HomeMy WebLinkAboutC-1558(A) - Low light level viewing system for Police helicopteriieveloprnt Fence Helicopter Low Light Level Viewing
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Contract 1558
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i:esolution 8070
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IMPORTANT
E CITY OF NEWPORT BEACH:''
02201600,4 . 124 159.00 The Articles covered by this Pumhase'Order or Contract must con- �
',. form with the Safety Orders of the State of California, Division
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of Industrial Safety. r
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Show as a separate item any retail sales tax, use tax or Federal rZ .. �. -.'
- - tax applicable to this purchase. ,
This order subject to California sales tax. - D. W. MEANS.:`=
_ All allowable transportation charges must be prepaid and shown as
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a separate item on the invoice. Do not include Federal transports- - . -r
tion' tax.
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tPROPOSAL
NO. P- 20741A
DECEMBER 23, 1971
UPDATED TO: JULY 20, 1973
PROPOSAL FOR
LOW LIGHT LEVEL VIEWING SYSTEM FOR THE
NEWPORT BEACH POLICE HELICOPTER
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IN RESPONSE TO
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LETTER RFP FROM CHIEF B. JAMES GLAVAS
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CITY OF NEWPORT BEACH
SUBMITTED TO
CHIEF B. JAMES GLAVAS
POLICE DEPARTMENT
CITY OF NEWPORT BEACH
425 32ND STREET
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NEWPORT BEACH, CALIFORNIA 92663
PHILCO
Philco -Ford Corporation
Aeronutronic Division
Newport Beach, Calif. • 92663
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PHILCO -FORD CORPORATION
AERONUTRONIC DIVISION
PROPRIETARY INFORMATION
This data submitted in response to your letter RFP shall not be duplicated,
used, or disclosed in whole or in part for any purpose other than to evaluate
the proposal; provided, that if a contract is awarded to this offeror as a
result of or in connection with the submission of this data, the Government
shall have the right to duplicate, use, or disclose the data to the extent
provided in the contract. This restriction does not limit the Government's
right to use the information contained in the data if it is obtained from
another source without restriction. The data subject to this restriction
is contained in Sheets vi, 1, 2, 4, 5, 6, 7, 8, 9, 10, 11 and 12.
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PHILCO
Aeronutronic Division
Philco -Ford Corporation
20 July 1973
B. James Glavas
Chief of Police
City of Newport Beach
425 32nd Street
Newport Beach, California 92660
Dear Chief Glavas:
Ford Road
Newport Beach, California 92663
In accordance with agreements reached during our meeting in your
Office, Tuesday July 17, 1973, attached is our proposal No. P- 20741A
for the Low Level Viewing System for the Newport Beach Police
Helicopter updated to July 20, 1973. The proposal has been revised
by substituting new pages where changes have been made to make
the proposal consistent with LEAA Grant 73 -DF -09 -0046 and
other agreements reached during our meeting. It is believed that
the attached proposal can be directly incorporated into your
contract for the helicopter viewing system.
We look forward to working with you on this program and would
appreciate the opportunity to review your proposed contract before
it is prepared in final form. Please contact our Mr. Keith Verble
for any matters of an overall program performance nature and Mr.
Roger W. Garrett for contractual matters.
Enclosure
Very truly yours,
H. F. Hoesterey, Director
Advanced Development Operations
PHILCQ
Louis F. Heilig Phllco -Ford Corporation
Vice President and General Manager Ford Road
Aeronutronic Division Newport Beach, California 92663
23 December 1971
' B. James Glavas
Chief of Police
City of Newport Beach
425 32nd Street
Newport Beach, California 92660
Dear Chief Glavas:
In response to your letter of 9 November 1971, we are very pleased
to submit this proposal for a low light level stabilized viewing
system for use on the Newport Beach Police helicopter,
The viewing system proposed will significantly increase effective-
ness on night patrol under low light level conditions. The image
resolution of the system will exceed the capability of the unaided
eye to the extent that the operator will be able to detect and
recognize small objects better at night than he can in daylight
' with his unaided eye. This will permit surveillance flights to
take place at higher altitudes.
1 The key element of the system, the stabilizing head, has been bread-
boarded and tested successfully as part of a Philco -Ford in -house
research project. The other system elements are straight- forward
applications of proven technology.
We have been developing sighting and viewing systems for the past
10 years. This experience, plus our recent work on the specific
1 concept proposed, gives us every confidence that the program will
achieve its objectives.
' We will be happy to answer any questions you may have regarding
the proposal, and look forward to this opportunity to work with
your organization.
Veerryj truly yours,
Louis F. Heilig l
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SECTION
1
2
3
4
5
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TABLE OF CONTENTS
TITLE PAGE
SUMMARY 1
SYSTEM DESCRIPTION, INSTALLATION AND PERFORMANCE 3
2.1
System Operation
3
2.2
System Description
4
2.2.1
Stabilizing Head and Searchlight Assembly
4
2.2.2
Telescoping Tube Assembly
6
2.2.3
Pointing Control Mechanism
8
2.2.4
Low Light Level Display Unit
8
2.3
Helicopter Installation
8
2.3.1
Viewing System Structure
11
2.3.2
Viewing System Pointing Control
12
2.3.3
Tail Rotor Control Modification
12
2.3.4
Helicopter Modifications
13
2.3.5
Helicopter Weight and Balance
15
2.3.6
Estimated Viewing System Incremental Weight
22
2.4
Performance Capabilities
24
PROGRAM
PLAN
27
3.1
Plan of Accomplishment
27
3.2
FAA Certification
29
ORGANIZATION AND EXPERIENCE
31
4.1
Organization
31
4.2
Program Management
33
4.3
Personnel Experience
33
COST INFORMATION
35
5.1
Cost Summary
35
5.2
Cost Detail
35
5.3
Costing Approach
36
CONTRACTUAL INFORMATION
39
6.1
General Provisions
39
6.2
Special Contract Provisions
39
6.2.1
Patents
39
6.2.2
Equal Opportunity
39
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TABLE OF CONTENTS (Continued)
SECTION
TITLE
PAGE
6.2.3
Inspection and Audit
40
6.2.4
Allowable Costs
40
6.2.5
Repair /Replacement of Defective Components
40
6.2.6
Payment
40
6.2.7
Delivery
41
6.2.8
Period of Performance
41
6.2.9
Ground and Flight Risk
41
6.2.10
Indemnification Against Unusually
Hazardous Risk
41
7 REFERENCES
43
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LIST OF ILLUSTRATIONS
Figure No.
Title
Page
1
Philco -Ford Police Helicopter Viewing System
17
2
Stabilizing Head
5
3
Telescoping Tube Configuration
7
4
Viewing System Outboard Profile
9
5
Viewing System Installation
11
6
Tail Rotor Control Modification
14
7
Allowable Center of Gravity Position
16
8
Master Schedule
28
9
Organization Chart
32
LIST OF TABLES
Table No.
Title
Page
I
Basic Weights
17
II
Normal Weight and Balance
18
III
Normal (Empty) Weight and Balance
19
IV
Litter Occupied Weight and Balance
19
V
Maximum Weight Viewing System /Effects on Normal
20
Operating Conditions
VI
Maximum Weight Viewing System /Effects with
21
Ballast in Ballast Bag
VII
Maximum Weight Viewing System /Effects on Litter
22
Occupied Condition
VIII
Estimated Weight Viewing System /Effects on
23
Weight and Balance
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Use or disclosure of oropossl data is subject to the
resbictm mi the title page of this nronos al.
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SECTION 1
SUMMARY
This document contains a proposal for a program that would develop a
stabilized low light level viewing system for police helicopters from
funds supplied by the City of Newport Beach, California and the Department
of Justice Law Enforcement Assistance Administration (LEAH). This proposal
includes modification of one of the existing Newport Beach Police Depart-
ment Hughes 300C helicopters (and an option for modifying the other),
installation and checkout of the viewing system on this helicopter and
support for an evaluation program conducted by the Newport Beach Police
Department. The primary objective of the program is to develop a viewing
system that provides nighttime surveillance capability.
The Philco -Ford Police Helicopter Viewing System proposed herein consists
of a stabilizing head mounted on the end of a tube protruding from the
bottom of the observer cockpit as shown in Figure 1. The observer has a
pointing control handle that he aims in the direction he wants to look.
The pointing control handle, through a mechanical linkage, points the
stabilizing head in the same direction as the control handle. The scene
is stabilized in the head and then transmitted out and up the tube to the
5 inch low light level display screen located above the control handle
in the observer's cockpit. The displayed scene has a field of view of up
to 5 degrees and an apparent magnification of at least 5X when viewed from
12 inches. A pair of sealed beam searchlights mounted on the end of the
tube opposite the stabilizing head can be pointed with the same mechanism.
The lower end of the tube telescopes up to raise the stabilizing head and
lights well above the helicopter floatation gear when the system is not
in operation.
Use or tlisclosore of Oropo sal data is suhject to the
—1— restriction on the title page of this proposal.
