DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

NONRESIDENTTRAININGCOURSE

August 1997

Aviation MaintenanceRatingsNAVEDTRA 14022

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

Although the words “he,” “him,” and“his” are used sparingly in this course toenhance communication, they are notintended to be gender driven or to affront ordiscriminate against anyone.

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PREFACE

By enrolling in this self-study course, you have demonstrated a desire to improve yourself and the Navy.Remember, however, this self-study course is only one part of the total Navy training program. Practicalexperience, schools, selected reading, and your desire to succeed are also necessary to successfully roundout a fully meaningful training program.

THE COURSE: This self-study course is organized into subject matter areas, each containing learningobjectives to help you determine what you should learn along with text and illustrations to help youunderstand the information. The subject matter reflects day-to-day requirements and experiences ofpersonnel in the rating or skill area. It also reflects guidance provided by Enlisted Community Managers(ECMs) and other senior personnel, technical references, instructions, etc., and either the occupational ornaval standards, which are listed in the Manual of Navy Enlisted Manpower Personnel Classificationsand Occupational Standards, NAVPERS 18068.

THE QUESTIONS: The questions that appear in this course are designed to help you understand thematerial in the text.

VALUE: In completing this course, you will improve your military and professional knowledge.Importantly, it can also help you study for the Navy-wide advancement in rate examination. If you arestudying and discover a reference in the text to another publication for further information, look it up.

1997 Edition Prepared byADCS(AW) Jim Roberts

Published byNAVAL EDUCATION AND TRAINING

PROFESSIONAL DEVELOPMENTAND TECHNOLOGY CENTER

NAVSUP Logistics Tracking Number0504-LP-026-6980

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Sailor’s Creed

“I am a United States Sailor.

I will support and defend theConstitution of the United States ofAmerica and I will obey the ordersof those appointed over me.

I represent the fighting spirit of theNavy and those who have gonebefore me to defend freedom anddemocracy around the world.

I proudly serve my country’s Navycombat team with honor, courageand commitment.

I am committed to excellence andthe fair treatment of all.”

CONTENTS

CHAPTER Page

1. Maintenance Administration . . . . . . . . . . . . . . . . . . . . . 1-1

2. Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

3. Aviation Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

4. Corrosion Prevention and Control . . . . . . . . . . . . . . . . . . 4-1

5. Line Operations and Special Programs . . . . . . . . . . . . . . . . 5-1

6. Work Center Management and Quality Assurance . . . . . . . . . . 6-1

7. Maintenance and Production Control . . . . . . . . . . . . . . . . . 7-1

APPENDIX

I. Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AI-1

II. References Used to Develop the TRAMAN . . . . . . . . . . . AII-1

INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INDEX-1

Nonresident Training Course follows Index

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INSTRUCTIONS FOR TAKING THE COURSE

ASSIGNMENTS

The text pages that you are to study are listed atthe beginning of each assignment. Study thesepages carefully before attempting to answer thequestions. Pay close attention to tables andillustrations and read the learning objectives.The learning objectives state what you should beable to do after studying the material. Answeringthe questions correctly helps you accomplish theobjectives.

SELECTING YOUR ANSWERS

Read each question carefully, then select theBEST answer. You may refer freely to the text.The answers must be the result of your ownwork and decisions. You are prohibited fromreferring to or copying the answers of others andfrom giving answers to anyone else taking thecourse.

SUBMITTING YOUR ASSIGNMENTS

To have your assignments graded, you must beenrolled in the course with the NonresidentTraining Course Administration Branch at theNaval Education and Training ProfessionalDevelopment and Technology Center(NETPDTC). Following enrollment, there aretwo ways of having your assignments graded:(1) use the Internet to submit your assignmentsas you complete them, or (2) send all theassignments at one time by mail to NETPDTC.

Grading on the Internet: Advantages toInternet grading are:

• you may submit your answers as soon asyou complete an assignment, and

• you get your results faster; usually by thenext working day (approximately 24 hours).

In addition to receiving grade results for eachassignment, you will receive course completionconfirmation once you have completed all the

assignments. To submit your assignmentanswers via the Internet, go to:

http://courses.cnet.navy.mil

Grading by Mail: When you submit answersheets by mail, send all of your assignments atone time. Do NOT submit individual answersheets for grading. Mail all of your assignmentsin an envelope, which you either provideyourself or obtain from your nearest EducationalServices Officer (ESO). Submit answer sheetsto:

COMMANDING OFFICERNETPDTC N3316490 SAUFLEY FIELD ROADPENSACOLA FL 32559-5000

Answer Sheets: All courses include one“scannable” answer sheet for each assignment.These answer sheets are preprinted with yourSSN, name, assignment number, and coursenumber. Explanations for completing the answersheets are on the answer sheet.

Do not use answer sheet reproductions: Useonly the original answer sheets that weprovide— reproductions will not work with ourscanning equipment and cannot be processed.

Follow the instructions for marking youranswers on the answer sheet. Be sure that blocks1, 2, and 3 are filled in correctly. Thisinformation is necessary for your course to beproperly processed and for you to receive creditfor your work.

COMPLETION TIME

Courses must be completed within 12 monthsfrom the date of enrollment. This includes timerequired to resubmit failed assignments.

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PASS/FAIL ASSIGNMENT PROCEDURES

If your overall course score is 3.2 or higher, youwill pass the course and will not be required toresubmit assignments. Once your assignmentshave been graded you will receive coursecompletion confirmation.

If you receive less than a 3.2 on any assignmentand your overall course score is below 3.2, youwill be given the opportunity to resubmit failedassignments. You may resubmit failedassignments only once. Internet students willreceive notification when they have failed anassignment--they may then resubmit failedassignments on the web site. Internet studentsmay view and print results for failedassignments from the web site. Students whosubmit by mail will receive a failing result letterand a new answer sheet for resubmission of eachfailed assignment.

COMPLETION CONFIRMATION

After successfully completing this course, youwill receive a letter of completion.

ERRATA

Errata are used to correct minor errors or deleteobsolete information in a course. Errata mayalso be used to provide instructions to thestudent. If a course has an errata, it will beincluded as the first page(s) after the front cover.Errata for all courses can be accessed andviewed/downloaded at:

http://www.advancement.cnet.navy.mil

STUDENT FEEDBACK QUESTIONS

We value your suggestions, questions, andcriticisms on our courses. If you would like tocommunicate with us regarding this course, weencourage you, if possible, to use e-mail. If youwrite or fax, please use a copy of the StudentComment form that follows this page.

For subject matter questions:

E-mail: n315.products@cnet.navy.milPhone: Comm: (850) 452-1001, Ext. 1713

DSN: 922-1001, Ext. 1713FAX: (850) 452-1370(Do not fax answer sheets.)

Address: COMMANDING OFFICERNETPDTC (CODE N315)6490 SAUFLEY FIELD ROADPENSACOLA FL 32509-5237

For enrollment, shipping, grading, orcompletion letter questions:

E-mail: fleetservices@cnet.navy.milPhone: Toll Free: 877-264-8583

Comm: (850) 452-1511/1181/1859DSN: 922-1511/1181/1859FAX: (850) 452-1370(Do not fax answer sheets.)

Address: COMMANDING OFFICERNETPDTC (CODE N331)6490 SAUFLEY FIELD ROADPENSACOLA FL 32559-5000

NAVAL RESERVE RETIREMENT CREDIT

If you are a member of the Naval Reserve, youwill receive retirement points if you areauthorized to receive them under currentdirectives governing retirement of NavalReserve personnel. For Naval Reserveretirement, this course is evaluated at 11 points.(Refer to Administrative Procedures for NavalReservists on Inactive Duty, BUPERSINST1001.39, for more information about retirementpoints.)

COURSE OBJECTIVES

In completing this nonresident training course,you will demonstrate a knowledge of thesubject matter by correctly answering questionson the following: maintenance administration,publications, aviation supply, corrosion pre-vention and control, line operations and specialprograms, work center management and qualityassurance, and maintenance and productioncontrol. You will also see how these subjects

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apply to the occupational standards of thefollowing nine aviation ratings: AD, AE, AME,AMH, AMS, AO, AS, AT, and PR.

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Student Comments

Course Title: Aviation Maintenance Ratings

NAVEDTRA: 14022 Date:

We need some information about you:

Rate/Rank and Name: SSN: Command/Unit

Street Address: City: State/FPO: Zip

Your comments, suggestions, etc.:

Privacy Act Statement: Under authority of Title 5, USC 301, information regarding your military status isrequested in processing your comments and in preparing a reply. This information will not be divulged withoutwritten authorization to anyone other than those within DOD for official use in determining performance.

NETPDTC 1550/41 (Rev 4-00)

CHAPTER 1

MAINTENANCE ADMINISTRATION

As a nonrated person striking for an aviation ratingor a new PO3, you will probably be assigned to theaircraft maintenance department of a squadron, ship,or shore station. Most of your duties will be productivemaintenance, such as working on aircraft, engines,components, and support equipment. At times, youmay be assigned to a support function, such asmaintenance, production control, or supply.Regardless of the assignment, you should have aworking knowledge of the Naval AviationMaintenance Program (NAMP), OPNAVINST4790.2, and the organizational structure of aircraftmaintenance departments.

NAVAL AVIATION MAINTENANCEPROGRAM

LEARNING OBJECTIVE: Define theobjectives of the Naval Aviation MaintenanceProgram (NAMP).

An important objective of the NAMP is to achieveand maintain maximum material readiness, safety, andconservation of material. Command attention isrequired at all levels to meet this objective. Aviationactivities base their policies, plans, programs, andprocedures on the NAMP.

For specific and detailed information on theprograms and processes covered in this manual, youshould refer to the Naval Aviation MaintenanceProgram (NAMP), OPNAVINST 4790.2.

Q1. What are the objectives of the NAMP?

AIRCRAFT MAINTENANCEDEPARTMENT ORGANIZATION

LEARNING OBJECTIVES: Define thepurpose of the Aircraft MaintenanceDepartment within an organization. Identify thetwo major types of aircraft maintenance, thethree levels of aircraft maintenance, andspecific responsibilities of the Chief of NavalOperations (CNO) and Naval Supply SystemsCommand (NAVSUP) concerning the NavalAviation Maintenance Program (NAMP).

The aircraft maintenance department is usually thelargest department in most operating units oractivities. The primary effort of this department is tosupport the unit’s mission. The operations departmentcarries out the unit’s mission of flight operations bynaval aircraft. In support of the unit’s mission, themaintenance department must maintain assignedaircraft in a state of full mission capability (FMC). Anaircraft in this category can safely perform all of itsintended missions and return to its base of operations.

All aircraft maintenance departments have thesame basic organization; that is, they have a standardorganization throughout the Navy. You can see theadvantages of a standard organization if you considerwhat happens when you transfer from one aircraftmaintenance activity to another. Because there is astandard organization, you find that the work centersin both the old and new activity have the same codenumbers and names, and that the officers occupysimilar billets. So, if you come from another aviationmaintenance activity, you can perform in the new unitin a short time. You do not need a long indoctrinationor break-in period.

The standard organization of the maintenancedepartment is not limited to the operating activity(squadron) level. Broad avenues of responsibility andcertain guidelines are prescribed by the Department ofDefense (DOD). They are based upon years of aircraftmaintenance experience in the Navy, Army, and AirForce.

Q2. What is the purpose of the Aircraft MaintenanceDepartment within an organization?

MAINTENANCE TYPES, LEVELS,AND RESPONSIBILITIES

The aircraft intermediate maintenance department(AIMD) is a centralized local maintenanceorganization. AIMDs perform aviation maintenancefunctions that are beyond the capability of theoperating squadron or unit. Capability refers to thescope of the work assigned to an activity by theNAMP. In addition to performing maintenance workon aircraft and equipment, the AIMD maintainsequipment pools and issues items of support

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equipment (SE) to the squadrons. Squadronmaintenance personnel are usually assigned to thesquadron maintenance department. However, somepersonnel may be assigned temporarily to the station’sor ship’s AIMD.

Maintenance Types

The term aircraft maintenance has a very generalmeaning. It could mean the maintenance performed inminutes at the squadron level to months of overhaul inan industrial-type facility. More than the wordsmaintenance or aircraft maintenance are needed toindicate a specific meaning. There are two major typesof maintenance-rework and upkeep. Categoriestvithin the major types of maintenance are standardrevvork and upkeep and special rework and upkeep.The following paragraphs discuss these types andcategories of maintenance.

REWORK MAINTENANCE.—Rework main-tenance is the restorative or additive work performedon aircraft, aircraft equipment, and aircraft SE. Navalaviation depots, contractor plants, and other industrialestablishments do this type of maintenance. Standardrework and special rework come under the generalheading of rework maintenance.

Standard Rework.—Standard rework is a com-prehensive depot-level inspection of selected aircraftstructures and materials, correction of critical defects,incorporation of certain technical directives, andlimited removal and rework of scheduled removalcomponents (SRCs). It also includes equipmenthistory record (EHR), assembly service record (ASR),and module service record (MSR) items. Standardrework is commonly known as standard depot-levelmaintenance (SDLM).

Special Rework.—Special rework is work doneto aircraft, aircraft equipment, and aircraft SE toimprove or change their capability to perform specificfunctions. This is done by replacing or repairing partsor equipment of the aircraft. Normally, special reworkis depot-level work.

