000704 J3333_3 3215
0705 0000000706 0000000707 0000000708 2897140709 3333330710 999999 3216
0711 0000000712 2000000713 2500000 714 2000000715 0000000716 J333i3 3217
0 717 000000071B 9999990719 0000000720 9999990721 66666 70 722 oooooc 3218
0723 999999072« 6666670729 0000000801 0000000802 7142860803 2 50000 _Jli9_
0 80« 9999990805 9000000806 9999990 807 0000000808 9999990809 000000 3220
0810 6666670811 4146340812 3877550813 4444440814 2500000815 oooooc 3.221
0816 5000000817 0000009818 9999999819 9000000820 0000000821 oooooc 3222

161
0<)01 5000003902 1*28570903 000000090*" 3000000905 0000000906 OOOOOC 3223
0907 0000000908 0000001001 3157891002 5000001003 500000100* 56000C 122*
1005 5555561006 52*3901007 8*2105100» 38'0971009 6153851010 ******
1011 6666671012 0000001013 003030101* 0000001015 9999991016 333333
1017 6666671018 ÖOÖOÖ01019 6666671101 2500001102 *5*5*51103 333333
1104 2916671105 3103*51106 3333331107 2000001108 333333UC9 266667
1110 OOOOOU1201 9999991202 9999991203 000000120« 0000001205 800000
1206 6000001207 5000001208 3333331209 0000001301 6000001302 OOOOOO
1303 *5*5*5i30* 7500001305 9999991*01 5000001*02 0000001*03 000000
HOI, 2000001*05 6300001*06 0000001*07 3333331*08 0000001*09 oooooo
MIO OOOOOC1*U 0000001501 2916671502 1*2 8571503 3000001 50* 300000
1505 *285711506 0000001507 5000301508 5000001509 3333331510 *16667
1511 5333331512 3790001513 750000151* 6000001515 6666671516 2f571'.
1517 999999151» *2-571i51=) 999 9991520 20C90O1521 6000001522 333333
1601 OOOOOC i6"02 6664671603 0000001701 8000001702 6666671703 OOOCOC
ISOl 5000001802 *2857i:803 8333331901 0000001902 5000001903 *2857l
l<)0<, *000001905 6086961900 5555562 001 1111112002 1111112 003 27*19*
2101 3S09522201 5*5*552202 500 3002JO_3. 2500002301 3*78262*01 0Ü0000
J501 oooooo
33 fUNCTIDN P22.0.?*l PROS NOR/«» MO ABORT AIRCREW
0101 9V99990i02 0000000103 500000010* 9999990105 C000000106 "500000" ~33bl
0107 8000000108 9999990109 5000009110 9999990111 2500000112 ooooor 330?
Olli 999999011* 5000000115 OOOOOODllV 9999990201 0000000202 oooooo 3303
0 201 000000020* 0000000205 0000000 301 0000000302 9999990303 OOOOOC 330*
OJO* 99999O0305 0300000*01 0000000*02 3000000*03 CCÖOOOÖ*0* OOOCOC 3305
0<.p5 0300000*06 0000000*07 0000000*0» 0000000*09 COOOOOOMO OOOOOC 3306
b"* 11 9999990*12 0000000*13 0000000*1* 0000000*15 - q999<>c)0*l6 oooooo 33'b7
0*17 0000000*18 0000000*19 0000900*20 0000000*21 9999990*22 OOOCOC 3308
0«2? ?:oooco*2* 0000000*25 0000309 501 753000050'2 9999990 501 OOOOOC 33CW
OJO« 0000000505 0OOOO005C6 9999990507 6666670508 0000000509 OOOOOC A331C
051" 6000003511 0000000512 00009005n 300000051* O00ÖOO6515 OOOOOO
OSls 00000O0517 0000000601 000000060i > 00000603 C000000 60* OOOOOC
06Cr- 6666670606 3333333607 71*2860608 9999990609 0000000610 oooooo
obi: 6666670612 9999990613 222222061* 9999990615 0000000616 oooooc
0617 0000003618 0000000701 5000900 702 90000C0703 999999070* 999999
0735 0000000706 0000000707 0000000708 6O66670709 9000000710 oooooo
3711 0000000712 9999990713 0000990>f* 0000000715 9999990 716 '9 99999
0717 0000000718 9999990719 0000000720 0000000721 C00OO00722 oooooo
0 723 000000072 . 9999990725 0."00000»01 0000000802 0000000803 666667
OJC 0C000C0805 0O0OOO08C6 ^■»99990 807 0000000808 5000000899 J.JOOOC
0810 0000000811 OOÖ0000812 0000900 813 000000081* C 000000815 OOOOOC
0S16 0000000817 0000000818 6666679819 0000000820 C000000821 OOOOOO
0901 9999990902 0000000903 000000090* 9999990905 0 000000906 ODOOOO
090' 0000000908 00000013P1 0000001002 9999991003 OCOOOOIOO* OOOOOC
1005 5000001006 0000001007" 0000901008 0000001009 C000001010 OÖÖÖOC
1011 0000001012 0000001013 000030101* 0000001015 COO 0001016 OOOOOO
1017 OOOOOC1018 0000001019 ooooooiloi 0000001102 C0O0OÖ1103 OOOOOC
110". 0000001105 0000001106 0000901107 0000001108 0000001109 333333
1110 OOOOC01201 0000001202 OÖ0OO01203 000000120* 0000001205 OOOOOO
1206 0000001207 0000001208 0000001209 0000001301 OOOOC01302 oooooo
1303' 030000130* 0000001305 0000901*01 0000001*02 0 000001*03 OOOOOC
1*0* 0000001*95 0000001*06 0000901*07 0000001*08 0000001*09 OOOOOC
1*10 0000001*11 0000001501 9999991502 0000001503 OÖÖ000150* OOOOOC