The stabilizing head contains a unique arrangement of optical and stabili-
zing elements that isolate the incoming scene illumination from higher
frequency angular motions and effectively remove the blurring effects of
vibration. The system is designed to follow low frequency pointing
command inputs with very small lags and overshoot. Smooth tracking of
fixed or moving objects located within the angular coverage (from 30 degrees
left to 100 degrees right and from 0 to 60 degrees down from the helicopter
centerline) is available. Laboratory and field testing of a breadboard
model of the stabilizing head has demonstrated the feasibility and per-
formance of the concept employed.
The image intensifying unit employed in the Philco -Ford Police Helicopter
Viewing System permits observation of objects under background illumination
conditions corresponding to less than quarter -moon on a clear night, or
under most illumination conditions found in a city under any environmental
conditions. The angular resolution of the system during nighttime operation
exceeds that of the unaided eye and the operator will be able to detect and
recognize small objects better at night than he can in daylight with his
unaided eye.
The telescoping tube of the Philco -Ford Police Helicopter Viewing System
is installed at the location of the present searchlight installation in
the Hughes 300C helicopter. Floor doublers and support braces are added
to the underside of the helicopter structure for support. The tail rotor
control tension tubes are replaced by a tension tube /bell crank arrange-
ment that provides room for a larger diameter tube opening, but retains
the present control feel and action. The added weight (- 60 pounds) of
the viewing system is well within the weight and balance allowables
derived from data applicable to the Newport Beach Police Department
helicopters.
Use of existing technology and components has minimized the development
effort required to perfect the Philco -Ford Police Helicopter Viewing
System. The key element, the stabilizing head, has been developed and
tested as part of an in -house research project and the other system
elements are straightforward applications of proven technology. The
proposed program accomplishes the viewing system development, helicopter
modification, and system installation and checkout in a twenty -six week
period at Philco - Ford's Aeronutronic Division, located at Newport Beach,
California. The proposal includes support for a three month evaluation
by the Newport Beach Police Department and an agreement to make repairs
of defective items over a twelve month period.
Use or disdosure of proposal data is subject to the
restriction on the title paye of this p.posal.
—2—
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1 SECTION 2
SYSTEM DESCRIPTION, INSTALLATION AND PERFORMANCE
This section describes the Philco -Ford Police Helicopter Viewing system
and its installation onboard the Hughes 300C helicopter in detail. This
section also describes operation of the system in typical situations, the
effects of the system on helicopter weight and balance for several typical
configurations and summarizes the predicted performance capabilities of
the system.
2.1 SYSTEM OPERATION
Operation of the Philco -Ford Police Helicopter Viewing System is very
simple and requires essentially no special training. Once airborne, the
operator lowers the stabilizing head and lights into the operating position
with a crank located below the pointing control handle. He then aims the
handle at the point he wishes to observe and shifts his vision to the low
light level display screen to see the magnified stabilized scene. He may
then track a given point in the scene by manipulating the pointing control
handle to keep this point near the center of the screen. Alternately, he
can move the stabilized scene to track moving objects or initiate a sur-
f veillance search pattern. The crank is also used to raise the stabilizing
head and lamps prior to landing. A warning light indicates when the system
is not in the up, or stow, position.
1 The Philco -Ford Police Helicopter Viewing System employs an image intensi-
fying unit that permits observation of objects under background illumination
conditions corresponding to less than quarter -moon on a clear night, or
1 under most illumination conditions found in the city under any environ-
mental conditions. A gain control knob allows the operator to adjust the
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intensifier gain to the optimum level for enhanced viewing over the varying
illumination conditions found during night -time operation over the city.
The system may also be used in daylight by inserting a filter over the
stabilizing head aperture before take -off.
The combination of image intensification and magnification afforded by
the Philco -Ford Police Helicopter Viewing System enables the helicopter
to be flown at higher altitudes during nighttime operation than would
otherwise be possible. This will reduce the noise factor as related both
to suspects and citizens, and at the same time provide increased surveil-
lance capability during hours of darkness.
2.2 SYSTEM DESCRIPTION
The Philco -Ford Police Helicopter Viewing System consists of four major
parts; the stabilizing head and searchlight assembly, the telescoping tube
assembly, the pointing control mechanism, and the low light level display
unit. These equipments, as called out in Figure 1, are designed for
installation in and below the co- pilot's /operator's cockpit station.
Uze or disclosure of pro uosal data is subject to the —4—
llltlictio,, ee the title page o( this proposal.
The following paragraphs describe each of these major parts as they are
presently configured. A breadboard model of the critical stabilizing
head has been constructed, tested and the design shown is firm. The
other elements have undergone a preliminary design that establishes feasi-
bility of the concepts, but some details may change as the development
program progresses.
2.2.1 STABILIZING HEAD AND SEARCHLIGHT ASSEMBLY
The stabilizing head is a rectangular shaped box containing a two power
telescope, a two axis inertially stabilized gimbal set, and a unique
arrangement of optical elements. Referring to Figure 2, illumination from
the scene being viewed enters the 2X telescope through a 3 -inch aperture
objective lens, is folded, and then recollimated by the 2X telescope
secondary lens, This collimated bundle is reflected off the two stabili-
zing mirrors and then off a fixed mirror that directs the collimated
bundle toward the side of the stabilizing head and into the telescoping
tube assembly.
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The first stabilizing mirror is attached to the outer gimbal structure
surrounding the inertially stabilized platform. It has only one degree
of freedom with respect to the stabilizing head structure (about the box
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vertical). The second stabilizing mirror is attached to the platform
and has two degrees of freedom with respect to the stabilizing head
structure. The scene is stabilized in azimuth and elevation relative
to the box, but not in roll, by these two mirrors.
Uze or disclosure of pro uosal data is subject to the —4—
llltlictio,, ee the title page o( this proposal.
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The stabilized platform consists of two weights attached to a lightweight
structure which also holds the second stabilizing mirror and the gimbal
bearings. This mechanical arrangement maximizes the platform inertia
for a given mass and hence optimizes stabilization capabilities. Light
springs (not shown) tend to center the platform and a dash pot (not
shown) damps out oscillations and helps the platform to track smoothly.
Two searchlights identical to those presently installed on the helicopter
are mounted on a pivot on the opposite side of the telescoping tube from
the stabilizing head. They are trained in azimuth and elevation parallel
to the viewing system optical axis to retain the illumination capability
of the present police helicopter configuration.
2.2.2 TELESCOPING TUBE ASSEMBLY
The telescoping tube assembly is essentially a long tube with elbows on
each end that contain the optical elements connecting the stabilizing
head assembly to the low light level display unit. The tube telescopes
to allow raising the lower elements for stowage. Referring to Figure 3,
the stabilized scene emitting from the side of the stabilizing head
enters the objective of a three - quarter power telescope, is folded
upward in the lower elbow and passes through the secondary lens of this
telescope and on up the tube. Near the top of the tube it passes through
' a derotation prism and through a lens which focuses the scene, after it
is folded to the proper location, on the low light level display unit
input face.
The tube assembly is mated to the stabilizing head through a bearing that
permits rotation of the box around its output optical axis for pointing
in elevation. The lower section of the tube has a degree of freedom
with respect to the upper section below the derotation prism that permits
pointing in azimuth. Both pointing angles are generated by the mechanism
described in the next section. The derotating prism is rotated by a
differential gear and a mechanical linkage working off the pointing
control mechanism at one -half of the sum of the elevation and azimuth
pointing angles to remove the artificial scene rotations introduced
by this pointing concept.
The lower end of the tube, up to the 3/4X telescope secondary objective
lens, telescopes into the upper tube section for stowage. A crank located
on the tube exterior is coupled by a mechanism linkage to a pinion gear
that engages a rack in the side of the telescoping section of the tube
(not shown). Turning the crank will thus either raise or lower the tube
to the desired position. A warning light located on the upper section of
the tube is illuminated whenever the tube is not fully retracted as a
safety precaution.
Use or di sclosere of proposal data is subject to the
restriction .n the title na,a of this proposal —6—
3/4X TELESCOPE
OBJECTIVES
STABILIZED Ec
FROM STABIL]
HEAD
ELEVATION \
POINTING
AXIS
GHT LEVEL UNIT
'IVE LENS
ON PRISM
POINTING
ING SECTION
FIGURE 3. TELESCOPING TUBE CONFIGURATION.
Use or dixlosure of proposal data is subject to the
—7— restriction on the title page of this proposal.
2.2.3 POINTING CONTROL MECHANISM
The pointing control mechanism consists of a pointing control handle that
has the same two degrees of freedom as the stabilizing head and search-
lights and several mechanical linkages that slave these elements to point
along the control handle orientation. The control handle is essentially
a rod shaped for convenient gripping that is movable in azimuth and ele-
vation with respect to the helicopter. The operator grips this handle
and aligns it in the desired viewing direction. A one -to -one turning
arrangement rotates the lower end of the telescoping tube at the same
azimuth angle as the handle is pointing and a flexible push -pull coupling
rotates the stabilizing head and searchlights to the same elevation angle.
The springs and dashpots inside the stabilizing head cause the inertial
platform (and hence the stabilized scene), to follow. These control
handle motions are also transferred to gears driving the mechanical dif-
ferential used for driving the derotation prism. These elements are all
shown in the viewing system outboard profile, Figure 4.