UPKEEP MAINTENANCE.—Upkeep main-tenance is the preventive, restorative, or additive workperformed on aircraft, equipment, and SE by operatingunits and aircraft SE activities. It includes servicing,periodic inspection, functional and bench tests,replacement, preservation, modification, and repair.Upkeep is divided into two categories, standard andspecial. Military and contractor personnel perform

upkeep. The aircraft controlling custodians (ACCs)manage the process.

Standard Upkeep.—Standard upkeep main-tenance is the periodic or scheduled work performedon aircraft, equipment, and SE after (and as a result of)completion of a prescribed number of flying hours orcalendar days. Such work is performed in compliancewith prescribed inspection or replacementrequirements, and is also known as scheduledmaintenance.

Special Upkeep.—Specialupkeep is the workdone to aircraft, equipment, and SE to improve,change, or restore their capability to perform specificmission functions. Special upkeep maintenanceincludes replacement, removal, addition, alteration, orrepair of parts, equipment, or aircraft without regardto flying hours or operating times, and is also knownas unscheduled maintenance.

Q3. What are the major types of aircraftmaintenance?

Q4. The restorative or additive work performed onaircraft, equipment, or support equipment iswhat type of maintenance?

Q5. Standard rework is also known as what type ofmaintenance?

Q6. What is special rework?

Q7. Upkeep maintenance is performed by whatactivities?

Q8. Standard upkeep is also known as what type ofmaintenance?

Q9. Maintenance performed on aircraft withoutregard to operating hours or calendar is knownas what type of maintenance?

Maintenance Levels

All aircraft maintenance functions are divided intothree distinct levels-organizational, intermediate, anddepot. To determine the extent to which a repair taskcan be undertaken, the maintenance activity refers tothe maintenance instruction manuals (MIMs), theoperating and service instruction manuals, or thetechnical directives (TDs) that pertain to each weaponsystem or component. The levels of maintenance arediscussed in the following paragraphs.

Organizational-level maintenance is workperformed by an operating unit on a day-to-day basisin support of its own operations. Maintenance

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performed at this level includes line operations, suchas servicing, preflight inspections, and minoradjustments in preparation for flight; periodicinspections of aircraft and equipment and theassociated tests, repairs, and adjustments that do notrequire shop facilities; and component removal andinstallation. This work is done in facilities assigned tothe operating units. These facilities may be usedexclusively by a single large squadron or they may beshared by one or more smaller units.

In an operating activity, permanently assignedpersonnel perform O-level maintenance. O-levelmaintenance at a naval air station (on aircraft assignedto the station) is a function of the operationsmaintenance division (OMD). When directed byhigher authority, the OMD also provides O-levelmaintenance and other assistance to transient aircraft.

Intermediate-level maintenance is workperformed in centrally located facilities for the supportof operating activities within a designatedgeographical area. I-level maintenance work isperformed at a particular base or station, or aboardaircraft carriers (CVs/CVNs), and amphibious assaultships (LHDs/LHAs/LPDs). This level of maintenanceconsists of calibration, off-equipment repair, orreplacement of damaged or unserviceable componentsor assemblies. It also consists of the manufacture ofnonavailable parts, periodic inspections, and technicalassistance on aircraft components and equipment fromsupported units.

NOTE: The aircraft I-level maintenancedepartment is commonly referred to as theSUPPORTING activity, and the O-level maintenanceactivity (squadron) is referred to as the SUPPORTEDactivity.

I-level maintenance activities are manned by asmall number of permanently assigned personnel andsea operational detachment (SEAOPDET) personnel,a sea duty component assigned to the shore AIMD,used to augment the aircraft carrier AIMD in supportof carrier air wing embarkations. Personnel assignedTAD to intermediate maintenance activities (IMAs)from non-CV deploying squadrons or shore IMASEAOPDETs should be assigned for the completedeployment cycle. Shore-based Navy squadrons whohave I-level billets authorized should assign personnelto the supporting IMA for a minimum of 12 months.

Depot maintenance is work that must be done inindustrial-type facilities. Navy depot maintenanceactivities are manned primarily by civilians, and are

known as naval aviation depots (NAVAVNDEPOTsor NADEPs). The Commander, Naval Air SystemsCommand (COMNAVAIRSYSCOM or NAVAIR)manages NADEPs. This level of maintenance(standard depot-level maintenance or SDLM) includesoverhaul and major repair or modification of aircraft,components, and equipment. It also includes themanufacture of specified aeronautical parts to bestocked as spares, the manufacture of kits forauthorized aircraft and the modification of equipment.Installation of these spare parts and incorporation ofmodification kits may be done at this level or at a lowerlevel of maintenance. Depot-maintenance activitiesalso perform special rework. Some military personnelare usually assigned to the NADEPs for training or tohelp in performing the I- and O-level maintenanceconnected to the depot facility.

You can see by the above descriptions that thethree levels of aircraft maintenance provide an orderlyseparation of the various maintenance tasks. Thesethree separate levels of maintenance are neededbecause of task and equipment complexity, spacerequirements, the skill level of the assigned personnel,and the scope of support responsibility.

Q10.

Q11.

Q12.

Q13.

Q14.

Aircraft maintenance functions are divided intohow many distinct levels?

What are the distinct levels of aircraftmaintenance?

Describe organizational-level maintenance.

What level of maintenance includes themanufacture of non-available parts?

Depot-level maintenance is performed in whattype of facility?

Responsibilities

The Chief of Naval Operations (CNO) sponsorsand directs the NAMP. Program administration isthrough the operational chain of command. The NavalSupply Systems Command (NAVSUP) providesmaterial in support of the operation and maintenanceof aeronautical equipment. NAVAIR is responsiblefor research, design, development, testing, acquisition,and logistic support of all naval aviation procurementrelating to aircraft missile targets and associatedmaterial and equipment. Some activities may beassigned the intermediate maintenance responsibilityfor an entire logistic area if requested by the cognizantcontrolling custodian. Specific activities designated toperform intermediate maintenance are authorized to

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perform higher levels of maintenance on systems andequipment unique to the assigned mission. Certainorganizational maintenance activities are authorizedto perform selective functions in partial intermediatesupport of their own operations.

Navy shore activities that are assigned I-levelmaintenance responsibilities have an AIMD toperform assigned maintenance. Those shore activitieswith assigned aircraft have an OMD within theoperations department. This division performs O-levelmaintenance on assigned aircraft and provides flightline services for transient aircraft.

Naval Air Reserve Units (NARUs) perform bothI-level and O-level maintenance on their assignedaircraft; however. the supporting activities providelogistic support. Naval air reserve squadrons performO-level maintenance on their assigned aircraft whileon active duty or assigned to fleet units. During regularscheduled drill periods, they perform maintenanceaccording to the training requirements.

Afloat and shore-based AIMDs are manned in asimilar manner. They have a small number ofpermanently assigned personnel and temporarilyassigned maintenance personnel from the embarkedsquadrons and SEAOPDETS. These temporarilyassigned personnel accompany their squadron upondisembarkation. SEAOPDET personnel return to theshore-based AIMD upon completion of the shipsdeployment.

The CV(N)/CV/LPH/LHA type of ships performO-level and I-level maintenance on assigned aircraft.They also provide organizational and intermediatematerial, facilities, and SE needed by the embarked airwing, squadron, and unit.

Squadrons and units perform O-level maintenanceon assigned aircraft. While shore based, designatedsquadron maintenance personnel are temporarilyassigned to the AIMD of the supporting station fortraining and augmentation of the support effort. Whenafloat, designated squadron maintenance personnelare assigned, as required, to the AIMD of thesupporting ship.

Specific squadrons and units, regardless oflocation, may be required to perform I-levelmaintenance functions on systems and equipmentsunique to their assigned aeronautical equipment andactivity mission. Supporting ships or stations providematerial, facilities. and SE. They also provide selectedquantities of readily transportable material and SE asorganizational property to the squadron or unit.

Q15. The Chief of Naval Operations (CNO) has whatresponsibilities to the Naval AviationMaintenance Program?

Q16. Who is responsible for providing material insupport of the operation and maintenance ofaeronautical equipment?

AIRCRAFT MAINTENANCEDEPARTMENT FUNCTIONS

LEARNING OBJECTIVES: Identify thestructure of the aircraft maintenancedepartment. Describe the divisions of theintermediate and organizational levels ofmaintenance within the department.

The aircraft maintenance department supportsnaval operations by the upkeep of aircraft andassociated SE to the assigned level of maintenance.This support is accomplished by complying with theNaval Aviation Maintenance Program (NAMP),OPNAVINST 4790.2. Since all maintenanceactivities have similarities in mission, operation,and administration, these areas have standardizedorganization and administration. A maintenancedepartment aids in improving the followingareas:

Performance and training of maintenancepersonnel

Aircraft, equipment, and system readiness

Maintenance integrity and effectiveness for allmaterial

Safety

Usage of maintenance manpower and materials

Planning and scheduling of maintenance work

Management and evaluation of workperformance

Quality of the end product

Attainment and retention of combat readiness

Continuity when aircraft or personnel aretransferred between commands

All personnel engaged in maintenance tasks worktoward a common goal of assuring achievement in theabove areas. They work under the management controlprocess used in the aircraft maintenance departmentorganization.

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Some of the functions of an aircraft maintenancedepartment are as follows:

Periodic maintenance and routine inspection andservicing of aircraft, associated SE, and aeronauticalmaterial and components. Maintenance and inspectioninclude the necessary disassembly, cleaning,examination, repair, modification, test, inspection,assembly, and preservation.

Special work (when required) to comply withTDs or local instructions.

On the other hand, a staff relationship (normallyshown by a solid horizontal line feeding into the mainarteries of the organizational chart) exists between anadvisory staff supervisor and a production linesupervisor. The sole concern of staff personnel is toservice and support the production effort.

Management

Correction of aircraft and equipmentdiscrepancies.

Assurance of high quality in all work.

Maintenance of required records and technicalpublications.

Maintenance and custody of tools and otherequipment provided the activity for its own use.

Management exercises the authority and takes theresponsibility for the performance of the mission,tasks, and work of the maintenance department. Theorganizational structure lets the aircraft maintenanceofficer (AMO) (with the aid of subordinate officers)manage the maintenance department. The AMO isresponsible to the commanding officer for theaccomplishment of the department’s mission. TheAMO directs the maintenance department accordingto directives from higher authority.

Training of assigned personnel.

Conducting maintenance and ground-handlingsafety programs.

Submission of reports for statistical, analytical,and historical purposes.

The depth and complexity of specific functionsvary with the number and type of aircraft involved andthe assigned maintenance level. This chapter coversthe aircraft maintenance organizations for the 0- andI-level maintenance activities. You will probably beassigned to an activity that performs only 0- or I-levelmaintenance.

The functional management responsibilitiesassigned to the AMO are planning, control, andproduction. Also, the AMO estimates and programsfacilities, equipment, manpower, and trainingrequirements. With subordinate maintenancedepartment officers, the AMO provides direction andguidance to subordinate divisions. The subordinatedivisions implement and comply with all local- andhigher-authority maintenance policies and technicaldirectives. Normally, the following subordinateofficers assist the AMO in the management of themaintenance department:

Organizational StructureRelationships

Assistant aircraft maintenance officer. Thisofficer ensures that the staff divisions conform toestablished policies involving quality assurance andsupervises maintenance administration and departmenttraining.

The organizational structure of aircraft main-tenance activities uses the principles and conceptsof modern management. This structure incorporatesthe basic aspects of organizing-pinpointingresponsibilities, span of control, alignment of functions,division of work, uniformity of assignments, anddelegation of authority commensurate with theassignment of responsibility.

Maintenance material control officer. Thisofficer is directly responsible to the AMO for theoverall productive effort and material support of thedepartment,

Aircraft maintenance division and branchofficers. These officers organize and manage theirrespective divisions and branches.

A line relationship (normally shown by a solid Specific responsibilities of these officers arevertical line on an organizational chart) is a outlined in OPNAVINST 4790.2. The organization ofrelationship that exists between a superior and the maintenance department provides firm lines ofsubordinate within both staff and line segments of the authority from the AMO to the personnel who do theorganization. This relationship involves the direct work for which the department is responsible. Majorsupervisory functions of assigning work to segments, called divisions, of the department reportsubordinates and appraisal of performance. directly to the department head. Several branches

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report to each division and at the lowestorganizational level, sections report to each branch.

Q17.

Q18.

Q19.

Q20.

Q21.

Q22.

Q23.

What is a "line" relationship?

A relationship that exists between an advisorystaff supervisor and a production line supervisoris known as what type of relationship?

Who is responsible to the commanding officer forthe accomplishment of the maintenancedepartment’s mission?

What are the functional managementresponsibilities of the aircraft maintenanceofficer?

What subordinate officers assist the aircraftmaintenance officer in the management of themaintenance department?

What officer is responsible for ensuring that staffdivisions conform to established policies?

In addition to material support, what is themaintenance material control officer's directresponsibiliy?

Organizational Level (O-Level)

Organizational maintenance activities (OMAs)are the main users and operators of naval aircraft.Therefore, most of their maintenance tasks are theday-to-day support for their own operations. OMAshave maintenance managers who manage the activity,staff divisions that perform support-type functions forthe production elements, and production divisions thatactually perform the various maintenance tasks.

Figure 1-1 shows the organization chart of thedifferent work centers in an O-level maintenancedepartment. Typical work centers are maintenancecontrol. the power plants branch of the aircraftdivision. and the electronics branch of theavionics/armament division.