162
1505 OO000C1506 0000001507 0000001508 3000001509 0000001510 O00O0C 333*
lüJ 00000J15X?_ 0000001511 000000151* 0000001515 OOOOOOl5r6 OJOOOO _ _Jlll_
i'in 006000151« 0000001519 0000001520 0000001521 0000001522 000000 3336
1601 0000001602 0000001^03 0000_001701 J0QO001TO2 J)S)0mOl79} Q.OQ0QQ 1137
iSOl 0100001tÖ2 0000001(03 ÖÖ0000190I 0000001902 0000001903 00000C 3338
190« 3000001905 -SCflP9CJ.9Qfi )azaä} QüODOO 3339
2101 000CÖC2201 9999992202 0000002203 0000002301 0000002*01 000000 33*0
?50L 000000 _31Ai.-
34 FUNCTION P22>D2*1 PROS NOR/f* »REFIIOHT
0101 7692310102 6666670103 7 91 ftftjaifli ?Q00gQ0105 7058820106 _52ft*-U 3*01.
0107 9999990106 6666670109 *500000110 0000000111 6*70590112 76*706 3*02
0113 692308011* 61538501 jbtibbbT 1*01
0203 *5*5*5020* 28571*0205 9999993301 7368*20302 9999990303 666667 3*0*
0 3Q4 6300000305 0000000*02 0000000*03 0000000*0* __M000C.
0*05 5000000*06 9999990*07 7500003*08 3000000*09 0000000*10 999999 3*06
0411 857,1*10*12. 28571*0*13 7500000*1* 9999990*15 8333330*16 . 000000 liQJ
0417 9999990*18 63636*0*19 5000000*20 0000000*21 8000000*22 999999 3*38
0*23 50005.0JL«* _.Q90Q.0i)ft4i5 9999990501 73Q7690S02 9999990503 „433333 M09 -
OSO* 9999990505 6666670506 6666670507 7777780508 9999990509 999999 A3*10
0510 -fclliPiaUJ 95??9?0?ti P.P0.MgttJl3 ti6{i6&7QiI* 999999Q515- _ 1411..
0516 6153850517 9999990601 6666670602 9999990603 000000060* 800000 3*12
0605 8571*10486 0080509657 5000003608 8750000609 *00Q00061Q^ 666667 3*11
0611 5000000612 8888890613 727273061* »000000615 9999990616 71*286 3*1*
0617 8005050414 6666670701 9.9^9990702- 5QQQQOQ7Q3 625QQQ0 70* 75QO00. iili
0705 3333333706 00000007C7 OO00003708 6666670709 0000000710 666667 3*16
_om_ 0000000712 5000000713 0000000 71* OOOOOQOTt? 5000000 716 aoaaao...
-,.1*1L
0 717 9999990718 *000000719 333333072C 6000000721 5000000722 000000 3*18
0723 999999072* 8333333725 QOOOOflSJULL 5000000802 .3*19
OSO* 9999990805 7500000800 8750000807 7500000808 5000000 809 000000 3*20
otn 0300000811 6666670812 571*290813 000000 J*ü-
om 999999Ö817 999-,990818 6000000819 9999990820 9999990821 000000 3*22
090L 9999990902
-iJ9'?0W9Ci? JJl* 2 »60 90^ 0000000905 0000000906 ■SJ00Q0 - 3*23-
0907 0000000908 00000010C1 9999991002 7530001003 71*286100* 75OO0C 3*2*
1005 5909091006 8888891007 5955561008 0000001009 9999991010_ 999999 1*25-
1011 0000001012 OOO0OO1Ö13 666 667101* 3000001015 9999991016 000000 3*26
1017 9999?91018 0000001019 666667110!
no* öoöboouos 9^99991106 9999991107
3333331102
6000001108
999999
7500001109 5000ÖC 3*28
.an
1110 3000001201 9999991202 6666671203 999999120* 9999991205 «illil. 3*29.
1206 6250001207 5000001208 9999991209 9999991301 0000001302 999999 3*30
1303 75000C131* 00000013C5 0000001*01 9999991*32 JlUliXML msM. -3*li_
1*0* 6666671*05 9999991*06 9999991*07 7500301*08 999999i*09 000000 3*32
1*10 3000001*^1 0000001501 9999991502 5000001503 500000150* 666667 3*J3
1505 0000001506 0000001507 5000001508 3030001509 9999991 210 999999 3*3*
LLM 5000001512 0000001513 000000151* 3000001515 7500001516 999999.. _14JU_
1517 0000001518 9999991519 0000001520 5000001521 0000001922 00000C 3*36
1601 9999991602 0000001603 0000001701 6666671702 0000001703 .110000 1*37
itoi 5000001802 0000001803 0000001901 0000001902 9999991903 oodooo 3*38
190* 3000001905 9999991 906 71*286?001 5030002002 3000002003 A3I1WL. .1*19
2101 5300002201 8333332202 333 33 32203 0000002301 0000002*01 000000 3**0
2501 000000
35" FUNCTION P22.02*! PR08 NOR/fIA DAILY
0101 80000C31O2 66666 70103 818182010* 7500000105 666al,70106 *»*5*5 J501
0107 000000010« 99"99990'l09 7777780110 9999990111 6000000112 882353 3502

