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(2) One permanent crew latrine, installed on the flight deck, and two portable latrines for the troops.

(3) One portable galley for the crew and one portable galley for the troops. (4) Pressurization throughout the crew compartment and cabin to provide a cabin altitude of 8,000 feet up to all normal operational altitudes.

(5) Soundproofing, ventilation, and heating in the crew compartment should be in consonance with FAA requirements.

(6) Soundproofing in the cabin (military version) as required to preclude the necessity for ear defenders (on the basis of 10-hour flight).

(7) Austere heating and ventilation provisions in the cabin as required to preclude the freezing of cargo and adverse effect upon the health of troops. 1. Loadability: the aircraft should possess the following loadability features: (1) Straight-in tail loading will be the primary means of cargo access to the aircraft.

(2) A truck-bed height (approximately 48 inches) floor that is approximately level. NOTE: This consideration is applicable during the loading and unloading operation and does not necessarily preclude the incorporation of a multiple-position gear which might enhance the aerodynamic and/or flying safety characteristics of the aircraft.

(3) A side loading door will be included as a secondary loading orifice. This door will be located in the forward portion of the cargo compartment. The size of the door will be not less than 108 inches wide by 78 inches high. (4) Materials handling equipment, including load restraining systems, should be integral with the aircraft insofar as is practicable. Such equipment should be compatible, where necessary, with equipment procured for for 463L. Load unitization devices will not be a design consideration procurementwise and will not be considered as part of the payload.

(5) Tiedown devices of 5,000 pounds capacity should be provided on a 20-inch grid pattern except fittings on extreme sides of aircraft floor which should possess a capacity of 10,000 pounds. These criteria apply to the entire cabin including extra crew compartment and loading ramp.

(6) A cargo jettison/airdrop capability is required in the military version. This requirement will involve the following factors:

(a) Capability of opening the tail loading doors in flight at reduced airspeeds in order that all or part of the cargo may be jettisoned during emergency flight conditions or airdropped when desirable from a mission standpoint

(b) Personnel exit doors, one on either side of the aircraft fuselage, for dropping of airborne troops.

(c) This requirement will be carefully considered designwise in order to minimize the impact on other aircraft performance specifications. Of equal importance, the jettison/airdrop capability will be designed so as to permit production deletion for the commercial version.

m. Auxiliary Power Requirements: All power requirements will be satisfied by integral units which can be easily removed.

n. Communications: The aircraft must possess communications equipment to facilitate control from command post(s) located anywhere in the world. In addition, the aircraft must possess equipment which will allow unrestricted worldwide operations. Dual or backup communications systems are not required. The aircraft will be equipped with an intercommunications system that will permit communication between the aircraft commander, loadmaster, cabin occupants and certain ground control personnel outside of, but adjacent to, the aircraft. For the commercial version, suitable communications equipment will be provided in accordance with FAA regulations.

o. Navigation: The military version of the aircraft must possess appropriate navigation equipment to facilitate worldwide operations. For the commercial version, suitable navigation equipment will be provided in accordance with FAA regulations.

p. Electronic Compatibility: Considering the emplovment of the civil aircraft in support of military missions, a direct interchangeability of electronic gear and components is highly desirable. To maximum practicable degree, communications, navigation and electronic equipment of common design will be used in both the civil and military aircraft versions.

7. General considerations.

a. Design Philosophy, Military: The aircraft depicted herein should be well within the state-of-the-art of aircraft design in the interest of minimizing development time and costs. In this connection, only developed (production status in 1963) powerplants should be utilized. For design purposes, aircraft performance

will be based upon powerplants which will be qualified or type certificated by July 1963. Additionally, the aircraft should be of a relatively simple, conventional design, devoid insofar as possible of special systems to accomplish the design goals. Emphasis should be placed upon efficiency of design in order to minimize operating costs. Commercially available components will be utilized wherever feasible.

b. Design Philosophy, Civil: An efficient, low operating cost cargo aircraft in civil domestic and international operations will support military lift requirements during peace and war. The civil operators have a vital need for an efficient cargo aircraft to operate in daily commerce, and low direct operating cost is therefore a significant requirement. It is essential that maximum compatibility between civil and military requirements be achieved in the basic design in order to insure an adequate air cargo capacity to meet the needs of national defense, the postal service, and to promote the development of air commerce in the U.S. and abroad.

c. Design Priority: In the event that the military and civil requirements lead to design conflicts, first emphasis will be placed on meeting the military requirement.

d. Standards: Wherein FAA standards are specified, applicable provisions of the USAF HIAD are waived.

e. Miscellaneous: The following design features will conform to FAA standards unless otherwise noted:

(1) Cockpit: The requirements of cockpit visibility will receive emphasis to insure compliance with FAA standards.

(2) Fuel Dumping Provisions: Fuel dumping provisions will be incorporated.

(3) Refueling Provisions: Single point refueling provisions are required. (4) Thrust Augmentation: Auxiliary thrust augmentation, other than water injection, is not desired. Thrust reversers are required.