STAFF DIVISIONS.—At OMAs, staff divisionsprovide services and support to the productiondivisions. Maintenance administration and qualityassurance (QA) divisions link the progress of theproduction divisions. Together. they provide the AMOwith a view of the current status of the maintenance

Figure 1-1.—O-level maintenance department organization.

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department. In this section, you will be introduced tothe staffdivisions and their duties and responsibilities.

Maintenance Administration.—The main-tenance administration provides administrativeservices for the maintenance department. It preparesmaintenance-related correspondence that requiresspecial attention by the AMO or higher authority;mainta ins f i les of maintenance-re la tedcorrespondence and nontechnical publications andinstructions; and ensures distribution of incomingmessages, correspondence, and other data, includingofficial and personal mail. It also coordinatesdepartment administrative security responsibilitieswith other departments and divisions; and maintainspersonnel assignment records for the department.

Quality Assurance.—The idea of QA is toprevent defects from occurring from the start of amaintenance operation to its finish. QA is theresponsibility of all personnel. Its achievementdepends upon prevention, knowledge, and specialskills.

Prevention is making sure that there are nomaintenance failures. It extends to the safety ofpersonnel, to the maintenance equipment, and to allaspects of the total maintenance effort. Preventionallows you to regulate events. rather than have themregulate you.

Knowledge is factual information. It includesdata collection and analysis for acquiring knowledge toprevent defects.

Special skills are required of a staff of trainedpersonnel for the analysis of data and supervision of QA.

The objective of QA is to readily pinpoint problemareas so that management can accomplish thefollowing:

Improve the quality, uniformity, and reliabilityof the total maintenance effort

Improve the work environment, tools, andequipment used in the maintenance effort

Eliminate unnecessary man-hour and dollarexpenditures

Improve training, work habits, and procedures ofmaintenance personnel

Increase the excellence and value of reports andcorrespondence originated by maintenance personnel

Effectively disseminate technical information

Establish realistic material and equipmentrequirements in support of the maintenance effort

Effectively support the Naval AviationMaintenance Discrepancy Reporting Program(NAMDRP)

Support the Foreign Object Damage (FOD)Prevention and Reporting Program

Normally, QA work spaces are near the productiondivisions and the AMO.

System Administrator/Analysis.—The systemadministrator/analyst (SA/A) provides analyticalinformation for the AMO’s review of managementpractices within the organization. An SA/A will beestablished in O-level activities to monitor, control,and apply the MDS within that activity. The SA/Aserves as a point of contact between work centers andthe data services facility (DSF), and is responsible forall aspects of the maintenance data system (MDS),including Naval Aviation Logistics CommandManagement Information System (NALCOMIS)reports and inquiries. If an activity is operating withVIDS, the analyst will be assigned to QA/A.

The requirements for analysis stem from manysources and apply to a wide range of maintenancesubjects. At times, analysis is initiated to provide ananswer to a specific problem. At other times, analysisof selected areas of maintenance may be initiated by amonitoring action. Some of the more importantresponsibilities of the SA/A are as follows:

Coordinate and monitor the MDS/NALCOMISfor the department.

Review maintenance data reports(MDRs) toidentify trends.

Use the MDWNALCOMIS to assist inidentifying possible deficiencies in technical training ordocumentation procedures.

Monitor the assignment of the third position ofwork center codes.

Collect, maintain, and distribute in narrative,tabular, or chart or graph form the data required tomonitor, plan, schedule, and control the maintenanceeffort.

Develop charts, graphs, and displays forcommand presentation.

Assist the AMO and other supervisory personnelin determining the specific goals for new types of datareports required for managing the maintenance effort.

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Identify and apply analytical techniques to areasof material deficiencies, high man-hour consumption.or other pertinent trends.

Provide assistance to production control ormaintenance/material control in determining materialconsumption and usage based on MDS or NALCOMISreports and inquiries.

Coordinate all MDR matters with the DSF.

MAINTENANCE MATERIAL CONTROL.—The maintenance material control officer (MMCO)exercises authority in a line position between the AMOand the production divisions. The MMCO is directlyresponsible to the AM0 for the overall productiveeffort and material support of the department.Maintenance material control normally has two workareas-one for maintenance control and one formaterial control.

Maintenance Control Work Center.—Themaintenance control work center is usually referred toas maintenance control or the maintenance controloffice. Maintenance personnel use these termsinterchangeably,. Maintenance control is the nervecenter of the maintenance department. The MMCO isits head. This officer, assisted by the maintenancecontrol chief. directs the production divisions. He orshe makes sure there is prompt movement of aircraft,parts. and materials. The MMCO also maintainsliaison with the supporting activity to ensure that thedepartment’s workload requirements and productivecapability are compatible. Under his or her directionmaintenance control personnel plan, schedule. andprovide positive control of all maintenance performedon or in support of assigned aircraft.

Material Control Center.—Material controlcenter personnel provide material and supply supportto the department. An effective aircraft maintenancedepartment program depends upon a cooperativeworking relationship between production and supply.In the organizational maintenance department. thematerial control center acts as a liaison between themaintenance department and the local supply activity,.

Personnel in the material control center make surethat the proper parts, tools, and equipment areavailable to the production divisions in the requiredquantity and at the proper time. Material control centerpersonnel compile and analyze maintenance usagedata. They furnish technical advice and information tothe local supply activity on the identity and quantityof supplies. spare parts. and materials necessary for theassigned workload.

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PRODUCTION DIVISIONS.—Aviation mechanicsand technicians maintain naval aircraft and staff theproduction divisions. The production element of anO-level maintenance activity consists of the fourdivisions shown in figure 1-1. They may be subdividedinto branches and sections to perform the requiredmaintenance tasks more effectively. A discussion ofthe more important production divisions is presentedin the following paragraphs.

Remotely Piloted Vehicle (RPV) Division.—AnRPV division (previously Target Division) is optional,and may be established when responsibilitiesconcerning the operation and maintenance of aerial orsurface targets are extensive. The RPV divisioncoordinates and completes periodic maintenance,inspections, decontaminations, and rehabilitation ofassigned RPVs.

Aircraft Division.—The aircraft division hasseveral branches. The power plants branch is mannedby Aviation Machinist’s Mates (ADS), who maintainaircraft power plants and their related systems andcomponents. The airframes branch is manned byAviation Structural Mechanics (AMHs-Hydraulicsand AMSs-Structures), who maintain the structuralsystems of the aircraft, landing gear, fuselage, etc. Theaviation life support systems branch is manned byAircrew Survival Equipmentmen (PRs) and AviationStructural Mechanics (AMES-Safety Equipment). PRsmaintain parachutes, life rafts, emergency equipmentkits, and flight clothing. AMES maintain oxygen,pressurization, air-conditioning systems, and otheremergency equipment. The inspection branch isheaded by an inspection supervisor who performs allmaintenance control funct ions (exceptcannibalization) of aircraft undergoing a phaseinspection.

NOTE: Many commands have a permanentinspection work center that has one person of eachrating assigned, as necessary, for the inspectionprocess. In some activities, a temporary crew may beestablished.

NOTE: All work centers have a responsibility forcorrosion. Additionally, most activities may have apermanent corrosion work center staffed by personnelfrom several ratings.

Avionics/Armament Division.—The avionics/armament division has several branches. Theelectronics branch is normally manned by AviationElectronics Technicians (AT[O]s) who performorganizational-level preventive and corrective

maintenance on aviation electronics systems,including communication, radar, navigation,antisubmarine warfare sensors, electronic warfare,data link, fire control, tactical displays, and associatedequipment. The electrical and instrument branch,staffed by Aviation Electrician’s Mates (AEs),maintains the batteries and aircraft electrical andinstrument systems. The armament branch is mannedby Aviation Ordnancemen (AOs) who maintainarmament and ordnance-related equipment.

Q24.

Q25.

Q26.

Q27.

Q28.

Q29.

Q30.

What is the concept of quality assurance?

The achievement of quality assurance dependson what factors?

What i s the purpose o f the sys temadministrator/analyst at the organizationalmaintenance level?

Who has the responsibility, as well as many otherresponsibilities, to identify material deficienciesand high man-hour consumption trends?

What work center plans, schedules, andprovidespositive control of all maintenance performed onor in support of the activities assigned aircraft?

What branches or work centers make up theaircraft division?

The avionics/armament division consists of whatwork centers?

Line Division.—Personnel from many differentaviation ratings normally man the line division.

Personnel who are assigned to the line division might beaviation machinist’s mates, structural mechanics,electricians mates, or even personnel who are striking forthe Aviation Storekeeper (AK) and AviationMaintenance Administrationman (AZ) clerical ratings.This is the division to which you will probably beassigned first. Here, you will be introduced to the typesof aircraft that are flown in your squadron. Chapter 5 ofthis TRAMAN covers the line division in detail.

Intermediate Maintenance (I-Level)

The primary mission of I-level maintenance is toenhance and sustain the combat readiness and missioncapability of supported activities. I-level maintenancedoes this by providing quality and timely materialsupport at the nearest location with the lowest practicalresource expenditure. I-level maintenance is usuallyperformed in a centrally located area in support ofoperating aircraft on shore stations, aboard ships, orwithin designated areas.

Intermediate maintenance activities (IMAs) arenot assigned aircraft for operational purposes. Theyconcentrate their efforts on repairing and testingaircraft components.

The organizational structure of the IMA is similarto the organizational structure of the OMA. But,because the IMA is larger than the OMA, it has moredivisions. The I-level maintenance organization ismade up of maintenance managers, staff divisions, andproduction divisions, which are shown in figure 1-2.

Figure 1-2.—Intermediate-level maintenance department organization (ashore).

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STAFF DIVISIONS.—The staff divisions of theI-level maintenance department provide services andsupport to the production elements. They serve inmuch the same way as the QA division andmaintenance administration division of an O-levelactivity.

The administration division functions as thecoordinator for all records and reports, directives,correspondence, and personnel matters for thedepartment. Personnel in the I-level administrationdivision perform the following duties:

Conduct liaison with the administrativedepartment regarding department personnel

Safeguard and distribute personal mail todepartment personnel, when appropriate

Control the classified matter required by thedepartment

Distribute approved locally issued reports andstudies

Coordinate transportation and communicationrequirements for their department

Establish and coordinate the department trainingrequirements. and obtain any school quotas needed tosupport these requirements

Assign spaces to the various divisions, andestablish the responsibility for security and cleanlinessof such spaces

Assume the responsibility for the cleanliness andsecurity of vacant or unassigned maintenance spaces

Arrange department participation in jointinspections of facilities assigned to tenant activities,especially incident to the arrival or departure of a tenantactivity

The QA division of I-level maintenance activitieshas the same primary functions as those oforganizational activities—to prevent the occurrence ofdefects. Personnel in this division use statisticalanalysis to compare the results obtained with theresults desired. Through research, they find methodsof improving effectiveness of the overall maintenanceeffort. The objectives of the QA division in I-levelmaintenance are identical to the objectives of QA inO-level maintenance activities.

MAINTENANCE MATERIAL CONTROL.—In an intermediate activity, maintenance materialcontrol is organized much like the maintenancematerial control of the organizational activity. It has

two work centers-production control and materialcontrol.

Production control is the central point of the entiremaintenance effort. IMAs exist to support operatingactivities. Personnel working in the production controlwork center plan and schedule the workload. Theworkload consists of repairing, testing, and processingaircraft parts, components, and related equipment.

Intermediate activities tend to be large. Because ofthis tendency, the location ofvarious work centers, andthe number of components handled daily, it is notpractical to control each component inducted from acentral production control area. Production controldelegates some of its functions to certain selectedproduction divisions. These divisions are responsibleto production control for the production efforts of theirassigned work centers, scheduling components intowork centers, and assigning priorities as directed byproduction control.

The maintenance data base administrator/analyst(MDBA/A) provides qualitative and quantitativeanalytical information to the AM0 via the MMCO forcontinuous review of management practices within thedepartment or activity The MDBA/A is established atthe I-level to monitor, control, and apply the MDS. TheMDBA/A also serves as a contact point between workcenters and the DSF, and is responsible for themanagement of all aspects of the MDS includingNALCOMIS reports and inquiries at the l-level.Specific responsibilities of the MDBA/A are parallelto that of the SA/A at the O-level. If an activity isoperating with VIDS, the analyst will be assigned toQA/A.

Production control cooperates with staffmembers.It uses staff findings and recommendations to improvethe overall maintenance effort. Together with theadministration division, the QA division and theMDBA/A, maintenance material control provides theintermediate aircraft maintenance officer with acomplete picture of the maintenance situation for anygiven time, and also makes recommendations forimprovement.

The material control center coordinates andcontrols the supply functions of the department. It actsas a liaison between the department and the localsupply, activity. It processes all supply and materialtransactions for the other divisions of the department.Other functions of the material control center are asfollows:

Requisitions material

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Maintains the material control register

Maintains inventories of materials on hand

Maintains subcustody records for accountableitems held by the department

Maintains records of all material transactions andaccounts for the expenditures of funds by thedepartment

Furnishes technical advice and information to thelocal supply activity concerning material requirementsfor the assigned workload

In IMAs, the material control center has anaeronautical material screening unit (AMSU). Thisunit coordinates the screening of received materialsand parts to determine the status and repairresponsibility and capability.

PRODUCTION DIVISIONS.—Normally, thel-level maintenance organization consists of sixproduction divisions, as shown in figure 1-2. The sixproduction divisions are power plants, airframes,avionics, armament equipment, aviation life supportequipment, and support equipment. In this chart youcan see that if the OMD and IMA are combined, anorganizational maintenance division is established.Additionally, a support services division may also beestablished if so desired. However, this discussiondeals with the six normal production divisions andtheir responsibilities, minus organizationalmaintenance and support services divisions.