183
0113 '«*615'.:U- 71*25601 15 571*290116 75C0000231 6666670202 909999 35C3
T201 500000020* 5030000205 0000003301 7333330302 9999990303 999999 350*
030- <»9<»iJ<)')0305 9999V90*01 0000000*02 0000000*03 0000000*0* OOOOOC 3505
0*05 5000000*06 0030000*07 000 3003*08 9999990*09 0000000*10 oooooc 3506
0*11 <»9<><I9<;D*12 3333333*13 9999993*1* 9999990*15 9999990*16 O-'OCCC 3507
:ui7 0000000*1« 8000003*10 9999993*20 0000000*21 0000000*22 999999 3508
0*2^ 0000000*2* 0000000*25 qQq9990501 SOOO000502 9999990503 999999 3509
0 50* OO000C:505 9999990506 3571*30507 9999900508 9999990509 ooooc «3510
?51C •'l*2S6J5ll 99999905'2 0030303 513' 'oo5odooTi*~ CJOOO 00515 999999 3511
05l»j 6666670517 00000006C1 9990900602 9999990603 000000C60* 666667 3512
0b05 5000000606 2500000607 5000000608 7 500000609 5000000610 OOOOOC 3513
0611 q9P9<)<)0612 75000006 13 88881! 9061* OOOOO00615 00030C0616 313333 351*
IblT 500000061« 99999907C1 999 9990702 0000000703 7C0000070* 999999 3515
D70 5 qqqq<)90706 00000007*7 0003000708 5000000709 0000000710 OOOOOC 3516
0711 0100010712 999999','713 000000071* 0000003715 999999C7 16 o^ooor 3517
0717 <><J<>9<)i)07ie 5000000719 0000000720 2500000721 3333333722 ceooov 3518
07?3 OO000C372* 99999907;; 99999O0801 0000000802 71*2660803 333333 3519
oeo* 0000000905 6000000806 99999 90 807 9999990806 9999990809 03OOOP 3520
0S1" OO0O000S11 99999908 12 5000000813 999999061* OC00000815 ÖCOOOC 3521
a»i») c»<>9Q<jq0817 5000OO081S *000303819 9999990820 3.000000 8 ?1 O'-OCOC 3522
0 9O1 99 999909Ö2 9999990903 3b03003'90* 0000000905 •.;i.booo'o9 36 OCOOOC 3523
1907 0000000908 0000001001 0000001002 0000001003 999999103* OOOOOC 352*
1000 62500C1006 0000001007 0000001008 0000001009 5000001310 OCOOOt 1525
1011 0000001012 0000001313 999 999101* 0000001015 0999991C16 oooco: 3526
1017 0000001019 000000131° 5000001101 0000001102 0000001103 OCOCOC 3527
UC OOOO00UO5 0000001106 0000301107 5 000001106 9999991 109 030000 3528
1110 O'jooooiilor 5000001202 6666671203 999999120* 9999991205 30300C 3529
120h 5000001207 9999991208 0OOOOC1209 9999991301 C000001302 606667 35 3C
1301 333333130* 00000013C5 0000001*01 3OÖ030U02 0999991*03 OOOOOC 3531
1*04 0000001*05 0000001*06 0030001*07 3000001*08 0000001*09 OOOOOC 3532
UIO 0000001*11 0000001501 OOO03C1502 3000001503 00Ö00015C* OOOOOC 3533
l?05 0000001506 0000001507 000 000150 8 3C000015C9 3000001510 003000 353*
151! 0000001512 0000001513 OCO000151* 3000001515 00000015 16 OOOOOC 3535
1517 000000151? 9999991519 0030001520 0030001521 0000001522 OOOOOC 3536
1601 9999991602 00000016C3 0000001701 9999991702 3000001/03 999999 3537
ISO! o:ooocuo2 OC00001803 3000301901 3000001902 3000001903 OOOOOC 3538
190* 0000001905 0000001906 0000002001 O0OOÖ02002 0000002003 999999 3539
MOI 999999?20l 0300002 2 02 0000002201_ QOOOO32301 0000002*01 OOOOOC 35*0
?501 oooboo 35*1
37 ^UNCTION ^N*6»L2*1 PERCENT RE1' AND RPl, PERCENT GS RPR/RC'O
0101 1000000102 0000000103 153000010* 3000000105 1500000106 953000 3701
0 107 05000110108 0000000109 2500000110 OOOOOCOUl 0500000 112 15000C 3702
0113 15O00C011* 5009990115 1500000116 15030CÖ2Ö1 9503000202 95000C 3703
0203 050000020* 0500000205 0500003301 6000000302 9990000303 OOOOOC 370*
030* OOOÖOC0305 ocobooo*öi 9009993*02 9000000*03 10099 <;0*0* 95099« 3705
0*05 9508960*36 9309990*07 9999993*08 5001*00*09 0500000*10 9509*7 3706
0*11 9509990*12 0500000*13 0000303*1* 9537250*15 0000000*16 OOOOOC 3707
0*17 1300000*18 0800000*19 7000003*20 9999990*21 9999990*22 OOOOOC 3708
0*23 0000000*2* 0^00000*25 0000003501 9500000502 15Ö0000 503 95000C 3709
0 50* 5310070505 9509990506 9500000507 9507050508 9509990509 950999 C3710
0510 0500000511 9 509990512 95003 53513 950999051* 0500300515 "050000' ' 3711
0 516 OOO0000517 00000006O1 9509600602 7009990603 700999060* 1C0OO0 3712
0605 7509070606 7509993607 7 50 97 30 60 8 1500000609 16000006 10 2 5016C 3713

164
0611 00OCIOC3612 00000 30613 023030361* 30Ö3ÖC3615 800*630616 O'JOOOC 171*
0617 25099906JL5 AOO'-32.0701 _9 99.9.9 90 701 - aaaaa.Q07Q3 IIQJJOQO/O* ooococ 3715
0705 9509990706 9990000707 9990003 70 8 2009990709 C000000710 </5000C' 3716
0711 9509990712 2009' 90713 00003 3071* OOQ000O715 2009990716 *C3125 3717
:7i7 950000071« 9500303719 9009993720 9009030721 90093 50722 60300C 3718
0723 000000072* 1000000725 800999Q801 9009990802 9000000803 900000 3719
0«0* 9100000805 9000000806 9000000 80 7 9000300808 9000000 809 ooocoo 3720
3«in lt)i)50-£3«U 10100.30 412 1000003411. 4.00999041^ -.4C0iiJ80»15 999C0C 3721
0«16 9990000»17 99900008 18 C000003819 9009990820 9990000821 503999 372?
0 901 1*00000902 0500000903 050000090* *000')Oa9J}5 9000000906 050000 3723
0907 050000090« 0500001001 9506111002 9039**1003 900900100* 950916 372*
1005 5009801006 9000001007 9990301008 9990001009 0530001010 OOOCOC 3725
1011 0100001012 0000001013 000000101* 0000001015 0000001016 ooocor 3726
ICf» 150050101« O000001_0_19 noioipuoi 0700m »OL. .oaoflfloiLOj 800063 1727
1101 J0000OI 10 5 100600il06 9000001107 9000001108 0500001109 2 5000C 372«
i in 000000^201 *0017512C2 CC30301203. 305005120* 5C3QC01205 5C024C 3729
1206 0000001207 «0000120« 5001*01209 80000013C1 9508791302 OOOCOC 3730
1303 950781130* 0000001305 000300|*OI .300300.1402 3300001*03 90000C 3731
K.O'i 1000001*05 9000001*06 9000001*07 9000001*08 9000001*09 9C000C 1732
1*IC 0000001*11 0. :00015CI. -?0017*L5P_2. "'OOUfrlSOJ 5PJ11.2415C* 903276 3733
1505 9002861506 ^„0001507 900*7 5150" 90035*1509 9002761510 900747 373*
1511 9003181512 '-»03801513 900329151 905*751515. .0J520«1516 900296 3735
1517 9003071516 900*571519 9009991 520 9009991521 8300001522 9C035* 1736
1601 9009991 oi' 9300*71603 90332617CL . 105.5391702 3000911703 4'JÜ999 1737
1501 60079118^ *Lr'>0*18C3 *0019*1901 4009991902 *009991903 4005 i9 3738
190*. *')09991905 *')08181906 *007782001 1500M2002 1 5099512.003 150999 3739
2 101 6007652201 600 9672202 600 9992203 60015*2301 ^006002*01 OCOCOC 37*C
2501 25000C 17*1
*0 PUNCTION FN*6»L2*1 SKILL CODE- WORK "CENTER"
0101 0601030102 0003010103 060103010* 000103010.5 .OJ.0.10 3.0106 0o0103 *001
0107 060103310« 0001030109 0 601330110 0001030111 0601030112 060103 *C02
0113 ,060103011* 0601030115 0601030116 0601030201 -JulftifiUiiQi Ot0103 4003
0203 060301020* 0603010205 060 3010301 0601030302 0601030303 000103 4004
030* 0001030335 0000030*01 060 3013*02 0600010*03 0603010*0* 060301 4005
0*05 _
0103010*06 0603020*07 0t'303 33*0 8 3()Ö001C*09 0403010*10 0*0103 40 06
0*11 1603010*12 0603010*13 0000013*1* 0*01030*15 .000.3010 416 OC0301 4007
0*17 0303010*1« 0301030*19 0303013*20 0301030*21 0603310422 000103 4008
0*23 0003010*2* 00000 30*25 0001030 501 0101030502 0603010503 063001 4309
050* 0603013505 0103010506 0303310507 0603010508 C6030105C9 060301 «4010
0510 0303010511 0103010512 0100013513 010301051* J103010515 010103 4011
0516 0101030517 0003010601 01030I06Ö2 3103010603 010301060* 060301 *012
0605 0103010606 0103010607 3103010608 0103010609 .0100010610 010301 *013
0611 0003010612 0003610613 010331061* 0*01030615 0*01030616 060301 *01*
0617 0*0103061« 0103010701 0103010702 0001030703 060 301070* _Q0030l 4015
07Ö5 0603011706 0003010707 0600030708 0103010709 0001030710 0*3301 *016
0711 0000010712 0103010713 000103071* 0001030715 010 3010 716 010301 *017
0717 060301071« 0633013719 0103010720 0103010721 0103010722 060001 *018
0723 000001072* 0103010725 0103010801 . O6P301OA52 JJ4010 3Q803 060103 *019
080* O60301O8O5 060-030806 0600030807" 360003080« 0601030809 000003 *020
0*10 0*03013811 0*03010812 0603013813 0*0301081* 0*01030815 OlOJOl .40.21.
0«16 3103010817 0100010818 0003013819 3100010820 010001082' 010301 4022
0901 0*03010902 0*01030903 060001090* 0*01030905 0*000 30906 060301 4023
0907 0*0301090« 0600031001 0*02031002 0*01031003 0*0103100* 0*0103 4024