2.2.5 LOW LIGHT LEVEL DISPLAY UNIT
The low light level display unit consists of three fibre optically coupled
stages of image intensifiers, the last of which also enlarges the stabilized
scene. The combined effect of this unit is a magnification of the image
' focussed on the input by a factor of five (from 1 inch to 5 inches) and
a light intensification gain of well over one thousand. The displayed
image has a green tint due to the modified P -20 phosphor used in the
magnifying tube.
' During the evaluation test program the configuration of the low light
level display unit objective lens and coupling to the first stage of image
' intensification, both part of the telescoping tube assembly, can be
changed on the ground to provide displayed fields of view ranging from
2.5 to 5.0 degrees.
' The light intensification gain can be varied inflight by means of a
control knob to optimize the displayed scene over a wide range of light
levels. The display unit contains a protection circuit that automatically
' reduces the gain to prevent permanent damage, from extremely bright lights,
such as searchlights or automobile headlamps pointed directed along the
incoming sightline, or other high intensity illuminating sources in the
system's field of view.
2.3 HELICOPTER INSTALLATION
' This section discusses the installation in the helicopter in terms of
the viewing system structure, viewing system pointing control, tail rotor
control modifications, changes to the helicopter structure to permit
rapid interchange of the viewing system from vehicle to vehicle, and the
weight of the system and its effect on weight and balance.
' Use or disclosure of proposal data Is subject to the
restriction on the ti tI, page of this proposal.
IMAGE INTENSIFIER AND
DISPLAY UNIT
HELICOPTER
EXTENSION _. CENTERLINE
DRIVE
CRANK I
ASSEMBLY OPTICS
FOLDING UNIT
SUPPORT
TUBE DEROTATION PRISM
DRIVE DIFFERENTIAL
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FLOOR
t -
\, n
WINDSCREEN
EXTENSION
DRIVE CABLE
CENTE` I INTERMEDIATE
TUBE
ELEVATION CONTROL-'
BOWDEN CABLE
:Do STABILIZING
HEAD _
SEARCHLIGHTS
DISPLAY SCREEN
CONTROL
HANDLE
DEROTATION PRISM
ELEVATION DRIVE
DEROTATION PRISM
AZIMUTH DRIVE
REPEATER
I PULLEY
'SUPPORT
BRACES
get
EXTENSION
DRIVE PINION
J
EXTENSION
DRIVE RACK
FRONT VIEW SIDE VIEW
FIGURE 4. VIEWING SYSTEM OUTBOARD PROFILE
Ose or disclosure of proposal data is xihjcd to the
res tri felon .n the title page of this proposal.
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1 2.3.1 VIEWING SYSTEM STRUCTURE
The basic support for the viewing system is provided by an aluminum tube
1 5.25 inches in diameter with 0.25 inch wall thickness. This tube goes
through the floor, as shown in Figure 5, and is supported there by a
collar and floor doubler for added necessary strength. Further support
1 and lower end stability is provided by four steel braces to the helicopter
structure. In Figure 5 it can be seen two of the braces go diagonally
down and rearward to tie into the transverse structural beam on which
are mounted the floats and skids. Two other braces go diagonally up and
1 rearward to the floor where they are attached with doublers. These four
braces form a rigid pyramid which will help carry the weight and prevent
lateral and fore and aft motion.
CInside the basic support tube is the intermediate tube, 4.75 inches in
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1 use or disclosure of proposal data is subject to the -10—
restriction on the title page of this proposal.
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diameter with 0.25 inch wall thickness, made of aluminum. This tube is
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free to rotate inside the support tube and provides the necessary azimuthal
motion for the viewing system. Azimuth control is discussed later.
A pinion gear is mounted at the bottom of the intermediate tube to drive
the extension /retraction motion of the center tube.
An aluminun center tube, 4.25 inches outside diameter with 3/16 inch wall
thickness mounts the stabilized sight head and also carries internally
the folded relay telescope. Inset longitudinally on the outer surface
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of the center tube is a gear rack which is driven by the pinion on the
bottom of the intermediate tube to extend and retract the stabilized
sight head. The pinion is driven by a flexible drive shaft attached to
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a crank at the top of the support tube. A key locks the center and inter-
mediate tubes together rotationally, but permits the telescoping of the
center tube.
The center tube is retracted for landing, and when on a level surface the
bottom of the stabilized head optics box is approximately 6.2 inches above
ground level. Whe in flight and the center tube is extended, the bottom
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of the box is 6.25 inches below the bottom of the floats and the optical
centerline is 4.25 inches below the bottom of the floats. On the opposite
side of the center tube, toward the middle of the helicopter, provision
is made for mounting the illuminating searchlights of the present instal-
lation. When extended, the centerline of the lights is 1.75 inches below
the bottom of the floats and parallel to the sight optical centerline.
Full retraction of the center tube is sensed by a micro switch at the
bottom of the intermediate tube and indicated on a light.
On top of the support tube is the optics folding assembly, which contains
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the display unit objective lens followed by two mirrors. These fold the
optical centerline away from the observer and then back toward him in
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1 use or disclosure of proposal data is subject to the -10—
restriction on the title page of this proposal.
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Use or dietlosure of proposal data is subject to the
restriction on the title page of thou proposal.
order to place the display screen at a good location for viewing. The
display unit itself screws into the folding unit, providing plus and
minus one -half inch of fine focus capability.
By replacing the display unit objective lens with others of different
focal length the field of view of the system can be changed. Provisions
are made for interchanging three separate folding units to evaluate three
fields of view during the flight demonstration program.
2.3.2 VIEWING SYSTEM POINTING CONTROL
' Use of disclosure of proposal data is subject to the —12—
restriction on the title page of this proposal.
Pointing control of the viewing system is attained by a control handle
installed approximately above and between the observer's knees. The axis
of the control handle is parallel to the viewing system optical axis so
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the observer, and the pilot, can tell immediately in what direction the
sightline is pointing.
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A mounting beam atop the optics folding unit positions the handle. For
azimuth control the handle swings about a center approximately 3 inches
aft of the outside of the support tube. A torque tube carries this motion
down toward the floor of the helicopter to the axis of a repeater pulley
which has the same minor diameter as the intermediate tube. A flat steel
band is pinned to the repeater pulley at one point, goes through a hole
in the support tube, around the intermediate tube to which it is pinned
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at one point, out through another hole and back to the pin on the repeater
pulley. Swinging the control handle turns the repeater pulley. This
motion is transmitted to the intermediate tube on a one -to -one basis
since the pulley minor diameter is the same as the intermediate tube outer
diameter.
The control handle tips about a pivot on the torque tube and, carrying
with it a yoke to which is attached a Bowden cable. This is a wire carried
within a flexible conduit. The wire acts as a push -pull actuator, being
restrained from buckling in compression by the outer conduit. Since the
cable is flexible over long distances, linear motions can be transmitted
around corners without gears and shafts. The Bowden cable attached to
the yoke is fed down the support tube through a hole in the floor to a
yoke on the stabilized sight head box. The yokes are designed so that
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elevation motion of the handle is transmitted one -to -one to the box.
2.3.3 TAIL ROTOR CONTROL MODIFICATION
In the present installation the tension tubes controlling the tail rotor
lie on both sides of the light mounting tube. There is approximately
2.5 inches clearance between the tension tubes, insufficient for the viewing
system support tube. It is, therefore, necessary to modify the tail
rotor pitch actuation control system.
' Use of disclosure of proposal data is subject to the —12—
restriction on the title page of this proposal.
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In Figure 6 there is a view of the modified control system from below.
A short tube is connected to each of the present rotor control pedals at
the same location as at present. Considering one side, the short tube is
attached to the long arm of an unequal arm length bell crank, transmitting
pedal motion sideways from the original direction of action. Connected
to the short arm of the bell crank is a longer tension tube to pass the
area where the viewing system support tube is installed. The other end
of this tube is connected to the short arm of a bell crank identical to
the first. The long arm has a tension tube attached which goes directly
to a crank arm on the rotor control cable pulley. The motion of the
control pedal is, therefore, transmitted to the pulley through these
1 auxiliary cranks and rods in a fashion which duplicates the pedal to
pulley action of the present installation. The same control "feel" and
action will be present and there will be no difference in pilot control
action.
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The bell cranks to be added will be attached to a bosses which in turn are
1 mounted to the doubler installed for strengthening the floor around the
support tube mounting collar.
2.3.4 HELICOPTER MODIFICATIONS
This section summarizes those portions of the preceeding sections dealing
with helicopter modification.
a. At the location of the present searchlight installation,
the support tube mounting collar floor strengthening
doubler is installed. The collar itself will be part
of the support tube. A cover plate will be provided when
the viewing system is not installed, and the present
searchlight unit may be reinstalled with an adapter to
mate the doubler to the present spherical bearing mount.
b. Four tail rotor control cranks are attached under the
floor to the strengthening doubler. The tension rods
are replaced by rods appropriate to the new cranks.
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C. Two brace bolting tabs are clamped to the transverse
beam to which the skids and floats are attached. Two
other brace bolting tabs are attached (probably riveted)
under the floor, next to the transverse channel supporting
the floor.