The type of work that you will perform is the sameregardless of the maintenance level at which you areworking. If you are an AD, you will work on engines.If you are an AE, you will work on instruments andelectrical equipment. If you are an AT, you will workon avionics equipment. However, the work that youwill perform is at a level beyond the capability of thesupported activity. In this section, the more importantresponsibilities and functions of these divisions arepresented.

Power Plants. ADS staff the power plants division.They perform maintenance on power plants, powerplant components, and associated systems.

Airframes. AMs are assigned to work centers inthe airframes division. The airframes division isresponsible for the specified level of maintenance forthe airframe and structural components; moveablestructures and surfaces, including their hydraulic andpneumatic control and actuating systems andmechanisms; air-conditioning, pressurization, visual

improvement, oxygen, and other utility systems; andseat and canopy ejection systems and components.

Avionics. The avionics division is staffed withthe appropriate combination of ratings to providemaintenance of avionics equipment for thesupported activities: AEs maintain aircraft electricaland instrument systems. AT(I)s performintermediate- level preventive and correctivemaintenance on aviation electronic componentssupported by conventional and automatic testequipment, including repair of weapons replaceableassemblies (WRA) and shop replaceable assemblies(SRA). The AT also performs microminiature (2M)component repair, and performs test equipmentqualification and associated test bench preventiveand corrective maintenance.

Armament Equipment. AOs are assigned to thearmament division. They maintain aircraft armamentequipment and aviation ordnance equipment.

Aviation Life Support Equipment. PRs areassigned to the aviation life support equipmentdivision. This division is responsible for intermediatemaintenance in connection with parachutes, life rafts,pressure suits, oxygen masks, emergency equipmentkits, flight clothing, oxygen regulators, automaticparachute actuators, and aviators’ protective helmets,etc. AME personnel also may be assigned to thisdivision for upkeep and support of the oxygen system,pressurization and air-conditioning systems, and otheremergency equipment as assigned within the scope ofthat rating.

Support Equipment (SE). The Aviation SupportEquipment Technician (AS) performs the necessarymaintenance on the SE assigned to the maintenancedepartment and supported activities. SE includes suchitems as test stands, workstands, mobile electric powerplants, and pneumatic and hydraulic servicingequipment.

Q31.

Q32.

Q33.

What is the purpose of the production controlwork center?

At the intermediate maintenance activity, whoprovides qualitative and quantitative analyticalinformation to the AMO?

At the I-level, power plants, airframes, avionics,armament equipment, support equipment, andaviators’ life support equipment are known aswhat type of divisions?

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NAVAL AVIATION LOGISTICSCOMMAND MANAGEMENT

INFORMATION SYSTEM(NALCOMIS)

LEARNING OBJECTIVE: Define the purposeof the Naval Aviation Logistics CommandM a n a g e m e n t I n f o r m a t i o n S y s t e m(NALCOMIS)

NALCOMIS provides OMA, IMA, and aviationsupply department (ASD) activities with a modern,real time, responsive, computer-based managementinformation system. This automation helps us do ourjobs better and more efficiently by reducingpaperwork. NALCOMIS is not available at allaviation commands. If your command has not yetimplemented NALCOMIS, then VIDS/MAFs willstill be the means of performing and trackingmaintenance. There are three basic objectives ofNALCOMIS.

To increase aircraft readiness by providingfocal maintenance and supply managers withtimely and accurate information required in theirday-to-day management and decision-makingprocess

To reduce the administrative burden of the fleet

To improve the quality of up-line reported data

Figure 1-3 shows a NALCOMIS generated repairdocument. The information offered and data fields arethe same as a VIDS/MAF; however, Conversationcodes are used to input information. OPNAVINST4790.2. Vol III, offers more detailed information onthe NALCOMIS system.

NOTE: NALCOMIS specific documentationprocedures, input formats, and output formats arecontained in the NALCOMIS End User Manuals forOMA, System Administrator (SA) Manual for OMA,Security Feature User’s Guide for OMA, NALCOMISIMA Desk Top Reference Guides, and the NALCOMISIMA User’s Manual.

Q33. What is the purpose of NALCOMlS?

Q35. What are the three basic objectives ofNALCOMIS?

Q36. If an I- or O-level activity does not yet operateunder NALCOMIS, under what system do theydocument their maintenance?

VISUAL INFORMATION DISPLAYSYSTEM (VIDS) BOARD

LEARNING OBJECTIVES: Define thepurpose of the Visual Information DisplaySystem board in aircraft maintenance. Identifythe flow of a Visual Information DisplaySystem/Maintenance Action Form(VIDS/MAF) at the organizational andintermediate levels of maintenance.

All maintenance managers have the responsibilityto manage their resources efficiently. To do this, theymust maintain control of the different elements withintheir area of responsibility. Effective control dependsupon the availability of status information on theseelements. The VIDS provides this information.Communication between maintenance control, workcenters, and material control is important to make surethe VIDS operation is successful. To record thiscommunication, we use VIDS boards and VIDS forms,which are discussed in the following paragraphs.

O-LEVEL VIDS BOARD

In the work center, the VIDS board is set up likethe VIDS board shown in figure 1-4. This is a25-pocket board. Most work centers can show all thenecessary information on a board of this size.However, the number of aircraft and systemsdetermines the number and size of boards that a workcenter needs. If work is shown by personnelassignment, the number of people assigned determinesthe size and number of VIDS boards used in the workcenter. The work centers should verify their VIDSboards with the maintenance control VIDS board atleast once a day.

Q37. What element is important to ensure successfuloperation of the Visual Information DisplaySystem (VIDS)?

Q38. With regard to the VIDS board, what actionshould take place with maintenance control on adaily basis?

Information Displayed

Some of the types of information that can beshown on the VIDS board include personal history andinformation cards, personnel training inserts, and SErequired by the work center. The personal history andinformation cards are placed in the far left-hand sideof the board, if the work center is using the bureau/side

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Figure 1-3.—NALCOMIS Repair Document.

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Figure 1-4.—O-level work center VIDS board.

(fig. 1-5) versus the personnel assignment (fig. 1-6)number method. The personnel training insert is puton the right side of the board to show the individual’slevel of training on different systems. SE required bythe work center may be shown on the bottom pocket

NOTE: VIDS boards are not required to be set upexactly as shown in this chapter. However, In Work,Awaiting Maintenance (AWM), and Awaiting Parts(AWP) must be visually shown.

There are two forms that are displayed on theVIDS board. They show the status of a weapon systemor a repairable component.

1. VIDS/MAF MAINTENANCE ACTIONFORM (OPNAV 4790/60). This form documentsmaintenance actions involving failed material.

2. SIGNAL TABS. Different color signal tabsshow special priorities, conditions, or requirements.Signal tabs provide information necessary for theassignment of work and overall production. Some of thespecific uses of signal tabs are shown below.

Red. Not Mission Capable Supply (NMCS).

Blue. Partial Mission Capable Supply (PMCS).

Yellow. SE down.

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Figure 1-5.—Organizational VIDS board (bureau/side number method).

Figure 1-6.—Organizational VIDS board (personnel assignment number method).

Orange. SE partially down.

Green. Personnel shortage. A green signal tabindicates that the personnel required to maintain aparticular system are not available because they are onleave or have temporary duty requirements.

VIDS Operating Procedures

In this section, you will see how maintenancecontrol uses the VIDS board. While reading thissection, you should refer to figure 1-7. Maintenance

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control receives discrepancies from sources such aspilots, aircrews, and maintenance personnel; ormaintenance control might initiate a directeddiscrepancy (such as cannibalization). Aftermaintenance control completes their required blocksof the VIDS/MAF, they forward copies 1 and 5 to theWork center for discrepancies found on the aircraft orSE.

The work center places copies 1 and 5 on the VIDSboard under the applicable column (AWM or InWork), as directed by maintenance control. Any timethe status of a discrepancy changes (for example, hasbeen In Work and goes to AWP status or back to AWMstatus). maintenance control must be notifiedimmediately. Maintenance control must be in controlof all maintenance at all times. The VIDS/MAF shouldalways be kept in the appropriate column, both in thework center and maintenance control.

Often a replacement part is required. To showWork stoppage for parts, mark the VIDS/MAF with thecorrect information in the H-Z Failed/Required

project code from maintenance control and advisematerial control of the parts requirement. Finally,move the VIDS/MAF to the AWP column of the VIDSboard. When the replacement part is received, the InWork or AWM status is entered, as appropriate, on theVIDS/MAF in addition to the date received in BlockB53. If maintenance control authorizes the work to bestarted, the VIDS/MAF is moved to the In Workcolumn of the VIDS board.

NOTE: A discrepancy may go through the AWM,In-Work, and AWP process many times before it iscorrected. If so, follow the above steps each time thestatus of a discrepancy changes.

VIDS/MAF Flow

Figure 1-7 shows the VIDS/MAF flow throughoutthe maintenance effort. Maintenance control isnotified when all corrective actions have beencompleted. QA must be notified if any QA inspectionsor check flight requirements are needed as a result of

material section. Then, obtain a supply priority and the maintenance actions.

Figure 1-7.—Organizational maintenance (O-level) VIDS/MAF document flow chart.

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At this time, all necessary actions should havebeen made on the VIDS/MAF. The completed copy 5is filed in a temporary file in the work center.

When the supervisor signs the VIDS/MAF, itmeans that the maintenance action is complete, thattool control inventories have been conducted at theproper intervals, that QA measures have been met, andthat the documentation is complete and correct.

Copy 1 of the completed VIDS/MAF is forwardedto maintenance control. After verification of the workcenter’s copy 5 with the VIDS/MAF copy 1 DailyAudit Report, copy 5 is maintained or destroyed, asrequired by local command policy.

Q39. Upon initiation of a VIDS/MAF at theorganizational level, which copies areforwarded to the work center?

Q40. What must be done if a maintenance actionresults in the requirement of a check flight?

Q41. Upon the completion of a maintenance actionand when the VIDS/MAF is completed, whichcopy is forwarded to maintenance control?

I-LEVEL VIDS BOARD

A visual display of all current weapons systems orrepairable component status is as necessary at theI-level of maintenance as it was at the O-level ofmaintenance. The VIDS/MAF flow for the I-level isshown in figure 1-8. The same forms are used at thislevel—VIDS/MAF and signal tabs.

Information Displayed

VIDS/MAFs are used at the I-level of maintenancein the same way that they are used at the O-level ofmaintenance. The VIDS/MAF is used to reportmaintenance repair actions. The signal tabs are used inmuch the same way at I- and O-level maintenance, butwith the following differences:

Orange. Bench/equipment inoperable

Yellow. Bench/equipment partially capable

Green. Local Repair Cycle Asset (LRCA) at lowlevel

Blue. LRCA at zero level (critical)

Red. Expeditious repair

Figure 1-8.—I-level maintenance VIDS/MAF document flow chart.

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VIDS Operating Procedures The supervisor’s signature on the VIDS/MAFmeans that the following actions have been taken:

The work center receives copies 1, 4, and 5 of theVIDS/MAF with the nonready-for-issue (non-RFI)component. The work center supervisor puts copy 5 onthe work center VIDS board in the pocket next to theapplicable work unit code (WUC)/LRCAnumber/part number/name under the In-Work column.Copies 1 and 4 are kept with the inducted equipmentthroughout the maintenance cycle. If the job is notassigned by production control, copy 5 is placed underthe AWM column. Any status changes, such as fromIn Work to AWP or In Work to AWM, must bereported to production control. Copy 5 is then placedunder the correct column of the work center VIDSboard.

When a component goes to an AWP status andafter appropriate entries have been made on theVIDS/MAF, that component should be packaged andpreserved. Then, it is sent to the AWP unit or itsequivalent. Copies 1 and 4 of the VIDS/MAF stay withthe component. Copy 5 of the VIDSMAF is moved tothe AWP column of the work center VIDS board.

When the component is in a ready for issue (RFI)or beyond capability of maintenance (BCM)condition, the necessary entries are made on all copiesof the VIDSMAF (including date). Copy 5 is placedin a temporary file until it is verified against the dailyaudit report (DAR). Components that are BCM havethe Type Equipment code and job control number(JCN) entered in the Remarks block of the attachedMaterial Condition Tag (DD Form 1577-2/1577-3).

Maintenance actions have been completed.

Too! control inventories have been held at theappropriate times.

The component has been adequately preservedand secured for routing to the AMSU.

Documentation is correct.

QA measures have been met.

The work center supervisor is also responsible formaintaining the work center’s VIDS board. As shownin figures 1-9 and l-10, this board provides the statusfor In-Work, AWM, and AWP components by WUC,pool index number, or part number within the workcenter.

NOTE: It is not mandatory that the VIDS boardsbe set up exactly as they are shown in this chapter.However, In-Work, AWM, and AWP must be visuallyshown by WUC, pool index, or part number at theI-level of maintenance.

The production control supervisor shouldestablish a schedule to make sure that a!! work centersverify the production control VIDS board at leastdaily.

Q42. What does a red signal tab on an I-level VIDSboard or VIDS/MAF indicate?

Q33. Upon induction of a non-RFI component to anI-level activity, where are copies 1, 4. and 5 ofthe VIDS/MIF routed?

Figure 1-9.—Work center 610 VIDS board.

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Figure 1-10.—Work center 630 VIDS board.

Q33. At the I-level, what happens to a repairablecomponent for which parts have been ordered?