165
i jas 0*31031006 0*010310C7 0*01031008 5*0003 1009 U*31ü310lC 000103 *025
101 1 0000031012 0000031013 000033101* 3000031015. 0000031016 000201 *026
1017 0*0103101(1 0000011019 00010 31101 3*00031102 0''*Öib311O3 0*0103 *027
110«. 0^01031105 :*OIO311CD 0*31031107 0*01031109 0*01331109 C*01C3 *028
1 no 0303011201 03O0O312C2 0001031203 003301120* 0000031205 030103 *029
1?0<) 0^01031207 0301031208 "301031209 0303011301 0603011302 000301 *03C
1303 0*0301130* OOOOC313C5 000 3011*01 3601031*02 0601031*03 C*0C03 *031
l^O* 0651031*05 0633eii*:t> 3633311*07 0*31031*09 0603011*09 C*000 3 *032
IMr 0000031*11 03OOO315C1 0*013 31502 0*01031503 0*0i03150* 0*0103 *C33
1 505 3*02031506 0000031507 0*31031508 0*30031509 0502031510 0*01C3 *03-
1511 0*0103151? 0601031513 0*0103151* 0*01031515 0*01031516 0*0003 *035
1517 ■:*0CC31518 0*01031519 0*0 0331520 3*00031521 C601031522 0*0203 *036
160 1 0*00031602 0*00031603 0*03011701 3501021702 0500021703 050302 *r37
1801 15O3O2180? 0500021903 0501321901 3500021902 0503021903 050007 *038
190* C500021905 0533021906 0531022 001 ■06030>2b'62 3501022003 0 50102 *C39
?101 :503C2220l 05010222^2 0501322203 0503022301 3501022*01 000103 *0*0
2 501 060103 *0*1
4? ^UNCTION FN*6,L2*1 IPR DFC-EOIT «PR.iPR P£P 20WC.MPR «ER 10WC
0101 11011C0102 0300000103 130 509010* 1I050O0105 13031C0106 1*0311 *201
0107 1^01100108 3OO5O501C« 2002093110 0000000111 13020 80112 1 13208 *7n2
0113 130607011-. 1*06193115 120*009 116 1301120201 160*060202 100*0t *203
0203 110505320- U050532C5 103 5050 301 1733200302 2906230303 OOOOOC *21*
C30«. C":00003305 0000000*01 1*0*273*02 1000100*03 2010100*0* 293919 *205
0*05 17l0170*0b 3503030*07 1500130*09 9900200*09 100*170*10 1C0120 *216
04 11 1201093*12 130*070*13 0000300*1* 1009190*15 000*060*16 oooooc *207
0*17 000*063*1« 0307090*19 1027270*20 1308110*21 1607090*22 oooooo *208
0*23 0009093*7* 0300200*25 000 3300 501 1007080502 1303070503 12001C *239
050* 1009113505 171010U506 10031*0507 163*210508 1001070509 1C0505 **210
1510 1019210511 3003070512 1000100513 170208051* 100*060515 110308 ♦ 211
0516 3*00000517 0000000601 2*12220602 1110100603 1010100 60* 1C0307 *212
0605 1511193636 18125106:7 1*05353608 2*31170609 00003*0610 183117 *213
0611 0301090612 0001090613 000*16061* 100*200615 1001100616 10070« *21*
0617 1*02080618 1133210701 1635183702 0000100703 10052*070- OOOOOC *215
0705 120*080706 0010100707 000030070» 1*0*100709 3008120710 101725 *216
0711 0000000712 22181*0713 000300071* ÖOÖ0000715 2007130716 100*13 *217
0717 130*060718 1102080719 1601110720 1202180721 9905150722 100010 *218
0723 000000072* 170*063725 100 2083801 1ÖÖ5Ö50402 120*080803 170515 *219
0«U* 2208210805 1102170806 1800123807 1700100804 1503120809 OC300C *220
09 IC 1302110811 1002120812 1603083813 120111081* 1003180815 2O08K *2?1
0816 2009120817 1800213918 0030000819 1*001*0820 1800180821 100307 *222
0901 1003070902 3803120903 110311090* 1003i"l0905 1000100906 331121 *223
3 90 7 1005050908 1000101001 1031211002 1532131CC3 100115100* icon? *22*
1005 1S05151006 13312210V 1*31171009 1000361009 1002161010 OOOOOC *225
1011 0000301012 0COOOO1O13 003030101* 0000001015 0000001016 001010 *276
1017 1302151018 0000001019 oooboöiioi" 1100151102 1C061311O3 1*0113 *227
HO* 1902171105 1?032011G6 10011U107 10331*1138 1203071 1C9 100*18 *228
1 IK, 0000001201 1200281202 0000031203 000000120* 0000001205 100121 *229
1206 0000001207 100*15.208 1006131209 1*00311301 1905091302 000000 *?30
1 303 100909133* 0300001305 0000001*01 1031091*02 0003371*03 170020 *231
1*C* 1*05151*35 2603071*,;6 130 5081*07 1036091*08 l?10iel*09 130010 *232
1*10 3000001*11 oöoobofsoi 1202111502 1003111503 'iö6iiM50* 110211 *233
1505 1001151506 0010001507 1001171508 1000101509 1003131510 100113 *23*
1511 1001101512 1902081513 100*16151* 1002201515 1003151516 10001* *235