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1 -13-
It
ROTOR CONTROL
/PEDAL TORQUE TUBE
MOUNTING HOLE TUBE (REFERENCE) CRANK /PULLEY
LOOKING UP AT FLOOR
� FORWARD
FIGURE 6. TAIL ROTOR CONTROL MODIFICATION.
-14-
HELICOPTER
CENTERLINE
COLLAR
BELL CRANKS
DOUBLER
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BELL CRANK
BOSS
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SUPPORT TUBE
EXISTING TENSION
ROTOR CONTROL
MOUNTING HOLE TUBE (REFERENCE) CRANK /PULLEY
LOOKING UP AT FLOOR
� FORWARD
FIGURE 6. TAIL ROTOR CONTROL MODIFICATION.
-14-
If desired after this program, the tail rotor controls can be restored to
the original configuration. The floor doubler will remain to provide
strength lost by cutting the larger hole in the floor for the support
tube. Brace bolting tabs on the transverse beam will be unclamped, but
those riveted to the floor channel will remain to retain the structural
integrity of that channel.
2.3.5 HELICOPTER WEIGHT AND BALANCE
2.3.5.1 BASIC DATA
To establish the allowable installation weight of the viewing system and
its effect on helicopter center of gravity, References 1 and 2 were obtained
from Talmantz Aviation, along with current Weight and Balance Reports and
Basic Weight and Balance Records maintained by Talmantz Aviation for both
helicopters of the Newport Beach Police Department, Weight and balance
for both machines were computed for all conditions considered in this
analysis. The differences in numerical results of the computation are so
small as to be negligible and had no effect on conclusions drawn. Results
will, therefore, be shown for only one machine, N9626F.
For balance calculations the measurement reference system of Reference 1
and 2 is used. The longitudinal reference datum line is arbitrarily taken
as 100 inches forward of the main rotor; i.e., the main rotor is at
station X = 100, and is marked so on the helicopter frame. The lateral
datum is the longitudinal axis of the helicopter, through the main rotor.
Distances (Y) to the right are positive and those to the left are negative.
The center of gravity must fall within the trapezoid formed by the following
stations, also shown graphically in Figure 7.
Longitudinal Station Lateral Station
(Inches) (Inches)
95 +2.25, -1.0
100 +3.33, -2.25
Allowable maximum gross weight is 1900 lbs.
Basic helicopter, crew, fuel, ballast and litter passenger weight and
center of gravity from References 1 and 2 are listed in Table I.
-15-
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X INC
1
92
94
96
S
98
100
02
HE
V -5 -4 -3 -2 -1 0 1 2 3 4 5
Y'-INCHES
FIGURE 7 ALLOWABLE CENTER OF GRAVITY POSITION
-16-
TABLE I
BASIC WEIGHTS
Weight
Component Pounds
1.
Basic Helicopter
1213.8
2.
Pilot
170
3.
Observer
170
4.
Center Seat Passenger
170
5.
Litter Passenger
170 (assumed
-32.7
value)
6.
Fuel
180
7.
Ballast
85 total
Center Seat, all, or
part
Right hand seat, all
or part
Litter basket, 45
Litter basket, 20 x
2
In ballast bag, 85
8. Ballast bag, when used 2.5
or
or
C. G. Location (Inches
Longitudinal
Lateral
101.4
+ 0.8
83.2
-13.0
83.2
+13.0
80.0
0.0
99.5
+32.7
107.0 +16.5
80.0
0.0
83.2
+13.0
97.2
+32.7
102.2
+32.7
89.25 (normal)
-32.7
52.5
-32.7
89.25
-32.7
52.5
-32.7
For reasons of maximum gross weight and lateral c.g, position, not all
possible combinations of the foregoing are allowable. For example,
with the pilot, observer, litter patient, fuel and ballast the helicopter
weighs 1989 lbs. and is overweight. Removing ballast still leaves the
helicopter too heavy. If the litter is occupied, without the observer,
the helicopter is within weight limits but the ballast must be stowed
in the ballast bag on the left float, station -32.7, to keep the c.g.
from being too far to the right.
-17-
2.3.5.2 TYPICAL CURRENT OPERATION
Two conditions of helicopter loading will be presented as typical of
expected operating conditions. Based on these conditions, the weight
capacity which can be allocated to the viewing system will be determined
and its effect on c.g. calculated.
a. The most common operation will be with a pilot and observer on-
board, with litter ballast stowed on the center seat. Conditions
of full and empty fuel tanks will be considered. In each follow-
ing table weight is in pounds, locations in inches, and moments
in inch - pounds. Table II shows the results with a full fuel load.
TABLE II
NORMAL WEIGHT AND BALANCE
Component
Weight
X
Moment
Y
Moment
Pilot
170
83.2
14,144
-13.0
-2210
Observer
170
83.2
14,144
+13.0
+2210
Ballast
85
80.0
6,800
0.0
0.0
Ballast bag
2.5
89.25
223
-32.7
-82.0
Fuel
180
107.0
19,260
+16.5
+2970
Basic Helicopter
1214
101.4
123,154
+ 0.8
+ 971
Total
1821.5
97.5
177,825
+ 2.1
+3832
Note that X and Y
total results are
computed by dividing
total moment
by total weight.
If the fuel contributions
to
weight and
moment are
subtracted out the
results
listed in
Table III
are obtained.
S[:12
TABLE III
NORMAL (EMPTY) WEIGHT AND BALANCE
Component Weight X Moment Y Moment
Total 1641.5 96.5 158,565 + .5 + 862
In both cases the c.g. is within allowable limits,
b. The condition of litter occupancy will have a pilot, litter
passenger, litter ballast and bag and full and empty fuel
tank. The results of these computations are shown in Table IV.
TABLE IV
LITTER OCCUPIED WEIGHT AND BALANCE
Component
Weight
X
Moment
Y
Moment
Pilot
170
83,2
14,144
-13,0
-2210
Litter Passenger
170
99.5
16,915
+32.7
+5559
Ballast & bag
87.5
89.25
7,809
-32.7
-2862
Fuel
180
107.0
19,260
+16.5
+2970
Basic Helicopter
1214
101.4
123,154
+ 0.8
+ 971
Total Full Fuel
1821.5.
99.5
181,282
+ 1.3
+2428
Total Empty Fuel
1641.5
98.9
162,022
- 0.3
- 542
The c.g. is again within allowable limits.
-19-
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2.3.5.3 VIEWING SYSTEM ALLOWABLE INCREMENT
In the typical operating conditions listed previously, the helicopter
gross weight is 1821.5 lbs. Subtracting from the maximum gross weight
of 1900 lbs. the allowable addition to the craft is 78.5 lbs. The loca-
tion of the current searchlight installation is at longitudinal station
59 and lateral station +12.6. Assuming the weight of the viewing system
were 78.5 lbs and all the weight is located at the same station, the
results in Table V are obtained.
TABLE V
MAXIMUM WEIGHT VIEWING SYSTEM /EFFECTS ON
NORMAL OPERATING CONDITIONS
Condition Weight X Moment X Moment
Normal -full, + 1821.5 97.5 177,825 +2.1 +3832
maximum viewing
system
78.5 59 4,632 +12.6 + 989
Total 1900.0 96.0 182,457 2.5 +4821
This condition is marginal with respect to lateral stability. If the
ballast is installed in the ballast bag, however, Table VI results.
=115
Condition
Normal -full
Minus ballast
on center seat
Net
plus ballast
in ballast bag
TABLE VI
MAXIMUM WEIGHT VIEWING SYSTEM /EFFECTS
WITH BALLAST IN BALLAST BAG
Weight X Moment Y Moment
1821.5 97.5 177,825 +2.1 +3832
85 80 6,800 0 0
1736.5
98.8
171,025
+2.1
+3832
85
89.25
7,586
-32.7
-2780
Net
1821.5
98
178,611
+0.6
+1052
+maximum
viewing 78.5
59
4,632
+12.6
+ 989
system
Total
1900
96.5
183,243
+1.1
+2041
----------------------------------------------
Minus fuel 180
107.0
19,260
+16.5
+2970
Total
1720
95.2
163,983
-0.5
-929
Both conditions have c.g,
well within
limits.
Consider
the addition of
the maximum weight viewing system
to the condi-
tion of
litter occupied.
These results are listed in Table VII.
-21-
TABLE VII
MAXIMUM WEIGHT VIEWING SYSTEM /EFFECTS
ON LITTER OCCUPIED CONDITION
Condition
Weight
X
Moment
Y
Moment
Litter occupied,
1821.5
99.5
181,282
+1.3
+2428
full fuel
+ maximum view-
78.5
59
4,632
+12.6
+ 989
ing system
Total
1900
97.8
185,914
+1.8
+3417
Litter occupied,
1641.5
98.9
162,022
-0.3
- 542
empty fuel
+ maximum view-
78.5
59
4,632
+12.6
+ 989
ing system
Total
1720.0
96.8
166,654
+0.3
+ 447
Both conditions have the c.g. within limits.
It should be noted it is necessary for the ballast to be stowed in the
ballast bag on the left float.