ADMINISTRATIVE FORMS ANDDOCUMENTS

LEARNING OBJECTIVE: Identify the formsand documents used in the maintenanceadministration section, their purpose, and use.

The Aviation 3-M Maintenance Data System(MDS) provides a mechanized collection andprocessing of statistical data. This is essential to themanagement of resources. The maintenance workerrecords most of this data on prescribed forms. As amechanic or technician, you will be required to initiateor complete various forms. A brief description of someof these forms and related data is given in thefollowing text. For more detailed instructions onfilling out these forms, refer to OPNAVINST 4790.2.Personnel having responsibilities under NALCOMISshould refer to the NALCOMIS User’s Manual.

DATA ACCURACY

Accurate documentation is necessary. Each MDSdocument that is not correct causes a loss ofeffectiveness of the data and of the system in general.The data must be accurate and complete because it hasNavy-wide application.

VIDS/MAINTENANCE ACTIONFORM (MAF)

O- and I-level maintenance activities use theVIDS/MAF, OPNAV 4790/60 (fig. 1-11), orNALCOMIS to report on equipment maintenanceactions. They also use one of the two methods todocument the removal and processing of a repairablecomponent or item to AIMD. For the VIDS/MAF,copies 1, 3, 4, and 5 of the form contain the sameinformation. Copy 2 is a tear-out that contains thenecessary data for material reporting. Copy 3 isperforated along the fold line to make it easier to foldthe form for insertion in the VIDS board or to permitremoval of the top part of the form. Carbons separateall of the copies so that the coded information carriesthrough to each copy of the form.

At the O-level of maintenance, copies of theVIDS/MAF are used and distributed as follows:

Copy 1—work center register, control, and processingcopy

Copy 2—QA suspense file copy

Copy 3—maintenance control register

Copy 4—aircraft discrepancy book (right side) copy

Copy 5—work center MDR verification copy

At the I-level of maintenance, copies of theVIDSMAF are used and distributed as follows:

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Figure 1-11.—Visual Information Display System/Maintenance Action Form (VIDS/MAF).

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Copy 1—work center register, control, and processingcopy

Copy 2—supply department VIDS copy

Copy 3—production control register

Copy 4—RFI/BCM copy

Copy 5—work center MDR verification copy

The VIDSMAF documents the following types ofmaintenance actions and accumulates data for reportsthat establish supply and manpower requirements:

Maintenance actions:

Repair work on the equipment that does notinvolve removal of defective or suspected defectiverepairable components.

The portion of a special, conditional, corrosion,periodic, phase, acceptance, or transfer inspection thatinvolves the search for defects. This portion iscommonly known as the look phase.

Removal of components for check, test,inspection, and service actions.

Removal and replacement of an item forcannibalization purposes.

Removal or installation of items/components formission configuration changes as designated by theACC.

Incorporation of TD changes and associatedmaintenance actions.

Removal and replacement of repairablecomponents within end items.

Subsystem Capability and Impact Reporting(SCIR) data.

Fix-in-place actions discovered duringinspections.

Supply/manpower reports:

Man-hours accumulated during work stoppagefor parts or maintenance.

Accumulated man-hours during or at the end ofa reporting period for a job not completed, whererequired by the ACC.

Assistance from work centers in support of abasic work center.

Support of a repairable item being processedthrough an IMA.

Troubleshooting man-hours.

Ordering and issuing of repairable components,subassemblies, and parts.

Accumulated man-hours on jobs closed out dueto an aircraft accident.

Documenta t ion of preservat ion ordepreservation.

The MAF flow under NALCOMIS varies slightlyfrom that of a VIDSh4AF. Upon origination of adiscrepancy, only two copies of the MAF are printedand, as the discrepancy is repaired, it is updatedelectronically. The complete process for OMA andIMA are outlined in OPNAVINST 4790.2.

Q45. What is the result of inaccurate or incompleteinformation documented in the MaintenanceData System (MDS)?

Q46. At both the I and O levels of maintenance, whatis the purpose of NALCOMIS or VIDS/MAFS?

Q47. What is the "look phase" of an inspection?

MACHINE REPORTS

O- and I-level maintenance supervisors regularlyuse the daily and monthly MDRs described in thissection. OPNAVINST 4790.2 lists all of the MDRsavailable from the DSF and their uses.

VIDS/MAF Copy 1 DailyAudit Report

This report is for the work center supervisor. It isdesigned to validate the previous day’s VIDS/MAFcopy 1 submissions. DARs should be verified daily,corrections annotated, and returned to the analyst. Theanalyst will resubmit the corrected report with thefollowing day’s data. NALCOMIS users should referto the NALCOMIS User’s Manual for details onverification of data accuracy.

Monthly ProductionReport (MDR-2)

This report summarizes, by work center, allmaintenance actions, TD compliance, and data enteredin the Failed/Material block of the VIDS/MAF.

CODES

LEARNING OBJECTIVE: Recognize thecodes used to document maintenance onNALCOMIS and the VIDS/MAF.

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Aircraft maintenance uses codes for processinginformation. Some information, such as the aircraftbureau number, is normally expressed in numericalterms; thus, it does not need to be converted into codes.In other cases. the information must be converted intocode so it can be machine processed.

Basic codes used on the VIDS/MAF areprescribed for Navy-wide use. Therefore, they cannotbe changed at local option. Some of the codes are builtto provide some flexibility to allow expansion to meetlocal needs. Some of the principal codes used byaircraft maintenance activities are described below.

NOTE: A complete list of the codes can be foundin an appendix to OPNAVINST 4790.2.

Organization code. The organization code is athree-character. alphanumeric code that identifies anactivity within a major command.

Permanent Unit Code (PUC). The PUC is asix-character, numeric code assigned to each aircraftreporting custodian for identification.

Work Center Code (WCC). The WCC is athree-character, numeric code that is used to identifywork centers within an organization.

Type Equipment code (TEC). The TEC is afour-character. alphabetic code that identifies the enditem of equipment on which work is performed, suchas aircraft, engine, or SE.

Julian date. The Julian date is a four-character,numeric code used to show the date. The first characterof the code is the last digit of the year, and the last threecharacters of the code show the day of the year. Forexample. Julian date 6324 is the 324th day of 1996, orNovember 19, 1996. When used on the VIDSMAF aspart of the JCN, the first position (showing the year)is omitted. All dates used on source documents areshown in Julian dates.

Job control number (JCN). The JCN is a 9-, 10-.or 11 -character. alphanumeric code used to separatelyidentify each maintenance action. The JCN is made upof four parts: the Organization code. thethree-character part of the Julian date that shows theday of the year, a sequence number, and a JCN suffix.

The sequence number is either a three-characternumber that runs sequentially from 001 to 999 or athree-character, alphanumeric number with analphabetic first character and the last two numbersrunning sequentially. from 00 to 99. Three-character.sequence numbers are used to identify routine

day-to-day maintenance actions, such asAC4-324-216. Three-character, alphanumericsequence numbers are used only to document majorinspections other than preflight, postflight,turnaround, daily, special, conditional, corrosion, andacceptance/transfer inspections. An example of thistype of JCN is AC4-324-A00.

The JCN suffix is an alphanumeric code that isused by IMAs. It identifies a subassembly, orsubassembly repair action completed separately fromthe major component repair action. This suffix isadded to the basic JCN to create the fourth part.

Work Unit Code (WUC). The WUC is a one-.three-, five-, or seven-character numeric oralphanumeric code. This code normally identifies thesystem, subsystem, set, component. and part of the enditem being worked on. The first two characters identifythe system and are standardized.

Action Taken code. The Action Taken code is aone-character, alphabetic or numeric code thatdescribes what maintenance was performed on an itemidentified by a Work Unit Code.

Commercial and Government Entity (CAGE).This is a five-position code assigned to manufacturer’sand nonmanufacturer’s organizational entities andcontractors of items procured by agencies of theFederal Government. This code is commonly calledthe Manufacturer‘s code.

Malfunction Description code. The MalfunctionDescription code is a three-character, alphanumericcode used to describe the malfunction occurring on orin an end item. These codes are listed in bothalphabetical and numerical sequence in all Work UnitCode manuals.

Technical Directive code. The TechnicalDirective (TD) code is a 12- or 13-character code usedto identify a specific TD by type number, revision,amendment, part, and kit number. This code applies tothe VIDS/MAF when a TD compliance isdocumented. The first two characters of TechnicalDirective codes are listed in an appendix toOPNAVINST 4790.2.

Technical Directive Status code. The TechnicalDirective Status code is a one-character. alphabetic ornumeric code used to describe the type of workaccomplished. The type of work refers to scheduledmaintenance. unscheduled maintenance. and so forth.

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When Discovered code. The When Discoveredcode is a one-character, alphabetic code that identifieswhen the need for maintenance was discovered.

Transaction code. The transaction code is atwo-character, numeric code that shows the type ofdata being reported.

Time/Cycle Prefix code. The Time/Cycle block ismade up of a prefix and four numerical digits. Theprefix indicates the source of time (usually in hours),cycles, or counts (rounds fired, number of catapultlaunches, or arrested landings). All entries in theTime/Cycle block are preceded by a prefix code. Someexamples of these codes are as follows:

A—indicates aircraft time and is used to reportremoval/installation of equipment not having anhourmeter installed or Aeronautical EquipmentService Record (AESR) or an SRC card maintained.

E—indicates engine time (logbook time sinceoverhaul).

L—landings.

M—indicates meter time.

N—rounds fired.

All entries in these blocks must be five digits. Forexample, report 27 hours type-equipment time asA0027. If the time exceeds 9,999 hours, record the lastfour digits only. For example, 10,231 hours would berecorded as A0231.

Awaiting Maintenance Reason code (AWM). TheAWM code is a one-digit, numeric code used to showthe reason no maintenance is being performed.

Q48.

Q49.

Q.50.

Q51.

Q52.

Q53.

Q54.

What components create the Job ControlNumber (JCN)?

What is indicated by a JCN suffix?

What is a Work Unit Code (WUC)?

What code describes the maintenance performedon an item identified by a WUC?

What is the proper name for what mosttechnicians refer to as the Manufacturer ’s code?

What is a Malfunction code?

How many positions complete the Time/Cycleblock on a VIDS/MAF?

SE RECORDS, FORMS, ANDDOCUMENTS

LEARNING OBJECTIVE: Identify therecords, forms, and documents used for supportequipment (SE) maintenance management andtheir purposes.

Throughout the operational life of an end item ofSE, many records, forms, and documents are generatedfor the support and management of that particularitem. The following records, forms, and documents(which effect transfer of SE) are used to obtain andmaintain the history of operation, maintenance, andconfiguration status.

SE CUSTODY AND MAINTENANCEHISTORY RECORD, OPNAV 4790/51

This form is used to record acceptanceinformation, custody and transfer, rework,preservation and depreservation, and TDs. It alsoincludes a record of periodic maintenance performedby hours, starts, date completed, next PM due, activityand signature. It accompanies all items of SE that haveformal periodic maintenance requirements; forexample, MRCs, MIMs, handbook of serviceinstructions, manufacturer’s handbook, and applicableTDs. Exceptions are precision measuring equipment(PME), engine test cells and stands, and GB1As (theseitems have their own records). However, those itemsof PME that have formal periodic maintenancerequirements, in addition to calibration requirements,will require this form; for example, versatile avionicsshop test (VAST) stations. Reporting custodians retainthe latest completed copy, the current copy, andtranscribe accumulated data on initiation of each newrecord (fig. 1-12). This form accompanies weaponsand support equipment (WSE) to the weaponsdepartment when subcustodied from AIMD. You canfind an example of the form, along with step-by-stepinstructions, in OPNAVINST 4790.2.

Q55.

Q56.

Q57.

What form is used to document preservation ofsupport equipment?

Are SE Custody and Maintenance HistoryRecords, OPNAV 4790/51, used to documentrework maintenance on an engine test cell?

Who retains the latest completed copy of the SECustody and Maintenance History Record,OPNAV 4790/51?

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Figure 1-12.—SE Custody and Maintenance History Record, OPNAV 4790/51.

SE PREOPERATIONAL RECORD,OPNAV FORM 1790/52

This form (fig. l-13) is maintained on the VIDSboard cardex or filing container held by the workcenter responsible for performing preoperationalinspections. The activity that has physical custody isresponsible for required entries. Entries are made toreflect all preoperational inspections performed. Thereporting custodian issues a new card when the card inuse has been completely filled.

THE MONTHLY MAINTENANCEPLAN

LEARNING OBJECTIVE: Identify thepurpose and applicability of the MonthlyMaintenance Plan (MMP).

The purpose and contents of the monthlymaintenance plan (MMP) for O- and I-levelmaintenance activities are discussed in the followingparagraphs.

O-LEVEL MONTHLYMAINTENANCE PLAN

The MMP provides scheduled control of thepredictable maintenance workload. The predictablemaintenance workload includes inspections, transferand receipt of aircraft, and incorporation of TDs. Byscheduling predictable maintenance, maintenancemanagers can determine their capability for doingunscheduled work. Additionally, maintenancemanagers can determine the requirements for SE,material, manpower, and any other factors affectingthe maintenance operation in advance of the actualneed.

A monthly maintenance meeting is held within themaintenance department to finalize the MMP. TheAMO presents the proposed MMP, and maintenancepersonnel discuss requirements, problems, support,and other factors involved in the maintenance effort.

The AMO sets the format and the arrangement ofthe MMP. The MMP contains the followinginformation:

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Figure 1-13.—SE Preoperational Record, OPNAV 4790/52.