166
 1517 100013151» 13011*1519 1800181520 1300131521 220*181522 100307 *236
IbOl 170017160? 1000121603 100 50 81701 120515JI92 .1^9151703 10381C *237
I «01 1001151S0? 1000161803 1002221901 1000101902 1C02111903 lo0015 ♦ 238
I'JO* 17301*1905 1301151906 1031122001 1901112002 1001092003 1C0215 *239
?I01 1?0*13?201 15011522C2 1502182203 100*1*2301 180*1*2*01 OOOOOO *2*0
?501 100307 *2*1
43 FUNCTION FN*6.L2*1 OFF-EOUIP «PR fE«T, ORG AN REM AND RPL "EMT
0101 0:5005010? 0000000JC3 009039210* . o i soimo-i -04/90090106 0'.9003 *301
0107 01*022010^ OC0020Ö109 1603130110 0000000111 009008011: 008008 *30?
0113 OO'JOO'fDll* 0360020115 0100130116 0190190201 0090200202 CC301* *303
Cl?03 007005020* 0110*00235 0090350301 007038D3C2 0*20230303 OCOCOC *30*
0304 O3O00C0305 0300000*01 0061*03*02 00^0200*03 OC50C50*C* 017017 *305
O-iCi 0080590*06 0120550*07 0130083*08 0053070*09 0100750*10 011026 *306
Odll 0500100*1? 0110100*13 OO0O003*J* 0!)13f70*l5 ..QMaiPOAlb OOOCüt *307
0*1' 0300300*18 00003*0*19 30*1013*20 0060250*21 0160160*22 OCOCOC *308
0«23 O300()03*2* 0000500*25 0000000 501 3970UOJ02 0100100503 on7oic *309
050* 0160370505 0080330506 0100200507 0030380508 00*0130509 00*012 C*310
?510 0030**3511 02002605 12 01301 ?3513 OllOUQiJ* OC701O0515 0:5005 *311
?51'> O130DC3517 OCOOOOOoOl 0501900602 0090800603 0070800 60* oioosr *312
0605 0192550606 O1338OO607 01*2133655.. 3160690609 0000650610 011023 .*313
3611 OO0010361?" 0000100613 000027061* OO5O190615 0050210616 035020 *31*
0617 OO60123616 0219670701 0230270702 0000003703 001i250 70* OCOCOC *315
:705 0070600706 0^00530707 00015*3708 3110110709 0000050710 03005? *316
r ■» i i 0000003712 0130130713 000000071* owoomis _Q500250716 00207* *317
H : ' '.-'7010371« 0070130719 0190183720 0073180721 0180150722 005005 *318
/. ■ ■'-'3CCC372«. 012C1307?5 3220220801 0130100802 JUM1MA93 .033028 *319
0»0* 0690?:OB05 013Ö0 90 8C6 02*0*53807 03*02*0808 0190190809 ooooot *320 {
OS 10 00 8009-•■ 11 00601 1081? 0090210813 0070070B1* 0100100815 018050 *321
0S16 0020333817 0250230818 0C0O0O0819 00*00*0820 0170170 8 21 0C5C0C *322
OQOl 0^*005390? 01300909C3 006006390* 3050130905 0050C50906 0?9C2'i *323
""JO^ OC*00*090e 0800B010C1 0093371002 32*0101003 0*501*100* 01301* *32*
1005 3620101006 _01201*1007 O190l')!.00 8_ 0110101009 00501*1010 OOOOOO *325
1011 000020TÖT? 0000031013 ooboöciöl* 0000001015 OCOOOOlOlb '000005 *3?6
1017 0230131018 0000001019 -000301101 3*53^1102 01501*1103 033009 *327
1 10* OO80061105 01J02011C6 ÜÜ80I31107 01301*1108 0080051109 00601t *3?8
i in 030GOC1201 0060161202 0000001203 000000120* 0000001205 0010*0 *3?9
1206 0000001207 0150171208 0050171209 0120121301 0100551302 ooococ *33a
j 1303 01303*130* O03OO013C5 3000001*01 0033351*02 CC0030l*03 C:5C2C *3M
1*0* OO6O10H08 023005l*C>. 0070071*07 0050101*08 0050*01*09 ÖI001C *332
1*10 0000001*11 0030001501 0070131502 00*0091503 008008150* 007009 *333
1505 3070091506 0030001507 0110371508 3090131509 0060081510 023015 *33*
1511 0360091512 0100191513 008011151* 0060151515 0060121516 Of 5017 *335
1517 03^0111518 00*0111519 0130131520 315C151521 0670671522 0C5C1C *336
1601 0080081607 0080111603 0060101701 0*50611702 0*009il70 3 0 330 6 5 *3 37
1801 'C)3"50lii802 00501518C3 0060191901 3070071902 0650161903 1*5023 *338
190* 3080131905 03600919C6 C280112001 32*01*2002 0050052003 023010 *339
r
.MOl 016 ,*2201 C2901122C? 01901*2203 "0050092301 3300162*01 ODOOOO *3*0
?501 013015 ♦ 3*1
*6 FUNCTION P?2.02*l ELEMENTS TABLE CODE
M01 1 3102 2 0103 3 010* * 0105 5 0 I 06 6 *60_1
0 107 7 0108 « 0109 9 OHO 10 Olli 11 0112 1? *602
0113 13 Oil* I* 0115 15 0116 16 0201 17 0202 1 s ♦ 603
3?03 19 020* 20 0205 21 0 331 22 3302 23 0303 2* ♦ 63«