2.3.5.4 ESTIMATED VIEWING SYSTEM INCREMENTAL WEIGHT
The actual weight of the viewing system is estimated as follows:
Stabilizing Head 12 lbs.
Low Light Level Display Unit 11
Mounting Tubes 28
Bracing Tubes 1.5
Folding Mirror Assembly 3
Lenses 3
Batteries 1
Rudder Cranks and Doubler 5
Miscellaneous 5
Total 69.5
-22-
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Not all of this weight is an increment to be added to the helicopter,
however, since some of the existing searchlight system will be removed.
Based on estimated volume of material in the tubes of the present installa-
tion, the weight to be removed is 11.2 lbs, leaving a net increase to
rotorcraft weight of 58.3 lbs. This is approximately 20 lbs below the
maximum allowable increment of 78.5 lbs determined previously. If the
weight is rounded off to 60 lbs, allowing some room for estimating error,
the weight and balance of the helicopter is illustrated in Table VIII.
TABLE VIII
ESTIMATED WEIGHT VIEWING SYSTEM /EFFECTS
ON WEIGHT AND BALANCE
Condition
Weight
X
Moment
Y
Moment
Normal -full
1821.5
98
178,611
+0•6
+1052
ballast in bag
Estimated weight
60
59
3,540
+12.6
+ 756
viewing system
Total
1881.5
96.8
182,151
+1.0
+1808
Minus fuel
180
107
19,260
+16.5
+2970
Total
1701.5
95.7
162,891
-0.7
-1162
Litter occupied,
1821.5
99.5
181,282
+1.3
+2428
full fuel
Estimated weight
60
59
3,540
+12.6
+ 756
viewing system
Total
1881.5
98.2
184,822
+1.7
+3184
Minus fuel
180
107
19,260
+16.5
+2970
Total
1701.5
97.3
165,562
+0.1
+ 614
This table demonstrates the
helicopter
c.g. will
be properly positioned
for the conditions
listed.
-23-
LI
E>
2.4 PERFORMANCE CAPABILITIES
The Philco -Ford Police Helicopter Viewing System provides the capability
to view targets during nighttime operation with an angular resolution
better than available in daylight with the unaided eye. In addition, the
stabilized scene will have an apparent magnification to the operator.
What this means in practice is that the operator will be able to detect
and recognize small objects better at night than he could in the daylight
with his unaided eye and will permit surveillance flights to take place
at higher altitudes. This is in contrast to the present situation where
the human eye resolution capabilities degrade rapidly with lower illumina-
tion levels.
The key elements that provide this increased viewing capability are the
stabilizing head and the low light level display unit. The stabilizing
head has been designed to follow low frequency angular inputs and at the
same time attenuate the dominant angular vibrational inputs from the heli-
copter by a factor of 15 or more. The latter is sufficient to isolate
the scene from the higher frequencies inputs to better than 0.15 milli -
radians rms and to effectively remove the blurring effects of vibration
1 under normal usage. The stabilized scene follows the pointing control
handle inputs with a bandwidth of about 1.5 hertz, which is sufficient
for smooth tracking of fixed or moving objects. Laboratory and field
testing of the breadboard model of the stabilizing head has resulted in
quantified data that verified the performance capability described above.
The low light level display unit provides an effective light amplification
of several thousand to the operator with an angular resolution capability
of better than 0.12 milliradians and an apparent magnification of 5X
(50 field of view) to lOX (2.50 field of view) when the five inch screen
is viewed from 12 inches. Rooftop tests conducted with similar image
intensification systems have shown that this light amplification capa-
bility is normally sufficient for viewing dimly or unlit areas, even when
streetlights or automobile headlamps are present in the displayed scene.
It is interesting to note that these tests also showed it is possible to
look at brightly lit areas by reducing the tube gains, and except when an
automobile headlight was directly pointed at the intensifier (which would
rarely happen to an airborne sensor), bright lights did not hamper viewing
capability. The image intensifier approach chosen affords better low
light level performance than can be achieved with closed circuit low light
level TV systems.
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The viewing system is constructed in a manner which permits the field of
view displayed to be changed from 2.5 degrees to 5 degrees for evaluation
purposes. The apparent magnification will vary from 1OX to 5X with these
changes. The intent is to gather data and experience which will lead to
a final configuration based on the optimum trade -off between field of view
and apparent magnification. The range of 2.5 to 5 degrees was selected
because acquisition of a given point becomes difficult for fields of view
less than about 2.5 degrees and fields larger than 5 degrees would not
provide sufficient magnification when displayed on a 5" screen.
The pointing control mechanism enables angular coverage of nearly the
full lower right eighth of sphere (relative to the helicopter) plus
30 degrees in azimuth of the lower left eighth of a sphere. In quantita-
tive terms, the angular coverage is from 30 degrees left of the helicopter
centerline to 100 degrees right and from horizontal to sixty degrees down.
This angular coverage is sufficient for the helicopter to orbit around a
given point, to follow moving vehicles or to conduct surveillance patterns
along streets, buildings, etc.
-25-
THIS PAGE
INTENTIONALLY LEFT BLANK
-26-
SECTION 3
PROGRAM PLAN
1 The use of existing technology and of components has been the primary consid-
eration in the development of the Philco -Ford Police Helicopter Viewing
System Program Plan. Repackaging of a simplified viewing system which has
already been developed as part of a Philco -Ford in -house research project
is the key element in accomplishing this program within the proposed cost
and schedule constraints. Philco -Ford believes the technical risks asso-
ciated with the development of the viewing system are low since the key
' element in the system has been fabricated in -house in similar form and has
performed well under simulated tests.
3.1 PLAN OF ACCOMPLISHMENT
Figure 8 is the Master Schedule and shows the implementation plan to
modify one helicopter and install and demonstrate one viewing system.
The initial three -week preliminary design effort will consist of complet-
ing layouts for the mechanical and optical designs together with a system
analysis to insure that the design will satisfy specification requirements.
and will be compatible with the helicopter interface. A design review
will be held at the conclusion of the preliminary design effort wherein
the engineers will present their design and performance analyses to a
review team composed of technical management and the program manager.
Successful completion of the design review will signal the release of
purchase orders for all long lead items, the initiation of detail design,
and the preparation of the FAA Certification application. A second heli-
copter could be modified if desired and optional costs for same are
included in the Cost Section.
-27-
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Purchase Notices will be prepared during the preliminary design effort for
all items having an expected procurement span of six weeks or more. Pre-
liminary contacts with potential suppliers during the preparation of the
proposal indicates that the optics and display tube will be the major
long lead items with procurement running from eight to ten weeks after
placement of order. Coordination with suppliers will continue during
preliminary design to insure that the suppliers understand our technical
requirements and to formulate opinions on the technical and performance
capabilities of the competing suppliers. All long lead purchase orders
should be placed by the end of the fourth week. All purchased parts
should be delivered, inspected, and in stock by the end of the 14th week.
Detail design of the viewing system and the helicopter modification will
begin after completion of the preliminary design review. Since the modi-
fication design will be dependent on the configuration of the viewing
system, it will lag the viewing system by about two weeks. By the end of
the eighth week, the detail design will have progressed to the point
where drawing release can be initiated. At this point, the second design
review will be conducted. This review has two objectives. As in the pre-
liminary design review, management will be reviewing the design for its
technical adequacy in satisfying the specification requirements. Secondly,
manufacturing personnel will be given an overview of their job. On com-
pletion of this design review, purchase orders will be let on the balance
of buy items, and manufacturing of in -house make items will begin. All
drawings necessary for fabricating parts will have been completed by the
end of the 13th week.
' Engineering personnel will begin assembling the viewing system during
the 17th week. Six weeks have been scheduled for the assembly, integra-
tion, and checkout of the system. During this period, the helicopter
modification kit will be completed and checked against the system and
helicopter to insure a minimum of problems during actual helicopter modi-
fication. Modification of the helicopter, together with installation and
checkout of the sighting system will be completed by the end of the 26th
' week. A three -month evaluation period by the Newport Beach Police
Department will be supported by Philco -Ford personnel.
3.2 FAA CERTIFICATION
In order to fly the helicopter with the viewing system installed, it will
be necessary to obtain approval of the Federal Aviation Administration (FAA).
In addition to the legal necessity for this action, approval of this agency
will assure the city that the modification has been accomplished in a
safe and sound manner.
When the preliminary design of the helicopter modification and viewing
system is finished, work will begin onthe analyses necessary to support
-29-
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Ian application for a Experimental Type Certificate. This will consist
of analyses of structural and tail rotor control linkage modifications,
system functional discussions to verify there are no effects on instru-
mentation, and analysis of communications and electrical power require-
ments to the degree that the FAA or Philco -Ford may deem necessary to
demonstrate safety of flight. The application will be submitted at the
end of the third month of the program. Close liaison with the FAA will
be maintained during their study of the application. In addition, our
interface coordinator will monitor design, component fabrication,
modification of both helicopters, and subsequent installation of the
viewing system.
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SECTION 4
ORGANIZATION AND EXPERIENCE
1
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-31-
This section describes the program organization planned for the Philco -
Ford Police Helicopter Viewing System and defines the relationship of
1
this organization to Aeronutronic and Philco -Ford. Also described are
the management procedures and controls which will be used on the program.