Projected known operational commitments,including the number of flights, flight hours, and aircraftuse

Date of scheduled inspections

Schedule of preinspection meetings

Dates of scheduled receipts or transfers ofaircraft and type of work to be done on these aircraft

PME calibration requirements

Schedule of technical training

Forced removal item (high time, and so forth)

Technical directive compliance (TDC)

Current list of QA personnel (QAR, CDQAR,CDI)

Schedule of personnel for ejection seat safetycheckout

Date of scheduled SE inspections

Schedule of nondestructive inspection (NDI)requirements

The MMCO prepares and publishes the MMP forthe AMO’s signature. The MMP is distributed by the25th of the month prior to which it applies. Forexample, the MMP for April is distributed by the 25thof March. Maintenance supervisors within the activity,plus the supporting AIMD/IMA and the station/shipsupply officer, know the contents of the MMP.

AIMD/IMA MONTHLYMAINTENANCE PLAN

The MMP is published by the AIMD/IMA for useby the production divisions. The AIMD/IMA officerholds a monthly meeting. Representatives of themaintenance and supply departments of all supported

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activities attend this meeting. A representative of theweapons department also attends the meeting. Thismeeting provides the planning and coordinationneeded to improve the overall maintenance program.

Organizational maintenance representativesattend this meeting to discuss the quantity and type ofsupport required. This includes a discussion about thecontents of the organizational MMP. Squadronrepresentatives discuss ail factors that affect theanticipated AIMD/IMA workload. This meeting is atool used to plan the monthly maintenance schedule.The maintenance schedule is part of the MMP. TheAIMD monthly maintenance plan is distributed by thelast day, of the month prior to the month to which itapplies. The following information is included in theMMP.

A projected schedule of items to be inducted forcheck and test from supported squadrons and the supplyactivity

Anticipated changes in the operationalcommitments of supported activities

A schedule of technical training

A schedule of maintenance requirements forshop-installed SE

Other known or anticipated factors affecting theproduction effort of the IMA

All known TD incorporation requirements

A current list of QARs, CDQARs, and CDIs

Identification of forced removal (high-time)components

Weapons department inputs, which include thefollowing: A projected schedule of armament weaponssupport equipment (AWSE) inspections, those itemsrequiring test and check, and anticipated receipts ortransfers; all known WSE TD incorporationrequirements; and identification of known oranticipated AWSE end items or components to bereturned to the AIMD for maintenance beyond thecapability of the weapons department or for otherreasons.

Q58. What is the major provision of the MonthlyMaintenance Plan?

Q59. At the O level, when is the Monthly MaintenancePlan for March required to be distributed?

Q60. Where can you find a list of current I-levelcollateral duty inspectors?

MAINTENANCE TRAININGIMPROVEMENT PROGRAM (MTIP)

LEARNING OBJECTIVE: Define the purposeof the Maintenance Training ImprovementProgram (MTIP) in aircraft maintenance.

The Maintenance Training Improvement Program(MTIP) is an unclassified training management systemwhich, through diagnostic testing procedures,identifies training deficiencies at both the O- andI-levels of maintenance. Through individualevaluation of technical knowledge levels, a qualitativeassessment is made of existing training courses,materials, and community level skills. Suchassessments point out corrective actions needed toenhance technical knowledge levels and to improveexisting training courses.

The Director of Air Warfare (N88) establishespolicy and exercises overall control of the MTIPProgram; however, the AMO or IMA maintenanceofficer ensures the MTIP program is conducted perACC/TYCOM directives.

Q61. What is the purpose of the Maintenance TrainingImprovement Program (MTIP)?

SUMMARY

This chapter discussed a variety of areas to includeNAMP objectives, familiarization of O- and I-levelmaintenance, their structures, responsibilities, andrating applications, as well as a brief overview of theNALCOMIS program, VIDS/MAFs, SE records andforms, how they are used in the maintenancedepartments, and a brief description of MTIP. Thisvolume of information is more than any one individualcould memorize or be solely responsible for; therefore,you should refer to the applicable references when youneed more information. Make sure you are informedof any changes affecting you or your work center.

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ANSWERS TO REVIEW QUESTIONS

A1. Achieve and maintain maximum material readiness, safety and conservationof material in the maintenance of aircraft.

A2. To maintain assigned aircraft in a state of full mission capability (FMC).

A3. Rework and upkeep.

A4. Rework maintenance.

A5. Standard depot-level maintenance (SDLM).

A6. Work done to aircraft, equipment, or support equipment to improve orchange its capability to perform special functions.

A 7. Operating units and SE activities.

A8. Scheduled

A9. Special upkeep or unscheduled maintenance.

A10. Three.

A11. Organizational, intermediate and depot.

A12. Work performed by an operating activity on a day-to-day basis in support ofits own operations.

A13. Intermediate level.

A14. Industrial type.

A15. The CNO sponsors and directs the NAMP.

A16 Naval Supply Systems Command (NAVSUP).

A17. A relationship that exists between a superior and subordinate within bothstaff and line segments of the organization.

A18. A staff relationship.

A19. The aircraft maintenance offcer.

A20. Planning, control, and production.

A21. Assistant aircraft maintenance officer (AAMO), maintenance/materialcontrol officer (MMCO), and aircraft division and branch officers.

A22. Assistant aircraft maintenance officer.

A23. The overall productive effort of the maintenance department.

A24. To prevent defects from occurring from the onset of a maintenance operationthrough its completion.

A25. Prevention, knowledge, and special skills.

A26. Monitor, control, and apply the Maintenance Data System within the activity.

A27. System administrator/analyst.

A28. Maintenance control.

A29. Power Plants, airframes, and aviators life support systems (some activitiesalso have an inspection or phase branch and a corrosion branch).

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A30.

A31.

A32.

A33.

A34.

A35.

A36.

A37.

A38.

A39.

A40.

A41.

A42.

A43.

A44.

A45

A46.

A47

A48.

A49.

A50.

A51.

A52

A53.

Electronics branch, electrical and instrument branch, and the armamentbranch.

Production control, the central point of the entire maintenance effort, plansand schedules the IMA’s workload.

The maintenance data base administrator/analyst.

Production divisions.

NALCOMIS provides OMA, IMA and ASD activities with a modern. realtime, responsive, computer based management information system.

1. To increase aircraft readiness by providing local maintenance and supplymanagers with timely and accurate information required in their day-to-daymanagement and decision making process.

2. To reduce the administrative burden to the fleet.

3. To improve the quality of up-line reported data.

Visual Information Display System (VIDS).

Communication between maintenance/production control, workcenters, andmaterial control.

VIDS board verification.

Copies 1 and 5 are forwarded to the work center.

Notify quality assurance.

Copy 1 of the VIDS/MAF is sent to maintenance control.

The component inducted is expeditious repair.

To the work center receiving the non-RFI component for repair.

The component should be properly preserved, packaged and sent to the AWPunit managed by supply personnel.

Loss of effectiveness of the data and the MDS in general.

Documentation of on-equipment maintenance actions.

The portion of a special, conditional, corrosion, periodic, phase, acceptanceor transfer inspection that involves the search for defects.

The organization code, the last three digits of the Julian date, and an activityassigned sequence number.

A subassembly or subassembly repair action completed separately from themajor component repair action.

A one, three, five, or seven character numeric or alphanumeric code whichidentifies the system, subsystem, set, component or part of the end item beingworked on.

Action Taken Code.

Commercial and Government Entity (CAGE).

A three character, alphanumeric code used to describe the malfunctionoccurring on or in an end item.

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A54.

A55.

A56.

A57.

A58.

A59.

A60.

A61.

Five, a prefix and four numbers.

SE Custody and Maintenance History Record, OPNAV 4790/51.

No. Test cells have their own records.

Reporting custodian.

The MMP provides scheduled control of all predictable maintenance.

By the 25th of February.

The IMA Monthly Maintenance Plan.

The MTIP identifies training deficiencies, at both the O and I levels ofmaintenance, through diagnostic testing procedures.

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CHAPTER 2

PUBLICATIONS

In chapter 1, you were given an overview of themaintenance system, maintenance administration,Visual Information Display System/MaintenanceAction Form (VIDS/MAF), and Naval AviationLogis t ics Command Informat ion System(NALCOMIS). In this chapter, you will learn aboutsome of the publications that you will use to performyour duties.

Good technical manuals are necessary to maintainmodern weapons systems. The Navy’s combatreadiness depends upon the quality of thesepublications and the knowledge and skill ofmaintenance personnel using them.

Technical publications provide information anddirection in your own technical language. They areprepared by the manufacturer of the specific aircraftmodel, engine, or equipment and by NAVAIRSYS-COM or its field activities, according to specificationsissued by NAVAIRSYSCOM. The informationcontained in these manuals include the current,authoritative directions for material upkeep, check,test, repair, and operation. This provides for optimumproduct performance. All personnel responsible forthe operation and maintenance of aircraft, engines, andassociated equipment and systems must know how touse these publications. For more informationconcerning the technical manual program, refer toNaval Air Systems Command Technical ManualProgram, NAVAIR 00-25-100, and OPNAVApplication Guide and Index for Navy StandardTechnical Manual Identification Numbering System,OPNAV N0000-00-IDX-000/TMINS.

NAVAIR TECHNICAL MANUALPROGRAM

LEARNING OBJECTIVES: Define thepurpose of technical publications. Identify themanual that outlines the management of theNAVAIR Technical Manual Program.Recognize the types, styles, and formats ofNAVAIR technical publications. Recognizethe systems used to identify technical manuals.Describe the means of updating technicalmanuals.

The primary purpose of technical publications isto help you perform your assigned maintenance tasks.If you are to maintain complex weapons systems, youmust be able to get the required information fromtechnical manuals. The Department of Defense(DOD), the Department of the Navy (DON), and theNaval Air Systems Command (NAVAIRSYSCOM)work together to maintain and improve the quality ofaeronautic technical publications.

The NAVAIR 00-25-100 manual describes theNAVAIR Technical Manual Program and providesguidance on maintaining technical manuals. It coverssuch topics as audit/inventory, deficiency reporting,storage, establishing libraries, ordering, changes, andresponsibilities for use within a command. It alsocovers the use of Army/Air Force publications in theNAVAIR system. All personnel in the aviationmaintenance ratings use this manual to maintain andmanage technical manuals.

Q1. As a technician, if you are to maintain complexweapons systems, where must you obtain therequired information?

Q2. What manual provides guidance on maintainingtechnical manuals?

TECHNICAL PUBLICATIONS

Technical publications prepared for the NAVAIRtechnical publication system are presented in specifictypes, styles, and formats. You should be familiar withthe basic types, styles, and formats, and their intendeduse.

Types of Technical Manuals

Technical manuals are divided into two majortypes, operational and maintenance. These manualsare the basic source of information for definition ofoperating instructions, tactical application, and themaintenance and upkeep of hardware. They are alsothe main support or reference for the training program.

Operational Manuals. Operational manualscontain descriptions of weapons systems withinstructions for their effective use. These manuals,such as the Naval Air Training and Operating

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Procedures Standardization (NATOPS), tacticalmanuals, and weapons loading manuals, containdescriptions of weapons systems, systems integration,operating instructions, operational applications, andsafety and emergency procedures. They also containother pertinent data exclusive of maintenanceprocedures.

Maintenance Manuals. Maintenance manualscontain a description of the weapons systems from theviewpoint of upkeep and repair. These manualsinclude information on maintenance operation,troubleshooting and testing, assembly, disassembly,repair, and supply support. Descriptions are in theform of an illustrated parts list or breakdown.

Technical Manual Styles

Technical manuals are available in two generalstyles, military specifications and commercial.

Military Specification Manuals. Militaryspecification manuals are prepared for specificrequirements to support defined maintenance conceptsand predetermined maintenance level coverage. Theyare accompanied by an illustrated parts breakdown(IPB) that reflects Navy provisioning actions forspares and spare parts.

Commercial Manuals. In selected cases,commercial manuals are bought to supportcommercially available off-the-shelf equipment.These manuals support commercial practicetechniques or specifications. The commercial manual

procurement policy permits the purchase of suchmanuals, provided there is no degradation inequipment operation, reliability, or support. Normally,these manuals are purchased on a onetime basis. Theyare not readily updated to reflect changes. NAVAIRpublication numbers are assigned to these manuals tomeet indexing, fifing, stocking, and distributionrequirements.

Technical Manual Arrangement

Technical manuals can be found in two specificf o r m a t s t y l e s — t h e “ c o n v e n t i o n a l ” o rtopic-sectionalized manual and the newer “workpackage” (WP) concept manual. The WP manuals aredivided by functions and tasks. They are prepared toreflect distribution and destruction statements on theircover and title pages (fig. 2-1).

Conventional Manuals. The topic-sectionalizedtechnical manual format is still being used forNAVAIR technical publications. This basicarrangement was effective and remained constant untilsophisticated avionics and support equipment systemswere purchased by the Navy. Principles of operation,troubleshooting, wiring diagrams, and schematicrequirements were expanded in support of new designadvancements. However, general organization of thedata (fig. 2-1) has remained constant.

Many of the older manuals still reflect earlyweapons systems maintenance practices. However, assix levels of maintenance were consolidated to the

Figure 2-1.—Conventional technical manual content arrangement.