167
030* 25 0305 26 0*01 27 1*02 28 0*03 29 0*0* 30 *605
0*05 31 0*06 32 0*07 33 0*08 3* 0*09 35 0*10 36 *6U6
0*11 17 5*12 38 3*13" 39 3*1* *0 0*15 -1 0*16 *2 *h37
OUT *3 0*18 ** 0*19 *5 0*2 0 *6 0*21 *7 0*22 *■( *608
0*23 *9 0*2* 50 0*25 51 3 501 52 0 502 53 0503 5* *639
050* 55 0505 56 0506 57 0 50 7 58 0508 59 0509 60 *610
0510 hl 0511 6? 0512 63 3513 6* 051* 65 0515 66 *6ll
0516 67 0517 6J 0601 69 3602 70 0603 71 060* 72 *612
0605 73 0606 7* 3607 75 0608 7o 0609 77 0610 7« *6 13
0611 79 0612 il 0613 81 061* 82 0615 83 0616 «* *61*
Oöl-» 35 0618 lb 0701 87 0702 88 0703 89 0 70* 90 *615
0705 91 0706 92 0707 93 0708 9* 0709 <)5 0710 96 *616
0711 97 0712 99 0713 99 071* 100 0715 101 0716 102 *M7
0717 103 0718 10* 0719 105 3720 106 0721 107 0722 108 *618
■172 3 109" '072* MO 0725 in 0 801 112 0802 113 0803 11* *619
080* 115 0805 116 0806 117 3407 118 0808 119 0809 120 *620
0810 121 0811 122 0812 123 3 813 12* 081* 125 0815 126 *621
0816 127 0817 128 081« 129 3819 130 0820 131 0821 132 *622
0901 133 0902 13* 0903 135 090* 136 0905 137 0906 138 *623
0907 139 0908 1*0 1001 1*1 1002 1*2 1003 1-3 100* li* *62*
1005 1*5 1006 l"*6 1007 1*7 1008 1*8 1009 1*9 1010 150 *625
1011 151 101? 152 1013 153 101* 15* 1015 155 1016 156 *626
1017 157 101« 15« 1019 159 1101 163 1102 Ibi 1103 162 *627
HO* 163 1105 16* 1106 165 1107 166 1108 167 1109 168 *t2«
1110 169 1201 170 1202 171 1203 172 120* 173 1205 17* *629
12C6 175 1207 176 1209 177 1209 178 1301 179 13C2 183 *6 30
1303 Ml 130* 1B2 1305 183~ 1*0 1 18* 1*02 185 1*03 166' *b31
1*0* 187 1*05 169 1*06 189 1*07 190 1*08 191 1*09 192 *632
1*10 193 1*11 19* 1501 195 1502 196 1503 197 150* 19« *633
150 5 199 1506 200 1507 201 1508 202 1509 203 1510 2C* *b3*
1511 205 1512 206 1513 207 151* 20S 1515 209 1516 210 *635
1517 211 1518 212 1519 213 1520 21* 1521 215 1522 216 *636
1601 217' 1602 218 1603 219 1701 220 1702 221 1703 222 *637
1801 223 1802 22* 1803 225 1901 226 1902 227 1903 228 *638
190* 229 1905 230 1906 231 2 001 232 2002 233 2003 23* *639
2101 235 2201 236 2202 237 2203 238 2301 239 2*01 2*0 *6*0
2501 2*1 *t*l
*7 FUNCTION FN*6 1.2*1 PERCENT NRT r (l-«l. PERCENT NRTS (l -91
0 lO'l 0000000102 0000000103 000000010* 0000000105 0000000106 ""ÖOOOOO *70l
0107 0000000108 0000000109 OOOOOOOUO 3000000111 0000000112 OOOOOC *702
0113 OOOÖOOOM* 0000000115 0000300116 3000000201 Ö(3Cl"3ÖCÖ202 999999 ♦ 703
0203 000000020* 0000000205 0000000 301 0000000302 9999990 303 OOOOOC *70*
030* O0O00C03Ö5 0000000*01 0000000*02 66>6"67Ö*03 0000000*0* 000000 *705
0*05 5005000*06 0000000*07 0000000*08 9999990*09 0000000*10 0001*3 *706
0*11 0000000*12 0000000*13 0000000*1* 5005000*15 0000000*16 OOOOOC *7b7
0*17 9999990*18 9999990*19 9999990*20 0000000*21 9999990*22 000000 *708
0*23 0000000*2* 0000000*25 0000000 501 5005000502 0000000 903 000000 *709
050* 1698310505 9999990506 7507J00507 8008000508 0000000 509 oooooc C*710
0510 9999990511 0000000512 0000003513 000000051* 9999990515 oooooc *711
0516 25025C0517 0000000601 2502503602 0000000603 OC0000060* oooooc *7I2
0605 9999990606 0000000607 9999990608 9999990609 9999990610 999999 *713
0611 0000000612 0000000613 9999990 61* 9009000615 900 99906 16 ocoooc *7l*
3617 0000000618 99999907C1 'OÖOO00Ö702 " 0000000703 999999070* oooooc *715

168
0705 0000000706 0000000707 9999990 708 9999990709
0000000710 999999 4716
07U 0000000712 0000000713 000000071 5071 fe 999933. 47 I 7.
T717 0000000718 0000000719 0000300720 9999990721 4004000722 000000 471«
0723 000QOO9724 0000000725 OO00MO4O.I 0000000802 JlflM.QQ0J03 000000 4719
08Ö4 0000000805 0000000806 0000000 8070000000808 00000008.? oooooc 4720
0810 ooooooaiii 9999995J 12 0000003 8130000000814 3353.990815 999999 4721
0 816 8838850817 00000008 18 0000000819 J00O0OO820 00000 00821 OOOOOC 4722
00099q0<?02 0000000904 9999990905 00OQQOQ9nh AOflflflfi. 4723.
0907 0000003908 0000001301 9999991002 2502501003 7507501004 400400 4724
1005 03_2032_1006 4504501007 9389991008_5715711009 0000001010 ooococ 4725
1011 OOOOOOlOlY 0000001013 0000301014 0000001015 0000001016 moooc 4726
1017 5005001Q1S 0000001019 OOOOOOl 1SLL
1671671102 0000001103 667667 4727
1 10* ooooocuos' 0OOOÖ01106 9999991107 5385381108 0000001109 999999 472«
0000001201 9999991202 0000001203 0000001204 0000001205 .399994. 472.9
1206 0000001207 0000001208 0009991209 0000001301 9999991302 000000 4730
1303 9999991301 0000001305 000O0OL*Oi_ 0000301402 9999991403 OQQOOO 4731
1404 0000001405 0000001406 0000001407 9999991408 OCOOOOl409 ocoooo 4732
1410 00000014U 5004051iQl 9999991502 9999991SQ3 9933991504 941941 4733
1505 8008001506 0000001507 7507501508 9999991509 7507501510 999999 4734
1511 999999151? 9999991513 9<?99991M4 9999991515 9999991516 J23139_ . 4735
1517 99999915U 9999991519 0000001520 0000001521 9999991522 999999 4736
1601 0000001602 1999991603 9999991701 0OOCQO1702 9999991703 Oi/OQQC 4737
1801 1671671802 99999918C3 9999991901 0000001902 0000001903 000000 4738
1904 000OOO1905 1231191506 JJftlTiiiÖai 9999992002 3000002003 03000C 4739
2101 1671672201 0180182202 0000002203 9999992301 2502502401 OOOOOC 4740
2501 000333 _ .4741
52 FUNCTION FN46>L241 PCT ITG OS- 0 RPR/REn-RP L, PCT OS RP R/BC'O
0101 9990000102 OOOOOOOlLOL 9990000104 0O0OC001O5 9990000106 99900C 5201
0107 9990000108 0000000109 9990003110 OOOOCOOUl 999000'0112 99900C 5202
0113 9990000U4 9780000115 9990000116 _99aflCOO201 9990000202 8740QC 5203
0 203 9990000204 9990000205 9990000 301 9990000302 8200000303 000000 5204
0304 0000000305 0000000401 9509993402 9990000403 QQOQOC . 5ifli
0405 294416040b 2518320407 8330903408 0000000409 9990000410 OOOOOC 5206
0411 0000000412 99900004 13 0000000414 0430000415 00000004 16 000000 5207
0417 0000000418 0000000419 5000300 420 0006000421 00000004 22 0Ö0000 5208
0423 0000000424 0000000425 0000000 501 9160000502 9990000503 999000 5209
0 504 1280410505 8003200506 5890000907 0000000508 2001350 509 800320 C5210
0510 0000000511 7894990512 9990003 513 9009990914 ?990OOpM? 999000 ._5.m_
0916 0000000517 0000000601 0002190602 3768010603 8258360604 999000 5212
0605 0000000606 0000000607 0000000>:08 0670000609 9OQ90O061O. QSOMC 521J
0611 0000000612 0000000613 00009J0614 0000000615 0000000616 OOOOOC 5214
06_17 66550606 I 8 4562140701 86069:0702 0000000703 3000000704 ,000005 52 U
0705 9005000706 9990000707 0000900 708 5736630709 0000000710 368Ö00 5216
0711 0000000712 0009560713 0000000714 9W?90(?71? 0000000 716 .5051500 -SiJLL
0717 9990000718 9990000719 0003320720 0003100721 0003170722 999000 5218
J)723 0000000724 9990000725 4431910801 9736630602 9990000803 999000 5219
OS04 9990000895 9990000806 9990000807 9990000808 9990000809 000000 5220
0810 9990000811 9990000812 9990000813 3339010814 1010000815 67000C 9.221
0816 8200000817 9990000818 0000003819 7703360S20 9990000821 947000 5222
0901 0000000902 9990000903 9990000904 0000000909 9990000906 999000 9223.
0907 9990000908 9990001001 0000001002 0000001003 0000001004 000000 5224
1005 0000001006 9H0001007 3300001008 9200001009 9990001C10 OOOOOC 9229
1011 0000001012 0000001013 0000001014 0000001015 000^001016 OOOOOC 9226