'
4.1 ORGANIZATION
Aeronutronic is a Division of the Aerospace and Communications Operations
of Philco -Ford Corporation, a wholly owned subsidiary of Ford Motor
'
Company. Mr. Louis F. Heilig, Vice President and General Manager,
Aeronutronic Division, reports to Mr. E. L. Montgomery, Executive Vice
1
President and General Manager, Aerospace and Communications Operations.
The Plice Helicopter Sighting program will be assigned to the Advanced
Development Operation, H. F. Hoesterey, Director. Reporting to Mr.
Hoesterey are two line organizations, Engineering and Logistics and staff
1
of program managers. Primary responsibility for the accomplishment of
the proposed program will be assigned to Mr. K. E. Verble, Manager,
Air Strike Programs. As Program Manager, Mr. Verble has complete
responsibility for the performance of the program, and as such, he is
1
the single point contact for both the Newport Beach Police Department
and Philco -Ford management. Figure 9 shows the position of the program
team within the Aeronutronic Division. The chart identifies key members
of the team and shows the relationship of these personnel to Division
management.
1
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-33-
4.2 PROGRAM MANAGEMENT
Aeronutronic proposes to use program control techniques which have been
optimized for the size and scope of the Police Helicopter Viewing System
Program. These controls have proven to be highly effective on quick
'
reaction programs. The Program Manager is responsible for all aspects of
the program including program planning, schedule control, cost control,
subcontract management, program reporting, and customer liaison. His
'
team conducts the work within the terms of end item requirements, schedul-
ing and budget constraints which he establishes. In the management of his
program, he is provided staff assistance by the Contract Administration
and Financial Plans Department. Contract Administration is responsible
for all contract negotiations and modifications and is the point of con-
tact with the customer on all contractual matters. Financial Plans pro-
,
vide the services required to establish and administer budgets, advises
the Program Manager on any budgetary problems, and prepares financial
reports for top management reviews.
4.3 PERSONNEL EXPERIENCE
A summary of the related experience of the principal employes who will
be assigned to this program is as follows:
Name Assignment Education and Experience
'
K. E. Verble Program Manager 15 years engineering and manage-
ment experience. Managed Pave
Knife program since inception.
Managed program efforts to advance
'
state of the art on stabilized
optical tracking systems for air-
,
borne and naval use prior to Pave
Knife assignments. BS degree
Aeronautical Engineering, North
Carolina State College; MS degree,
'
Aeronautical Engineering, USC,
LL.B. degree, La Sale Extension
University.
'
E. Ekaireb Technical Manager 13 years engineering and project
engineering experience. Project
'
responsibility on Pave Knife test
equipment and Shillelagh test
equipment. Managed the engineering
effort on the Shillelagh Reliabili-
ty Confidence Testing Program.
BSME and BSEE degrees with
scholastic honors.
F
-33-
Name
R. H. Ottoson
S. G. Myers
N. H. Prechel
W. L. Rawlings
Assignment Education and Experience
Mechanical Design 20 years experience in mechanisms
design and manufacturing. Design
responsibility for all stabilized
sight efforts for land, sea, and
airborne applications. BS degree
in Aeronautical Engineering from
the University of Minnesota.
Optics Design 19 years engineering experience in
design of optical and electro-
optical systems and instruments.
Responsible for design, fabrica-
tion and alignment of Pave Knife
Optical System. Conceived and
supervised the establishment of
a prototype optical laboratory to
fabricate optical systems such as
Pave Knife.
Systems Design 19 years experience in systems
analysis. Responsible for per-
formance of analytical and analog
simulation studies for various
tactical weapons systems. Addi-
tional experience in generating
performance specifications and
design requirements. BS degree
in mathematics and physics.
Aircraft Interface 13 years experience in interface
coordination of major aircraft
and missile weapon systems includ-
ing six years on integrating the
Shillelagh missile system with
MBT -70, M -60 and Sheridan tanks.
Three years as flightline mainte-
nance officer in USAF. BS in
Aeronautical Engineering and MS
in Aerospace Engineering.
-34-
1
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SECTION 5
PRICE INFORMATION
The program described herein is proposed for a single helicopter installa-
tion at a firm fixed price of $124,159. As an option, one additional
helicopter can be modified to accept the Low Light Level Viewing System
for a firm fixed price of $3,699.
-35-
1
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POLICE HELICOPTER VIEWING SYSTEM PROPOSAL
PROGRAM COST DSrAIL
Direct Engineering Labor
Man Months
Rate
Dollars
Program Management
1.0
$1,947
$ 1,947
Principal Engineer
0.1
1,918
192
Senior Engineer
14.2
1,633
23,189
Engineer
1.7
1,351
2,297
Draftsman
3.3
1,075
3,548
Technician
6.9
892
6,155
Subtotal
$37,328
Fringe Benefits
@37.2%
13,886
Total Direct Engineering Labor
$51,214
Material (See Note 1)
16,090
Travel
27
Technical Publications
300
Engineering Overhead and G&A
Overhead
@52.5%
26,887
G&A
@23.5%
18,354
Total Cost
$112,872
Profit @ 10%
11,287
Price JL24 159
POLICE HELICOPTER VIEWING SYSTEM PROPOSAL
NOTE 1: The estimates for detail material costs are summarized below:
Unit
Quantity
Total
Item (Vendor, if known)
Cost
Required
Cost
Bearings (Barden)
$ 6
48
$ 288
Tubing - aluminum
9
30 ft.
270
Box (Zero)
50
4
200
Lamps
16
6
96
Flex Cable (Macwhyte)
99
8
792
Control Handle
22
2
44
Sheet material - aluminum
-
-
880
Seals (National Rubber)
16
6
96
Rod and bearings
11
30
330
Rack
9
8
72
Lenses - objective (Burke & James)
82
2
164
- half /objective (Burke & James)
40
2
80
- first relay (Burke & James)
82
2
164
- second relay (Rolyn)
132
2
264
- wide field (Burke & James)
506
1
506
- med. field (Burke & James)
83
2
166
- narrow field (Burke & James)
86
2
172
Mirrors - MI (Optical Industries)
27
3
81
- M2 (Optical Industries)
28
3
84
- M3 (Optical Industries)
33
3
99
- M4 (Optical Industries)
44
3
132
- M5 (Optical Industries)
44
3
132
- M6 (Optical Industries)
53
3
159
- M7 (Optical Industries)
61
3
183
Filters (Rolyn)
248
2 sets
496
Prism, double dove (Precision Optics)
1,870
1
1,870
TV Display Unit (Varo)
8,270
1
8,270
Total - Material Cost
$16,090
SECTION 6
CONTRACTUAL INFORMATION
6.1 GENERAL CONDITIONS
If this proposal is accepted, the contract resulting shall be of a firm -
fixed -price type. Philco -Ford understands that, under LEAA Grant 73 -DF-
09-0046, the grant funds, which form a part of the funds to be used by the
City of Newport Beach to pay for performance of such resulting contract,
are subject to the five Special Conditions and to the twenty-one Standard
Grant Conditions attached to the Grant Award. Some of these conditions
are by their nature applicable only to the grantee or subgrantee. With
respect to those conditions required to be incorporated into the resulting
contract, Philco- Ford's comments are as follows:
6.1.1 PRIOR LEAA APPROVAL OF CONTRACT
'
Philco -Ford understands that it is not obligated to commence performance
under any resulting contract until it has received LEAA approval (Special
Condition 4). Consequently, this approval should be obtained as soon as
possible. Philco -Ford further understands that the City of Newport Beach
will furnish Philco -Ford a copy of the LEAA letter of approval or other
satisfactory evidence of such approval as soon as obtained.
'
6.1.2 PATENTS
Philco -Ford has a patent position with regard to the stabilized sight and
does not propose herein to grant rights thereunder to the buyer. However,
if any discovery or invention is developed in the course of the work per-
formed under the proposed contract, Philco -Ford is agreeable to reporting
such discovery or invention to the City of Newport Beach for further con-
'
sideration by the department of Justice Law Enforcement Assistance Admin-
istration (LEAA) in accordance with Standard Grant Condition (3).
-36-
6.1.3 EQUAL OPPORTUNITY
With respect to non - discrimination on the basis of race, creed, color or
national origin and other non - discrimination provisions and requirements
of Title VI of the Civil Rights Act which are made applicable in the Stan-
dard Grant Conditions, Philco -Ford complies with Equal Opportunity provi-
sions of the Department of Defense which are believed to be as comprehen-
sive as those applicable to the grant funds.
6.1.4 INSPECTION AND AUDIT
Philco -Ford acknowledges the right of the Comptroller General to examine
and audit relevant books and records pertaining to the proposed contract.
With respect to LEAA, Philco -Ford has a resident auditor of the Defense
Contract Audit Agency through which LEAA can obtain any necessary audit
information.
6.2 SPECIAL CONTRACT PROVISIONS
In addition to the conditions specified in 6.1 above, this proposal is
based on the following special provisions which are considered to be a
part of any resultant contract.