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present three levels (organizational, intermediate, anddepot), new maintenance techniques evolved. Systemtesting and the use of hot benches started to disappearin favor of specialized test simulators for componentsand equipment. Unique fault isolation and rapid-fixtechniques were developed at intermediate and depotlevels. This was based on an “inspect and repair asnecessary” unit concept. A reduction in maintenancecosts and pipeline turnaround was the goal.Organizational flight deck/line troubleshootingremained on a system basis. The increases in installedsystems and equipment complexity reduced flight-linemaintenance to component-fault isolation and unitreplacement. Technical manuals had to reflect thesenew practices to support aircraft turnaround-timelimitations.

Conventional manuals have reached the limits oftheir expansion. This format that has served so wellc a n n o longer cope wi th new des igns .Microminiaturization, computerization, integratedweapons systems design, and the introduction ofmicrofilm media dictated the development andintroduction of new formats and presentation methods.This resulted in the work package concept.

Work Package (WP) Technical ManualArrangement. The complexity of weapons systemdesign has made the technician more dependent onpublications. To improve technical information,publications place emphasis on data accessibility,adequacy, accuracy, and overall documentationusability. The limited viewing range imposed by

microfilmed manuals adds further demands for datapresentation improvements. In addition, manuals mustbe compatible to both paper and film.

Investigation of publication requirements,primarily through fleet visits, confirms that usabilityis the key. The value of information is limited if it isdifficult to use. The usability of a manual has threeprimary elements-visible lock-on format, logicalarrangement structure, and quick understanding orcomprehension.

Q3. What are the two general styles of technicalmanuals?

Q4. Technical manuals are divided into how manymajor types and what are they?

Q5. How are workpackage (WP) manuals divided?

Q6. What are the three primary elements for usabilityin a manual?

Format Considerations. Text for microfilmemphasizes coordination between text andillustrations, line art instead of photographic art forillustration legibility, and a comprehensive index formany points of entry.

Logical Arrangement. Data is screened andconsolidated to make it easier to find units ofinformation within the manual. The units ofinformation are arranged sequentially by functions andtasks. Each unit is also written to stand alone as anindividual maintenance unit that contains all the datarequired for task performance. See figure 2-2.

Figure 2-2.—Work package (WP) arrangement data consolidation for organizational and intermediate maintenance.

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Work Package Manual Arrangement. Toprovide quick comprehension for the user, informationis broken down by major functional elements, andfurther subdivided by individually sequenced tasks.The division of functional elements includesystem/equipment description and principles ofoperation, testing and troubleshooting, systemmaintenance, wiring data/schematics and diagrams,and an IPB. Each of these elements is further brokendown systematically into smaller units, dependingupon the system complexity, integration, and logisticsupport analysis (fig. 2-3).

thru 999). The last two digits identify new WPs issuedas changes (or revisions) that logically fit betweenexisting WPs (fig. 2-4).

Work Package Format. Page identifiers, such asthe technical manual code number, WP number,

Work Package Technical Manual Definition.Consolidation of the criteria above results in atechnical manual concept known as a “functionallyassembled document.” These documents are arrangedin the general order of work flow and grouped intosmall units or work packages (WPs) coveringindividual tasks. The WPs are called self-supportingunits of information, and contain all the informationrequired for a technician to perform a specific task.

Work Package Numbering. The individual WPhas a five-digit code number that appears in the upperright comer of the page. The WP number consists oftwo blocks of three and two digits, respectively. Thefirst three digits identify the initial manual WPs (001 Figure 2-4.—Work package (WP) number identification.

Figure 2-3.—Typical work package (WP) and manual arrangement.

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change designation, and page number, are on the topleft and right of the page. This is done to make theinformation usable and readable, particularly in themicrofilm-scanning mode. Because of the ability to

print out WP units separately, each package has beendeveloped with its own abbreviated title page (fig.2-5). The title block identifies the function/task bytitle, WP number, level of maintenance, and the

Figure 2-5.—Typical work package title page.

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applicable aircraft or equipment serial numbereffected. Also, reference material that applies to thepackage is listed here. The title page also has a smallindex that outlines the WP coverage and an applicabletechnical directive listing. A listing of supportequipment and material required to perform the task isin the front of the text. This information will give youan idea of the task before you begin the work. A typicalWP title page is shown in figure 2-5.

Content Format. Content format depends on thespecific task to be performed, the authorized depth ofinformation required and the sequence ofperformance. Work packaging provides the flexibilityto arrange content to meet system or component designcriteria, construction, and selected repair. Workpackaging is tailored to fit the specific maintenancedemands of the unit under repair.

Organizational data is system oriented.Organizational system maintenance coversinstallation, removal, alignment, and adjustment intask order. Descriptive information and principles ofoperation data are in the order of operational signalflow or mechanical operating sequence by component.Testing and troubleshooting are organized byfunctional block logic and by action sequence withconsideration given to mode selection and failure

probability. Where possible, specific points of entry tothe text are identified to preclude the necessity ofrunning a complete end-to-end test after eachcorrective action. IPBs are in a format that iscompatible with the other volumes by system and WPalignment.

Intermediate- and depot-level manuals are basedon component rather than system breakdown. Mostintermediate- and depot-level WPs are organized in apyramid fashion based on standard top-downbreakdown of the component, as shown in figure 2-6.Where the volume of data permits, end itemdescription, principles of operation, andtroubleshooting appear as a series of introductory WPspreceding the maintenance data. The first WP wouldthen cover the removal/installation and IPB ofcomponents from/on the end item. Tasks then followthrough the disassembly/assembly of the removedcomponents. The type of information contained ineach WP is shown in figure 2-7. Note that partsreplacement IPB data is in the intermediate/depot WP.This data provides maximum information in supportof the total package concept.

Figure 2-6.—Typical intermediate/depot technical manual assembly.

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Figure 2-7.—Typical work package task information.

TECHNICAL PUBLICATIONUPDATE METHODS

The usefulness of technical manuals directlyrelates to how effectively the information reflects thesystem or equipment configuration and the depth andscope of maintenance data. Changes to equipmentoccur to improve either mission or maintenancecapabilities. Technical manuals must reflect thesechanges. Technical manuals are updated by twomethods—changes and revisions.

A change to a technical manual is the officialrelease of new or correction pages to a part or portionof an existing document. It consists of replacementchange pages for the area of the manual affected by thechange action. Upon issue, the recipient removes thesuperseded pages and inserts the new pages. Thisaction is required for paper manuals only.

A revision is the complete reissue of a replacementmanual the change information incorporated.A revision normally takes place when more than 60percent of the pages are affected by a single change or

accumulated changes. A WP consisting of 10 pages orless will always be revised.

Types of Publication Changes

Changes are authorized and issued on an “asrequired” basis to periodically update equipmentconfiguration, maintenance concepts, or proceduraldirection. Changes are also initiated to correctuser-detected errors, improve verbiage, or incorporatea “better way.” These types of changes usually resultfrom fleet input through the Technical PublicationDeficiency Report (TPDR) System (explained later inthis chapter). Changes are issued as either routine orrapid action changes (RACs).

A routine change is issued through normal updateprocesses, and is released periodically.

A rapid action change is an expedited changeaction. It is programmed for short turnaround andrelease because of possible relationship to safety,equipment damage, or danger to personnel.

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Changes to Conventional Manuals

The Naval Air Technical Services Facility(NAVAIRTECHSERVFAC) determines when thereis a requirement to change a manual and authorizesthat the change be made. Information gathered iscombined to correct or update pages affected by thechange requirement. A change to the “A” page

(Numerical Index of Effective Pages) is prepared toidentify all pages that have been changed. See figure2-8. The “A” page helps the user insert new pages andmaintain a record of current pages.

When a change is issued, existing page numbers,paragraph numbers, figure numbers, and tablenumbers are not changed. Supplemental numbers areassigned to new pages, paragraphs, figures, and tables.

Figure 2-8.—Numerical Index of Effective Pages/Figures.

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Therefore, except when a number is added at the endof a sequence (in which case the next consecutivenumber is used), paragraphs, illustrations, tables, andpages are numbered by adding an alphabetical suffix.The same method is used for added pages, except thatthese pages are not added between a right-hand (oddnumbered) and a left-hand (even numbered) page.When new material is added to a right-hand page, anyoverrun is carried to the left-hand page. Any overrunfrom this is placed on an added page. Therefore, addedpages are always assigned even numbers, such as 2A,2B, 4A, or 4B.

Each page with changed or added material bearsthe word “change...” placed at the bottom of the page(fig. 2-9). For foldout pages, the change number isplaced in the lower, outer corner of the page beneath

the figure title. This change number requirementapplies to all added pages, including those placed atthe end of a manual.

Change Symbology. Usually, text and tablechanges, including new material on added pages, areidentified by a vertical line or change symbol in themargin. This line or symbol extends the entire lengthof the affected material. The line is placed on the outermargin for double-columned material, and in themargin opposite the binding edge for single-columnedmaterial (fig. 2-10). There is one exception. Pages withemergency markings (black diagonal lines aroundthree edges) may have the vertical line or changesymbols along the inner margins.

When a page is changed, previous change symbolson a page are deleted. Symbols show current changes

Figure 2-9.—Supplement format, conventional manual (paragraph illustration and page numbering).

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only. Change symbols, such as a number sign (#), plusmark (+), black circle, black square, and the letters C,R, or X are explained in the introductory portion of themanual. Change symbols are not used for thefollowing:

Introductory material

Indexes and tabular data where the changecannot be identified

Blank space resulting from the deletion of text,an illustration, part of an illustration or a table

Correction of minor inaccuracies, such asspelling, punctuation, relocation of material,renumbering of paragraphs, etc., unless suchcorrection changes the meaning of instructiveinformation or procedures

Replacement or addition of a complete part,chapter, or section

Changes to illustrations, line drawings, andphotographs are normally identified by a miniaturepointing hand. This hand points to the general area ofchange information, as shown in figure 2-11. Changesconfined to the same general area are indicated onlyonce on the illustration. A vertical line next to changedmaterial may be used on a chart or graph. In the

illustrated parts breakdown of technical manuals, theillustrations have no change symbols.

Shading and screening are used for diagrams andschematics to highlight the areas containing thechanged information. Shading is put in the direct areaof the change. Extensively changed information maybe indicated by a screen border around the affectedarea (fig. 2-12). For microfilm, however, no screeningis used.

Difference Data Sheets. Difference data sheets(fig. 2-13) allow data to be added to or changedwithout making a direct impact on the existinginformation. These sheets reflect minor changes in thebasic design. A separate sheet is prepared and issuedfor each additional configuration or model covered.

The format of difference data sheets is as follows:

Sheets are identified by the title DIFFERENCEDATA SHEET centered at the top of each page.

The first page of each sheet (for a specific model)has a heading in uppercase type, which consists of thenomenclature and the model, type, or part number of theitem covered. The heading is followed by a statement tothis effect: THE INSTRUCTIONS CONTAINED INTHE PRECEDING SECTIONS OF THIS

Figure 2-10.—Change symbol, vertical line.

Figure 2-11.—Change symbol, miniature pointing hand.

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Figure 2-12.—Change symbol showing shaded area and screening.

Figure 2-13.—Difference data sheet format.

TECHNICAL MANUAL ARE APPLICABLE TOTHIS MODEL EXCEPT FOR THE DIFFERENCECITED IN THIS DIFFERENCE DATA SHEET.(Refer to figure 2- 13.)

Sheets for each model start on a right-hand page.Page numbers, figure numbers, and table numbers runconsecutively throughout the section. Sheets are addedas required. Paragraphs need not be numbered. If

numbering is used, single Arabic numerals beginningwith "1" for each added model may be used.

Changes to Work Package (WP) Manuals

Manuals prepared in the WP format arecompatible to microfilm and paper media. Theselection of the approach used for a change isdetermined by the reproduction media (film, or paper).

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A change action to an individual WP normally relatesonly to manuals in paper media format. A change to aWP manual could consist of both changed and revisedWPs as well as the addition or deletion of WPs. Thenumerical index of effective WPs (fig. 2- 14) accountsfor all changed, revised, added, or deleted work

packages affected by the change as well as previouschanges to the manual.

Paragraphs, illustrations, tables, pages, and indexnumbering (on illustrations) added between existingitems are assigned the preceding number plus

Figure 2-14.—Numerical index of effective work packages.

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consecutive capital letter suffixes; for example, 1Aand 1B would be assigned to items added between 1and 2 (fig. 2- 15).

The text and tabular data affected by the change toa WP manual is indicated by the letter R or a changebar in the left margin for material changed in the leftcolumn, and in the right margin for material changedin the right column. (Refer to figure 2-10.) Changesymbols for illustrations are as follows:

IPB illustrations do not require change symbols.

On line drawings (other than diagrams), aminiature pointing hand highlights the area containingthe changed information (fig. 2-11). When severalchanges are made at once in the same area of anillustration, a change bar may be used to indicate thegeneral area. A vertical line next to the changed text andcallouts on illustrations is used instead of a pointinghand. A change bar also may be used next to changed

Figure 2-15.—Supplemental format, work package manual (paragraph and illustration numbering).

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material on a graph. When an illustration isextensively changed, a change bar is placed across thetop of the reproduction area (full page illustrations),or in the left or right margin, as applicable (partialpage illustrations).

On diagrams, bordering or pointing handsindicate the area containing the changed or addedinformation (fig. 2-11). Extensively changed or addedareas are indicated by a change bar around the affectedpresentation. or change bar across the top of the affectedimage area.