169
1017 000C0CIO1Ä 0000001019 0000001101 0000001102 0000001103 375360 5227
1104 «"■»OCOUOS 9990001136 8330301107 722000110« 9990001109 280000 5228
111- c"ooüri?oi ÖOOO"Ö'012C2 000 3001203 000000120* O00OO0I205 OOOOOC 5229
120* 0300001207 9990001208 000 0001209 999000133} 3003041302 000000 5230
1 303 0002SO13O* 0000001305 0000031*01 0000101402 1CÖ0'001403 999C0C 5231
U04 9190001*05 9990001*06 99903C1*C7 7**0001408 9990001409 999C0C 5232
1410 0000001*11 0000001501 0001951502 3003681503 0303251504 000509 5233
1505 0005181506 0000001507 0006*01508 000570>5O9 000 5091510 .000737 5234
1511 0005**1512 'OÖ058'81513 3005531 51* 00064C1515 0004391516 000526 5235
1517 0005351518 0106321519 ■,03789l 520 0007891521 9990001522 000570 5236
loOl 00078<J1602 0001*91603 3000881701 5000001702 O83ÖOO1703 5C000O 5237
1901 *420001402 2870001803 1630001901 5000001902 5000001903 5G100C 5239
[«JO* 50OOOOl<)O5 *50000190b «3700O20ÖJ 3e70002C^2 5000002003 50300C 5239
?ni *330C02201 *920002.2p2. 5000302203 1330002301 3750002401 OOOOOC 5240
2501 630000 5241
53 FUNCTION FN*6tL2*l ORa«N iEIT « EJ" *J ^ JJN -EQUIPMENT
JlOt 005000010? 0050000103 J09030010* 31500001O5 0090000106 01900C 5301
OlO"" 31*OOC310S OUOOOOluS 3130003110 0140050111 3090000112 OJaoot 5302
0113 OO'JOOCOU* 0140000115 1100000116 0190000201 0090003202 015000 5303
0203 007000020* 0110000205 00900 30 301 0070000302 0420000303 0 1200C 5304
OSO- 0130000305 0160000*01 0060103*02 0290000403 0050030404 0170ÖC 5305
0*0^ 0170000*06 0120030*07 0133003*0« 3090000409 01500 00410 02900C 5306
0411 0150000*12 0110000*13 01*3000*1* 01700004 15 0170003416 01300C 5307
O-l7 0160000*18 0110000*19 0110000*20 3060000421 0160000422 013000 5308
D <•,' 3 0350000*2* 0150003*25 0320303501 01200335Ö2 S100000503 o;7ooc J309
0 50» 0230000505 0080000506 1120303507 318000050« 0040000509 004000 C5310
1610 OOJOOOOSIl 0120000512 0130303 513 3110000514 0070000515 005000 5311
05l~ 0370000517 0130000601 0130000602 0090000603 3070000604 Ot900C 531?
Zf; 01900C0636 01300:36:7 01*0303608 3160Ö006Ö9 C10Ö000610 011000 5313
06 . 1 1150000612 0080010613 3110000614 0130000615 0630000616 01000C 5314
Obi? OJoOOOObl« 0210000701 0233303702 0O8OOOÖ7O3 0086000704 OC800C 5315
0 70'. 0070000706 0010000707 0000003708 0110000709 C100000710 03000C 5316
071! 0300DC0712" "61300 30 713 " 30903 03 71*" 3090100715 0060000716 029000 5 3" 17
07(7 00700037 If 0070010719 3130000720 0070000721 0070000722 005000 5318
072"! 017000172* 0120000725 0220010801 3100Ö00802 3180000803 0 15000 5319
0«0- VbVOOOtOb 01000008C6 0240010807 3340000808 0190000809 0C>500C 5320
cau 108COOO811 0110000812 0090303813 OÖ70Ö00814 ÖÖ70O00 815 01800C' 5321
081t) 01800C0817 02500008H 0080303819 0040000820 0000000821 005000 5322
OPOl 1110000902 01300009C3 0060000 90* 0100000905 005OOC0906 029000 5323
01»07 01*000000« 08000010C1 0110? JJ002 0110001003 :070001004 031C0C 5324
IOC 5 009000100b 0100001007 0530)11008 3120001009 C1600010IO 01500C 5325
1011 00*0001012 0050001013 305000101* 1100101015 C180001016 009000 5326
1017 oi90ouGie 0030001019 0150001101 0340101102 0060001103 00700C 5327
I 10* 1080001105 0100001106 3100001107 313300110« C040001109 00800C 532«
i li.i oiobooiToi "0160Ö01202' Oir030l203 3140001204 0250001205 009ÖOC 5 3 29
120fc 0160001207 011000120J 0050031209 0120301301 C100001302 012000 5330
1 303 01*000130* 0130001305 0070001*0 1 0100001402 0030001403 00500C 5331
HO* 0060001*05 0200001*06 0070301*07 3120001408 00500014:9 ciooor 5332
1*10 0200001*11 0080001501 0103001502 30 7000150 3 C04Ö001504 012000 5333
1505 0080001506 0130001507 0060331508 0070001509 0080001510 OlOOOC 5334
15 11 0060001512" 0100001513 0090001514 0120001515 C160OO1516 'öl"60ÖC' 5335
1517 C1100C1518 0120001519 0000301520 3150001521 067 i'01522 007001 5336
1601 00800C1602 0080011603 0060331701 0160001702 0060001703 012000 5337