6.2.1 REPAIR /REPLACEMENT OF DEFECTIVE COMPONENTS
It is understood that there is no express or implied warranty by Philco -
Ford of SUITABILITY FOR INTENDED PURPOSE OR OF MERCHANTABILITY and that
Philco -Ford shall not be responsible for consequential damages. However,
Philco -Ford will for a period of 12 months make repairs of defective items
or replace defective components within the contract price provided (i)
the defect or failure to function as caused by faulty material or work-
manship of Philco -Ford, (ii) was not caused by misuse or abuse of the
equipment or by use of the equipment under conditions for which it was
not designed and (iii) that Philco -Ford receives written notice of the
defective material within the period mentioned and receives the cooperation
of the City of Newport Beach in ascertaining the cause of the difficulty
and a reasonable opportunity to correct.
6.2.2 PAYMENT
Once each month, Philco -Ford may submit to the City of Newport Beach, Cali-
fornia, an invoice or voucher supported by a statement of cost incurred by
Philco -Ford in the performance of this contract. The payment upon receipt
of the invoice or voucher designated as "completion invoice" or "completion
voucher ", and upon compliance by Philco -Ford with all provisions of this
contract, the City of Newport Beach, California shall promptly pay to
Philco -Ford any balance of the contract price not previously paid to Philco -
Ford.
-37-
1
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6.2.3 DELIVERY
Delivery of items identified in this contract as deliverable will be evi-
denced by Philco -Ford Form ARD 3040, Invoice- Shipper, which will be signed
by an authorized representative of the City of Newport Beach, California
upon receipt of deliverable items.
6.2.4 PERIOD OF PERFORMANCE
Philco -Ford will perform the requirements of this contract, as outlined
in Philco-Ford Corporation, Aeronutronic Division Proposal P- 20741, for
a period of thirty -nine (39) weeks after receipt of a fully- executed con-
tract. The warranty identified by paragraph 6.2.1 above will cover a
' twelve (12) month period measured as the fifty-two (52) week period imme-
diately following the end of the aforementioned 39th week.
II
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SECTION 7
REFERENCES
1. "Approved Rotorcraft Flight Manual, Hughes 300C Model 269C
Helicopter ", Hughes Tool Company, Aircraft Division, Culver City,
California, 30 April 1970.
2. "Supplement to the DO- Approved Rotorcraft Flight Manual,
Rotorcraft Right Hand Litter and Litter Float Kit," Hughes Tool
Company, Aircraft Division, Culver City, California, 31 July 1970.
-39-
V
CITY OF NEWPORT BEACH
CALIFORNIA
City Hall
3300 W. Newport Blvd.
Area Code 714
673 -2110
DATE October 23, 1973
MEIN ME ME i1 . "k IN-21 1 ; 1W08
FROM: City Cleric
SUBJECT: Contract No. 1558
Description of Contract Devalopuont of a 1ZW Light level Viewing System
or Pblice coptera0
Authorized by Resolution No. 8070 , adopted on 8 -13 -73
Effective date of Contract October 15, 1973
Contract with Philoo -Ford Aermutzonics Div.
Address Ford Road
Newport Beach
Amount of Contract $124,159.00
city
PHiLCO
Aeronutronic Division
Philco -Ford Corporation
October 15, 1973
City of Newport Beach, California
City Hall
3300 Newport Blvd.
Newport Beach, California 92660
Attention:
Dear Mr. O'Neil:
Mr, Dennis O'Neil
City Attorney
Ford Road
Newport Beach, California 92663
G080 -73 -107
Enclosed herewith are three copies of the agreement between Philco -
Ford Corporation and the City of Newport Beach for development of
a Low Light Level Viewing System. These copies have been executed
by our Mr. John L. Dampman, Controller, who has authorization to
sign for our Vice President and General Manager, Mr, Louis F. Heilig,
Unfortunately Mr, Heilig is out of town on business and is not able to
execute the agreement.
Confirming our telephone conversation of October 15, 1973 please
forward a copy of the letter from the California Counsel on Criminal
Justice indicating their approval of this agreement in compliance with
paragraph 13 thereof. Also, please forward one fully executed copy
of this agreement to the attention of our Mr. R. W. Garrett, Manager
of Contract Administration, as soon as same has been executed for
the City of Newport Beach.
Very truly yours,
R. T. Wise, Manager
Advanced Development Operation
Financial Department
Enclosures
10 -15 -73
Lt. Cibbarelli;
Attached are two fully executed copies of subject agreement. Please forward.one
copy to Philco Ford. Please contact the City Attorney regarding additional
distribution. The original agreement has been retained ff"re my office for the
official f ile. -- %.—'
PCSfy Mer
A G R E E M E N T
Low Light Level Viewing System
THIS AGREEMENT is made and entered into this 15
day of pr-, D &E e , 1973, by and between the City of
Newport Beach, a municipal corporation (hereinafter referred
to as "City "), and Philco -Ford Corporation, Aeronutronic
Division (hereinafter referred to as "Philco- Ford ").
WHEREAS, the California Council on Criminal Justice
(CCCJ) has received a grant from the United States Department
of Justice Law Enforcement Administration (LEAA), designated as
Grant No. 73 -DF -09 -0046 and dated June 29, 1973, for the develop-
ment of a police helicopter low light level viewing system, said
Grant Award being incorporated herein by reference, and the CCCJ
having subgranted said grant to the City; and
WHEREAS, the City has the basic responsibility for
implementing and administering said grant; and
WHEREAS, the City has approved and obligated addi-
tional funds to be utilized in conjunction with the grant; and
WHEREAS, City has determined that a stabilized low
light level viewing system would provide a valuable aid to the
police helicopter nighttime surveillance capability; and
WHEREAS, Philco -Ford has submitted a. proposal No.
P- 20471A, updated to July 20, 1973, for development of a Low
Light Level Viewing System of the Newport Beach Helicopter, which
is consistent with the said LEAA grant and CCCJ subgrant condi-
tions and other special conditions as imposed by the City;
NOW, THEREFORE, the parties hereto agree as follows:
1. The proposal entitled "Low Light Level Viewing
System for the Newport Beach Police Helicopter - No. P- 20741A",
-1-
•
updated to July 20, 1973, is attached hereto, marked Exhibit "A"
and made a part of this Agreement by this reference.
2. The terms, conditions, schedules, charts, illustra-
tions, tables, costs, delivery dates, prices, and any and all
other data and provisions as set forth in Exhibit "A ", and
this Agreement shall constitute the basic duties and obligations
of Philco -Ford and the City hereunder.
3. It is expressly understood and agreed that the
CCCJ will retain ultimate control and responsibility for the
grant award project, and Philco -Ford agrees to be bound by the
terms and conditions of the grant award to the extent that they
place any obligation or responsibility upon Philco -Ford.
4. No performance of this agreement or any portion
thereof may be assigned by Philco -Ford without the express
written consent of City, and any attempt by Philco -Ford to assign
any performance of the terms of this agreement without the
express written consent of City shall be null and void and shall
constitute a breach of this agreement. Whenever Philco -Ford is
authorized to assign and does assign responsibility for per-
formance of the contract, Philco -Ford shall use its best efforts
to include the terms of this agreement, to the extent applicable,
in each such assignment.
5. Philco -Ford hereby assures that it will comply with
Title VI of the Civil Rights Act of 1964 and all requirements
imposed by or pursuant to regulations of the Department of
Justice and the LEAA issued pursuant to that title, to the end
that no person shall, on the grounds of race, creed, color, sex
or national origin be excluded from participation in, be denied
the benefits of, or be otherwise subjected to discrimination
under this Agreement or under any project, program, or activity
supported by this Agreement. Philco -Ford will comply with
Justice Department Equal Employment Regulations in federally-
-2-
E
assisted programs (28 CFR Part 42, Subpart D) to the end that
employment discrimination in such programs on the grounds of
race, color, creed, sex, or national origin shall be eliminated
Philco -Ford recognizes the right of the United States to seek
judicial enforcement of the foregoing covenants against
discrimination.
Philco -Ford shall comply with Executive Order No.
11246, entitled "Equal Employment Opportunity," as supplemented.
Philco -Ford shall be required to have an affirmative action
plan which declares that it does not discriminate on the basis
of race, color, religion, creed, national origin, sex, and age,
and which specifies goals and target dates to assure the imple-
mentation of equal employment.
6. Philco -Ford agrees that the Comptroller General
of the United States, or his duly authorized representatives
shall have reasonable access to and the right to examine, audit,
and inspect any directly pertinent books, documents, papers and
records of Philco -Ford, involving transactions relating to
this Agreement. Said books, documents, papers and records shall
be kept and maintained by Philco -Ford for a period of three
years after termination of the contract. Philco -Ford further
agrees to keep and maintain all records that may be required
to be kept and maintained by applicable laws or regulations of
Federal, State or Local Government units.
7. Where activities supported by this Agreement
produce original computer programs, writing, sound recordings,
pictorial reproductions, drawings or other graphical representa-
tion and works of any similar nature (the term computer programs
includes executable computer programs and supporting data in
any form), the CCCJ, the LEAA, and City reserve the right to
use, duplicate and disclose, in whole or in part, in any manner
for any purpose whatsoever, and to authorize others to do so.