(5) Sound Suppressors: Provisions for powerplant sound suppressors should be included.

f. Air Worthiness Standards: The aircraft shall be designed and shown to comply with the Civil Air Regulations, transport category, at the civil payload, range and field size specified.

g. Trainer Requirement: A Flight Simulator with cockpit procedures (normal and emergency) and an instrument procedures training capability is required. This trainer should be compatible with the cockpit configuration and instrument performance characteristics of this aircraft.

h. Operational Testing: Operational testing in accordance with AFR 80-36 will be the responsibility of MATS.

8. Availability. This system is required to be operational as soon as practicable, in no case later than Fiscal Year 1964.

B. K. HOLLOWAY,
Major General, USAF,
Director of Operational Requirements,
DCS/Operations.

[Air Force Regulation No. 80-3]

DEPARTMENT OF THE AIR FORCE,
Washington, 28 April 1959.

RESEARCH AND DEVELOPMENT SYSTEM SOURCE SELECTION PROCEdures This regulation prescribes policy, responsibility, and procedures for selecting system sources.

1. What a System Source Selection Board (SSSB) Is.—An SSSB is an Ad Hoc group operating as an instrument of Air Research and Development Command, Air Materiel Command, and a using command to furnish recommendations on preferred sources for the development and/or production of a system. The term "system" as used herein encompasses both weapon systems and support systems as defined in AFR 5-47.

2. How System Sources Will Be Selected.-In general, the sources for all important Air Force systems will be selected through an SSSB.

a. When Headquarters USAF directs ARDC and/or AMC to proceed with the development and/or production of a new system, it will direct that the source selection will be made by means of an SSSB when this procedure is desired.

b. If Headquarters USAF does not direct the use of an SSSB, and either the Commander, ARDC, or the Commander, AMC, desires to use SSSB procedures, he may initiate SSSB action only after obtaining concurrence of Headquarters USAF.

c. If SSSB procedures are not used, the system source will be selected in accordance with the usual procurement practice.

3. Responsibilities.—

a. Headquarters USAF will:

(1) Issue directives to conduct source selections.

(2) Designate the "using command." If a system will be used by more than one major air command, Headquarters USAF will designate one command as prime user for purposes of participation in SSSB proceedings.

(3) Make the final decision on source selection based on individual recommendations submitted by the commanders of ARDC, AMC, and the using command.

b. ARDC, AMC, and the using command will:

(1) Meet jointly to establish an SSSB for the system under consideration. The board will be composed of members from AŘDC, AMC, and the using command.

(2) Work out detailed procedures necessary for sound evaluations in accordance with the guidance in this regulation.

(3) Assign to the SSSB only exceptionally well qualified personnel. When an SSSB is directed by Headquarters USAF, the senior member from each command participating will be a general officer. When the ARDC nonvoting chairman assigned in accordance with c below is a general officer, Commander, ARDC, may deviate from this requirement.

(4) Recognize the expert status of members of other commands in their assigned fields and will use the specialized services of other commands to arrive at a wholly objective, well-integrated evaluation and recommendation. In making an evaluation and recommendation, ARDC will be responsible for evaluation of technical aspects, AMC for management, production, and logistics, and the using command for operational utility.

(5) Designate senior and alternate command members for the Board. Senior Board members will in turn appoint other command personnel as required for participation in the Board proceedings. Except in an emergency, all members (or their alternates) who attend the initial meeting of the Board will attend all subsequent meetings associated with a particular system source selection.

(6) Upon completion of the joint evaluation, submit separate letters of recommendation to Headquarters USAF.

c. ARDC will assign a senior officer to act as nonvoting chairman of each SSSB. The chairman will direct the proceedings of the Board. (The chairman will not be the ARDC senior member designated in accordance with b(3) above.) 4. How the SSSB Will Function.-When an SSSB is established:

a. The SSSB will convene at a time and place designated by the chairman. The Board members will determine the factors to be evaluated in determining the recommended source(s). The Board also will prepare schedules, agendas, and procedures for the evaluation process.

b. On matters involving the SSSB as a whole requiring a vote, each command will have one vote regardless of the number of members participating. The command vote will be cast by the senior member.

c. When the objective of the SSSB proceeding is to choose from industry a group of contractors to be invited to submit proposals, the Board may designate a working group, consisting of individuals from all applicable commands, to perform duties specified by the Board.

d. When the objective of an SSSB proceeding is to evaluate specific proposals, the Board may designate an evaluation group, consisting of individuals from all applicable commands, to perform duties specified by the Board. The chairman of the evaluation group will be the senior ARDC group member. The senior group member of each of the other participating commands will serve as cochair

man.

(1) The evaluation group may be subdivided into several teams, each evaluating a specific aspect of the subject under consideration. Organization of each team will be determined by the cochairman of the evaluation group having jurisdiction over the team.

(2) The leader of each team will be an individual from a command having primary interest in the objective under consideration, and the team will have members from all commands having an interest in that objective.