170
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1904 0080001J9P5_ 01600019C6 0150302001 02400P2002 0080002003 014000_ -5339-
ziöi OrOOÖÖ'2201 OI2Ö002202 0110002203 0JS00023O1 0120002401 00500C 5340
2501 015000 5341
5* ^UNCTION FN46.L241 ■»PR QN-EOHF «PR 2 OWC.XPR ON-EO RPR 1 owe
0101 CC01100102 00011101Q3 000504010 4 OQOgOtiQlOS 0003100106 000311 5401
010T 0001090108 0008090109 0002100110 0002170111 0002110112 000209 5432
0113 0006a7pjl4. .QOPJUfilll. MOiSb.. _ 5403-,
0203 0Ö050602O4 0005060205 0005350301 0002150302 OC0623O3O3 000414 5404
0304 0001090305 0000330401 0002120402 0000160403 MllCafl0.4Q4 000919
0405 0008140406 0010250407 0000153408 0000160409 0005220410 000117 5406
0411 0G01110412 000*0804(3 QM012541* 0003070415 J)£fliflM41ii O0Q313 5407
0417 0005080418 00060 804 19 0006363420 0035080421 C007090422 000617 5408
0423. 0005050424 j029.Qioa.4iL. JJWHfOiQl Q0Q912P?Q2 Q003100S03- JWflO.ii- —54JIS_
0 504 0001010505 0006060 506 0002090507 0002120508 0003070509 00050« C5410
0510 00060605U 0003070512 000.0100 513 . 0003140514.-XOflAOiiCSia. 000308 5411
Oilh 0003080517 00061306C1 0004080602 0005060603 0000100604 000307 5412
0605 0006090606 0003150607 0002(20608 00012^0609 OOOQUO^IO 0QO117 5413
0611 0002180612 0001100613 0003120614 0003170615 0001230616 000607 5414
0617 0003110618 000UO07O1 0003130702 0002130703 Q002P907Q4 CüflMf.- -5A15_
0705 0ÖÖ4O8Ö706 0000000707 0000303708 0004100709 C007110710 000508 5416
0711 000000071«; 0008140713 P.OQ2tOJ71*..J).aflmfl715 Q0Q3Q7Q716- 000310 an
0717 0005080718 0003100719 0O013')07?O 0001110721 0003090722 00001C 5418
0723 0000180724 .0006110725 OO020«.0«0i iHOiOSQiOi QQP40A0.AOJ .000309 J419
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0B34 0006160805 ^ 0U00806 0030180807 3000170808 0003120809 00001C 5420
0 810 0002110811 '02120812 .0004120813 0001110814 0002150815 000911 -_?4Z1
0»16 0010I4Ö817 0000180818 0003100819 0000140820 0000000821 000307 5422
0 901 ooosoro'JV 0007J10903 0930110904 0002080905 0000100906 0Cli2l .i<i23
0907 000505C908 0000101001 0001191002 0002121003 0001151004 030118 5424
1005 0005151006 OOOJLH.007 00021BJOCL» 0000231009 0002151010 JB0&5O7
1011 0000151012 0000201013 0000121014 000027101S 0000191016 000505 5426
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1206 0003171207 0005181208 0010201209 0003111301 0006131302 000308 5430
1 303 0005051304 0000241305 000 307|40| ,5A31
1404 0004101405 00091714 06 0005081407 OJ07101408 0005051409 00001C 54 32
1*19 0000181411 0000101501 0003161i \± 4._2oaiJ-L- ?^?3
15Ö5 0ÖO1181506 00002415C7 000fl71508 0000171509 000312151C 000119 5434
lill 0001121512 0034141513 003314(514 OOOliAliLS. 000025 Sill
1517 0000171518 0001141519 0000001520 3000131521 000418152^ 000307 5436
1601 0000171602 0000121603 000000170} 0004J 31702 00091417^3 000709
1801 0001171802 0000131803 0001181901 0000101902 0002081903 00002 3 5438
1904 0000121905 0001191906 oq -009,211- _lil9_
2101 0003122201 0001212202 0'002192203 0004142301 0C04132401 000613 5440
2501 000409 54.41
1 9999992 8901015 97447111 99999916 90293317 034812 13201
21 987612 1920*
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0, 9438 1 3.998 72 0.99993 nioi
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0.«36110 0.85951' 0.842915 0.976619 0.99 92C 21802
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0 50*1 0500370505 0CS03305r6 0 130? ■)35'17 30303 '0508 0040110509 OJ4012 44310
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^50«. 05200C0505 008000050^ 01203 f3507 3180C 00538 CJ40O00539 0C4O0C 45310
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175
 APPENDIX VIII
MAIN ROTOR BLADE RANKING TABULATIONS

This appendix presents the output from six demonstration case runs of Job 12, Step 1, mat
were made to obtain a relative ranking of the current UH-1H and four aitei i*»i< MHB
configurations on the basis of their R and M characteristics.

Data inputs for each run are described in Figure 10, and the discussion i f Job \2 is &iven in ^he
Component Evaluation and Ranking Exercise section of this repui u

On the following pages, four tabulations are presented sequentially for each rase run. The
fourth tabulation in each case is used to determine component relative ranking.

176
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LIFE :VCLE TOTAL SISCOUXTcJ OiniUHUH COST IN «PPL I CAtl F YE«»

1 I J 4 9

0 23491«. 219514 27«905. 0.

217740. 217743 2V11I6. 0.

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12394 760640. 46171 609191. 7U»34.

11 Jo« 691491. «2610 990110. 04021«.

IOi«3 62*621. 9«M6 900710. 5«7471.

4312 971410. 19219 49921». 934004.

i; • 469 919927. 12014 4l3ai2. 4*9911.

7696 472297. 29101 176210. 441179.

T0T>1 DISCOUNTED
UIFFEDENT Ul LIFE C«ll
EFFECTIVE COST INFLUENCE- 66>76t 11324193. 6613161 21400010. ««94091.

ill 202 211 214 594

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189
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TOTAL mCQUNTED
DIFFEKmr I«l LIFE CYCLE
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EFfECTl« COST INFLUEtCE. £C1

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200