-3-
0 0
If the material is subject to copyright, City reserves the
right to copyright such and Philco -Ford agrees not to copyright
such material. If the material is copyrighted, the CCCJ and
the LEAA reserve a royalty -free, non - exclusive, and irrevocable
license to reproduce, publish, and use such materials, in
whole or in part, and to authorize others to do so. Philco-
Ford shall retain the right to use in any manner whatsoever,
reproduce and publish such materials in whole or in part;
provided, however, that if such material was developed solely
in the course of performance of this agreement, Philco -Ford
shall include the following disclaimer on any publication of the
material:
"The preparation of these materials was
financially aided through a Federal grant from the Law
Enforcement Assistance Administration and.the California
Council on Criminal Justice under the Omnibus Crime
Control and Safe Streets Act of 1968, as amended, The
opinions, findings and conclusions in this publication
are those of the author, and are not necessarily those
of the Law Enforcement Assistance Administration or the
California Council on Criminal Justice."
B. If any discovery or invention arises or is
developed in the course of or as a result of work performed
under this Agreement, Philco -Ford shall refer the discovery or
invention to the City and CCCJ. Philco -Ford hereby agrees that
determinations of rights to inventions or discoveries made
under this Agreement shall be made by LEAA, or its duly authorized
representative, who shall have the sole and exclusive powers to
determine whether or not and where a patent application should
be filed and to determine the disposition of all rights in such
inventions or discoveries, including title to and license rights
under any patent application or patent which may issue thereon.
WE
0
0
0
The determination of LEAA, or its duly authorized representative,
shall be accepted as final, provided, however, Philco -Ford
shall retain an irrevocable, royalty -free license to use any
invention or discovery developed hereunder for any purpose.
9. Philco -Ford shall comply with applicable regula-
tions and standards of the Cost of Living Council in establish-
ing wages and prices. Philco -Ford certifies that the sub-
mission of an invoice or voucher for property, goods or services
furnished under this Agreement does not exceed the maximum
allowable levels authorized by the Cost of Living Council
regulations or standards. Violations shall be reported to
CCCJ and the local Internal Revenue Service field office.
10. To the extent that Philco -Ford possesses any
public records pertaining to this Agreement, Philco -Ford shall
comply with the requirements of Sections 6250 through 6260 of
the Government Code of the State of California. Philco -Ford
also agrees to cooperate with the City in respect to the
City's obligations under the LEAA Guide for Comprehensive Law
Enforcement Planning and Action Grants relating to the availa-
bility to the public of identifiable records or other documents
that are pertinent to the receipt or expenditure of LEAA funds.
11. The City reserves the right to terminate this
Agreement at any time provided that the City shall notify
Philco -Ford by certified mail addressed to Philco -Ford Corpora-
tion, Aeronutronic Division, Ford Road, Newport Beach,
California 92663, Attention: Controller, at least 24 hours
prior to the termination. In the event of such termination,
the City shall pay to Philco -Ford, all of its costs reasonably
incurred prior to the time of termination, reasonable profit and
overhead on such costs and any expenses or costs directly
attributable to and made necessary by said termination, but
in no event shall such payments exceed the agreed contract price.
-5-
12. If Philco -Ford refuses or fails to prosecute the
work with such diligence as will insure its completion within the
time specified in Exhibit "A", or in any other way materially
breaches the terms or conditiops of the Agreement, the City reserves
the right to terminate Philco- Ford's right to proceed with the
work. On such termination, Philco -Ford shall be liable to the City
for such damages as are directly attributable to Philco- Ford's
failure to perform; provided, however, that Philco -Ford shall
not be liable for such damaq'es if its failure to perform arises
out of causes beyond the control of Philco -Ford. Such causes shall
include but are not limited to Acts of God or of the public enemy,
acts of the Government in its sovereign or contractual capacity,
fires, floods, epidemics, quarantine restrictions, strikes, or
freight embargoes. If termination under this Article 14 is there-
after determined to have been erroneous or improper, it will be
deemed to have occurred under Article 13.
13. This Agreement is subject to the approval of the
Law Enforcement Assistance Administration and /or the California
Council on Criminal Justice.
14. For the work set forth in this Agreement, Philco-
Ford shall be compensated at a total cost of $112,872, plus a
profit of $11,287, for a total fixed price of $124,159.
THIS AGREEMENT is executed by the parties hereto as of
the date first above written.
APPR D AS TO FO .
r
Citk Attorney
mh
101573
CITY OF NEWPORT BEACH
c
By:
yor
ATTEST: -
C Clerk
CITY
PHILCO -FORD CORPORATION
AER0I1RQNIC DIVIZ ON
By: G ev • (
l.N� /5
Lo s F. He fig, ice Pre d 3
&
41 ral Man ger
PHILCO -FORD
-6-
CITY OF NEWPORT BEACH
TO: FINANCE DIRECTOR
FROM: City Clerk
SUBJECT: Contract No. 6.1558
Description of Contract
CALIFORNIA
City Hall
3300 W. Newport Blvd.
Area Code 714
673 -2110
Viewing System
Authorized by Resolution No. SOTD , adopted on August 13. 1973
Effective date of Contract juMint 1973
Contract with
a�aa naa.a �: •!. l•;1 .141.11 � -
Bewpcxt N atjhC A 92660
Amount of Contract See Note*
Note: With reference to BKhibit "A"
which is not attached - the
Pblice Department will submit
schedules and forms to you. ity e c
• 6
CITY CIEM
August 17, 1973
POLICE DEPARlHM
Lt. Edward Cibbarelli
CI'T'Y CLERK
Confirming that you picked up in my office this date
two signed copies of subject agreement with Philoo-
Ford Ccrporation and a certified copy of Resolution
No. 8070 authorizing the voecution of said agreement.
Please trwwwit to the apprmpriate agencies.
Laura Logics
City Clerk
LL:swk
A G R E E M E N T
Low Light Level Viewing System
THIS AGREEMENT is made and entered into this �3
day of Ac'G y5r , 1973, by and between the City of Newport
Beach, a municipal corporation, (hereinafter referred to as
"CITY ") and Philco -Ford Corporation, Aeronutronic Division
(hereinafter referred to as "Philco- Ford ").
W I T N E S S E T H:
WHEREAS, City has received a grant from the Law En-
forcement Assistance Administration (LEAA) for the development
of a police helicopter low light level viewing system; and
WHEREAS, the City Council for City has approved matching
funds to be used in conjunction with the LEAA grant; and
WHEREAS, City has determined that a stabilized low light
level viewing system would provide a valuable aid to the police
helicopter nighttime surveillance capability; and
WHEREAS, Philco -Ford has submitted a proposal No. P-
20741A, updated to July 20, 1973, for the development of a Low
Light Level Viewing System for the Newport Beach Police Heli-
copter which is consistent with the LEAA grant conditions and
other special conditions imposed by City.
NOW, THEREFORE, the parties hereto agree as follows:
1. The proposal entitled Low Light Level Viewing
System For the Newport Beach Police Helicopter - No. P- 20741A,
updated to July 20, 1973, is attached hereto marked Exhibit "A"
and made a part of this Agreement by this reference.
2. The terms, conditions, schedules, charts, il-
lustrations, tables, costs, delivery dates, prices, and any
and all other data and provisions as set forth in Exhibit "A"
constitute the basic duties and obligations as between City
and Philco -Ford.
dIE
8
0
.. ........
3. This Agree"nt is subject to the appr5)val--vj[� the
Law Enforcement Assistance Administra i nand /or the California
Council of Criminal Justice. /
ATTEST:
C x�
<l F'o
C,
e ll
-2-
CITY OF NEWPORT BEACH
� C
By: L ;
Mayor
CITY
PHILCO -FORD CORPORATION
AERONUTRONIC DIVISION
Louis F. Heilig
Vice President & General anager
By:
PHILCO -FORD
;{JG 13 1973
RESOLUTION NO. S 07 0
ry the CITY COUN, -J-
A RESOLUTION OF THE CITY COUNCIL OF THE
CITY OF NEWPORT BEACH AUTHORIZING THE
EXECUTION OF AN AGREEMENT BETWEEN THE
CITY OF NEWPORT BEACH AND PHILCO -FORD,
AERONUTRONIC DIVISION, FOR THE DEVELOP-
MENT OF THE LOW LIGHT LEVEL VIEWING SYS-
TEM FOR THE NEWPORT BEACH POLICE HELICOPTER
WHEREAS, there has been presented to the City Council
of the City of Newport Beach a certain agreement between the
City of Newport Beach and Philco -Ford, Aeronutronic Division,
for the development of the low light level viewing system for
the Newport Beach Police helicopter; and
WHEREAS, the City Council has considered the terms
and conditions of said agreement and found them to be fair and
equitable;
NOW, THEREFORE, BE IT RESOLVED that said agreement for
the services above described is approved, and the Mayor and City
Clerk are hereby authorized and directed to execute the same on
behalf of the City of Newport Beach.
ADOPTED this 13th day of August , 1973.
ATTEST:
City Clerk
Mayor
dm
8/9/73