(3) Team leaders may obtain the services of advisers from the evaluation group as a whole who will not be required to approve the team report. e. Upon unanimous consent of the senior members, an SSSB may alter the procedures of d above when required for a specific evaluation.

f. At the appropriate time, members of the SSSB and its evaluation group will hear contractors' briefings and take other actions necessary to acquire all information necessary for a complete evaluation of all proposals. Board members are not required to attend each briefing.

g. Upon completion of briefings and after sufficient deliberation to consider all aspects of each proposal, the SSSB will complete its evaluation and present the evaluation, including specific recommendations, to the commanders of ARDC, AMC, and the using command. Although a combined evaluation and set of recommendations will be presented to the major air commanders concerned, senior SSSB members also may present minority reports in specific areas where unanimous agreement is not reached.

h. Upon completion of the SSSB presentation, each major air commander concerned will make his individual decision as to the source or sources to be recommended.

i. Each commander concerned will transmit his recommendation over his personal signature in a double sealed envelope to the Secretary of the Air Force Council, Headquarters USAF. The inner envelope will bear the system number and be marked, "To Be Opened Only by the Vice Chief of Staff." Reference to selected contractors will be by letter code only. The code will be devised by the senior SSSB members and will identify the contractors involved by an individual letter of the alphabet. This code will not be divulged to other members of the SSSB. Copies of the code will be forwarded by separate letter, addressed and marked exactly like the letters of recommendation.

j. After receipt and review of the evaluations and recommendations of the three commanders, the final source will be selected by the Chief of Staff, USAF, and the Secretary of the Air Force, as appropriate. Headquarters USAF will then notify interested members of the Congress and appropriate officials of the Department of Defense before announcing the winner or winners. Before the public announcement by Headquarters USAF, the chairman of the SSSB will be informed of the selection and he will notify the commanders and contractors concerned.

5. Maintaining Security of the SSSB.-Security of the SSSB proceedings is of paramount importance. Disclosure of such proceedings, evaluations, or major air command recommendations can result in special appeals, pleas, or pressures that could delay programs or be embarrassing to the Air Force, not only in regard to the selection under consideration, but in future relations with industry, Department of Defense, and Congress. Commanders will be sure to inform all participants in SSSB proceedings of the extremely sensitive nature of the information. Under no circumstances will any member of the Board discuss the proceedings or opinions regarding the proceedings with an individual who is not a member of the SSSB except as authorized in this regulation. Unauthorized disclosure of SSSB information will be investigated and violators punished in accordance with AFR's 11-30 and 205–1, as appropriate. By Order of the Secretary of the Air Force:

Official:

THOMAS D. WHITE,

Chief of Staff.

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Mr. SIKES. Last year, Assistant Secretary Taylor in the hearings said this, and I quote:

Specifications and characteristics as developed by the Air Force to accompany the military cargo mission include turbine power, truck bed height, straight end loading, payload range performance of 40,000 pounds, 4,000 nautical miles, when operated from 5,000-foot runways.

That is a little different from what you gave, but I think you said in each case this capability had been exceeded. So, I presume there is not too much difference.

General KELLY. It has been exceeded substantially and it is in this letter that Mr. Garlock sent over. However, that was exceeded substantially, and never have I participated in the selection where so many people had been involved in the specifications-the Army, the FAA, the Air Force, and so forth. Everyone has been in this from the very inception.

MATS MILITARY CAPABILITY

Mr. RILEY. General Kelly, what percentage of the business referred to MATS will you handle with your own equipment and what percentage do you have to handle through commercial means?

General KELLY. Mr. Riley, on the requirements this past year, the percentage of passengers we can handle under the requirements that we have had for the past year, roughly, 45 percent to 50 percent has been handled with our own capability. We contract passengers for approximately 50 percent of the total job.

On the cargo for the past year we have contracted somewhere around 18 percent to the civil carriers, which is considerably more than last year.

Also, I think you will recall that last year and all previous years MATS had carried the mail. All of the mail has also gone to the civil carriers.

Mr. RILEY. When you get these new planes capable of carrying more cargo and more passengers, will they increase the percentage that you are able to handle?

General KELLY. Well, as we get more modern planes, we will have less of them-I anticipate that the percentages will remain approximately the same.

REQUIREMENTS TO ACCOMMODATE NEW AIRCRAFT

Mr. RILEY. What about your runways? Will these new planes require heavier or longer runways in order to handle them, or can you use the same installations that you have now?

General KELLY. With the exception of the C-135, we will use everything just as it is and we can accommodate more traffic at existing runways with the C-135. We will not be able to use as many, unless we get the fan engine on it, and that is still under study. But, we will be able to use the existing runways, and the SOR aircraft will be even better. We can then go into many that we cannot go into now.

Mr. RILEY. It will not require, then, any additional expense in construction?

General KELLY. No, sir; not in construction. We may have some modification of some nose docks. We may have some minor modification of C-124 nose docks or servicing facilities to take the swept-wing C-135, but major construction will not be involved in transitioning to more modern aircraft.

Mr. RILEY. What about your crews? Will it take more crews to operate these new planes, or can you use the same personnel that you have had?

General KELLY. Generally, we will use the same personnel we have. It will take some increase in maintenance personnel and behind-the

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