Rapid Action Changes (RACs)

The function of the RAC is to expedite thedissemination of urgent operation and maintenancechange information. RACs are applicable to allIn-Production and Out-of-Production NAVAIRweapons system maintenance instruction manuals,related component equipment manuals, maintenancerequirements cards, illustrated parts breakdowns,support equipment, weapons handling and loadingmanuals, calibration manuals, and other relatedprocedural manuals.

For more in-depth information, message formatand incorporation procedures for RACs, refer toNAVAIR 00-25-100.

Q7.

Q8.

Q9.

Q10.

Q11.

Q12.

Q13.

Q14.

Q15.

In a work package type manual, what is theirformation that appears in the upper rightcorner of each page?

What is the difference between a change and arevision of a technical manual?

What reporting system allows fleet input totechnical manual changes?

What are the two types of publicationchanges?

What is the purpose of the "A" page in amanual?

Difference data sheets are used for whatpurpose?

In a WP manual, where can you find informationfor all changed revised, added or deleted workpackages?

How are illustrations and tables addedbetween existing items and how are theynumbered?

What is the function of the Rapid Action Change(RAC)?

TECHNICAL MANUALNUMBERING SYSTEM

LEARNING OBJECTIVE: Identify thecategories used in numbering technicalmanuals.

The numerical and alphabetical combination usedfor a NAVAIR technical manual number identifies thebasic equipment category, main groups within thecategory, specific item of equipment, type of usage,type or model designation, and specific type ofmanual.

There are two numbering systems presently in useby NAVAIR: the older NAVAIR publicationnumbering system and the newer Technical ManualIdentification Numbering System (TMINS). You mustbe able to use both numbering systems.

NAVAIR PublicationNumbering System

The NAVAIR manual publication numberconsists of a prefix (NAVAIR or NA forNAVAIRSYSCOM) that designates the commandresponsible for developing or maintaining the manual.The manual number is divided into three parts,separated by a dash (-). Additional numbers may beadded to show multiple volumes of a manual. Thethree parts that make up the NAVAIR manual numberare discussed in the following paragraphs.

Part I of the publication number is the category.Normally it is a two-digit number (in some cases twodigits and a letter). It designates the major category ofthe manual; for example, 00 tells you that this is ageneral manual; 01 is for airframes, 02 is for powerplants. Refer to NAVAIR 00-25-100 for a completebreakdown of publication numbering categories.

Part II of the publication number is made up ofnumbers or numbers and letters. They identify eithera basic aircraft model, the manufacturer, or the specificclass, group, or subcategory of the manual. Forexample, in figure 2-16, the number F14AAA in viewA identifies the aircraft model. In view D, 75PACidentifies Lockheed as the manufacturer of the P-3Cairframe.

Part III of the publication number usuallyidentifies a particular type of manual. For example, -1identifies the NATOPS flight manual, -2 themaintenance instruction manual, -3 the structuralrepair manual, and -4 the illustrated parts breakdown.

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Additional numbers may be added to show systemgrouping breakout by volume or subsystem groupingby subvolume. For example, in the number -2-2, thesecond -2 indicates the second volume of amaintenance manual. In the number -2-2.1, the .lindicates a subvolume within the grouping.

Figure 2-16 shows examples of technical manualnumber assignments.

Technical Manual IdentificationNumbering System (TMINS)

The TMINS numbering system is part of the effortto standardize technical manual numbers for all ships,aircraft, and equipment. Navy Standard TechnicalManual Identification Numbering System,NAVAIRINST 4160.1, establishes the TMINS foraeronautic publications. The TMINS provides a single

Figure 2-16.—Specific examples of technical manual number assignments.

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user-oriented numbering and indexing system. Itmeets the requirements of all systems commands foridentifying, referencing, and requisitioning technicalmanuals and changes. The system also makes it easierto identify and order manuals for the operating forcesand other users. It is compatible with automatic dataprocessing (ADP) procedures. The Application Guideand Index. OPNAV N0000-00-IDX-000/TMINS,should be available in your technical library. By usingthis guide and index, you will be able to understandand use the TMINS.

The TMINS assigns each technical manual aunique identifying alphanumeric designationpatterned after the 13-digit National Stock Number(NSN); for example, A1-F18AA-NFM-500. It servesas the technical manual identification number.Additionally, TMINS contains a provision for addinga suffix to give the security classification and otherinformation considered important.

TMINS NUMBER COMPOSITION.—Thestandard TMINS number (fig. 2- 17) is made up of twodistinct parts separated by a slash (/). The first part ofthe TMINS is called the publication identifier (PI). Itis the essential root of the number. The PI is alwaysused, and it always has exactly 13 characters.

The second part of the TMINS is called the suffix.It is an added field of up to 17 characters (includingthe slash). When used, it gives user-orientedinformation. The suffix is always used for classifiedmanuals and separately bound unclassified portions ofclassified technical manuals. The suffix for bothclassified and unclassified TMINS may also supplythe user with equipment designation, nomenclature, ormodel number.

PUBLICATION IDENTIFIER (PI )COMPOSITION. —The publication identifier (PI) ism a d e u p o f t w o major components: thehardware/subject identifier and the technical manual(TM) identifier. The first seven characters of the PImake up the hardware/subject identifier. Thesecharacters identify the specific hardware (such as anaircraft) or subject (such as an airborne weaponssystem) to which the technical manual applies. Onceassigned, the project serial number (for example,SA-AN/APS-39A radar set) will represent the itemthroughout its life cycle. The first seven characters ofthe PI (fig. 2- 17) are divided into three groups.

The first group, cognizant (COG), of the PI is asingle letter that tells what command publishes andupdates the publication. For example, the COG is A forNAVAIRSYSCOM.

The second group, standard subject classificationcode (SSCC), is a four-digit alphanumeric code thatidentifies the commodity or subject matter; for example,in figure 2-17, the 1 in 1F18 indicates aircraft oraviation. The F18 stands for the F/A-18 aircraft.

The third group, subject serial number (SUBJSERIAL), is a two-digit code (either numbers, letters,or both) that is assigned by the Naval Air TechnicalServices Facility (NAVAIRTECHSERVFAC) foraeronautic manuals. It differentiates between itemsassigned to a given SSCC series or subseries. In figure2-17, the subject serial number AC stands for F/A-18aircraft federal labs.

The remaining six characters of the PI are calledthe technical manual (TM) identifier. The six

Figure 2-17.—TMINS example (NAVAIR).

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characters identify a particular TM and are dividedinto three groups.

The first group (TM acronym) consists of threeletters or numbers that identify the type of manual; forexample, in figure 2-17, the TM acronym NFMidentifies the manual as a NATOPS flight manualsupplement. Numerically, they can identify the firstthree digits of a particular Work Unit Code; for example,520 is an autopilot. In some instances of Work UnitCodes, such as support equipment (SE), a combinationof a letter and two numbers are used for the TMacronym; for example, S14 is an air compressor.

The second group of the TM identifier (TM serialnumber) is made up of two numbers. It is used to identifydifferent volumes, parts, and changes to specific TMs.For NAVAIR TMs, these numbers range from 00through 99. In the example shown in figure 2-17, theTM serial number is 50. This stands for a Pilots PocketChecklist.

The third group of the TM identifier is the TMissue, and is either a number (0 to 9) or a single letter.The number 0 indicates the TM is a basic issue orsuperseding revision. The letters A through Z (except Iand 0) designate (in alphabetical sequence) permanentchanges or rapid action changes (RACs).

PI SUFFIX COMPOSITION.—The PI suffixhas a variable composition, depending upon whetheror not the TM has a security classification. Forclassified TMs, the PI suffix is always used, and thesecurity classification indicator forms the firstcomponent of the suffix. The security classificationindicator is always three characters (a letter enclosedin parentheses). The entire suffix can contain up to 17characters, if required.

In figure 2-17, you can see that the PI suffix is notrequired. Therefore , the TMINS numberA1-F18AC-NFM-500 stands for the initial or revisededition of a Pilots Pocket Checklist supplement to theNATOPS manual of an F/A-18 aircraft. In-depthinformation can be found in the OPNAVN0000-00-IDX-000/TMINS publication.

Q16.

Q17.

Q18.

How many numbering systems are currently inuse by NAVAIR and what are they?

What part of the NAVAIR numbering system canthe category of the publication be found?

The standard TMINS number is made up of howmany distinct parts and what are they?

Q19. The two-digit subject serial number is whatgroup of the PI?

Q20. What are the last six positions in the publicationidentifier (PI) called?

USING TECHNICAL MANUALS

LEARNING OBJECTIVE: Recognize theprocedures for using maintenance instructionmanuals (MIMs) and illustrated partsbreakdowns (IPBs).

Technical manuals help ensure propermaintenance. In today’s Navy, the equipment iscomplex and you must use technical manuals at alllevels of servicing and repair. The purpose of thissection is to introduce you, the worker, to the contentof technical manuals.

MAINTENANCE INSTRUCTIONMANUAL (MIM)

As discussed earlier, the Maintenance InstructionManual (MIM) is identified by the number 2 in part IIIof the NAVAIR publication number. For example, thefirst numeral 2 in NAVAIR 01-75PAA-2-2.3identifies the MIM for the P-3A aircraft. The MIM ismade up from a number of individual publications.Each publication deals with some portion of themaintenance for the applicable model aircraft. Itcontains essential information that aircraftmaintenance personnel require to service and maintainthe complete aircraft. Before you attempt any task onan aircraft, consult the MIM for that particular modelof aircraft. By using the MIM properly, you mayprevent possible aircraft damage and save time. Therecommended maintenance methods provideprocedures that can be accomplished by theappropriate maintenance level activity.

NOTE: Different aircraft manufacturers maygroup the material in the various volumes of the MIMsunder different titles. For example, the “Survival andEnvironmental Systems” volume for the older aircraftcovers the ejection seat, canopy, liquid oxygen,heating, air conditioning, ventilation, and anti-gsystems. Two volumes tit led “PersonnelEnvironmental Systems” and “Canopy and SurvivalSystems” are prepared to cover the same subjects fornewer aircraft.

The “General Information and Servicing” volumeis designed primarily for the plane captain. This

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volume contains a general description of the aircraft,information that is not contained in other specializedmanuals, and all information about servicing theaircraft.

Each of the specialized system volumes of theMIM is further divided into four sections. Thesesections are described briefly in the followingparagraphs.

Section I is the same in all volumes for a particularaircraft MIM. It introduces the manual and usuallysupplies a list of the changes that apply to the particularvolume.

Section II describes the system and itscomponents, as well as their operation.

Section III covers such maintenance as theremoval and installation procedures andtroubleshooting charts for organizational-levelmaintenance.

Section IV covers component repair proceduresfor intermediate-level maintenance.

Figure 2-18 is an example of a page from sectionIII of a MIM. This page shows the basic layout ofthe maintenance-coverage sections of thespecialized-type manuals. To make it easier for youto locate the material on the page, each componentmaintenance procedure is identified by a boldfaceheading (fig. 2-18, A). All removal and installationprocedures provide a recommended manpowerrequirement (B) for the supervisors to use inassigning personnel to perform the job. All tools andequipment, other than standard tools, are noted (C)before the maintenance procedure. This allows theseitems to be drawn from the toolroom before startingthe operation.

When consumable materials, such as lubricants,lockwire, and cotter pins, are required during aninstallation procedure, a listing of these items (D) ismade before the procedural steps. Miscellaneoussmall parts (other than standard Air Force/Navy [AN]specification and Military Specification [MS]hardware), necessary for removal and installation.also appear in the materials list. As an aid to qualityassurance representatives (QARs), those steps in aprocedure that require an inspection are in italics(E).

NOTE: In some MIMs, the steps in a procedurethat require a quality assurance (QA) inspection areunderlined. The italicized steps are a very important

feature and are summarized (callout F) at the end ofeach procedure.

The separate sections of these manuals are issuedas separate publications under individual identifyingnumbers. This is done to make it easier formaintenance personnel to procure, store, file, and usespecific parts of the manual.

A new format for MIMs was developed with theintroduction of manuals for late model aircraft, suchas the F-14 and S-3. You should understand this newerformat as well as the old because you will use both,depending upon the aircraft on which you are working.Both formats are discussed separately in the followingparagraphs.

Under the older format, a volume contains severalsections. The number of sections in each volume maydiffer from one model aircraft to another and from onevolume to another. In some cases, organizationalmaintenance is covered in one section andintermediate maintenance in another. In other cases,two separate volumes cover the two levels ofmaintenance.

In the newer format, sections I and II of allvolumes are usually similar in format. Section I is anintroduction to the volume. It provides a generaldescription of the manual, including the scope ofcoverage, format, and arrangement of the includedinformation. Also, it contains a list of the applicablepublications and technical directives required bymaintenance activities.

Section II contains a physical description of theequipment or systems covered in the volume. Forexample, in the volume “Powerplant and RelatedSystems of the F-14 Aircraft,” section II containsdescriptions and operating instructions for the powerplant and its related systems.

In some volumes, a section is devoted to anysupport and special equipment required for themaintenance of the system covered. In othervolumes, this information is covered in the sectionthat pertains to the specific system. As statedpreviously, the remaining number of sections maydiffer; however, in all cases these sections containthe maintenance information for the includedsystems.

Under the newer format, the MIM issubject-identified in part IV of the manual numbercode. For example, the manual number codes for theF-14 organizational-level MIM are shown in figure

2-18

Figure 2-18.—Typical page of a maintenance instruction manual.

2-19

2-19. With the possible exception of maintenance, thesubjects are self-explanatory. The maintenancevolumes contain step-by-step procedures for theremoval and installation of components within thesystem covered by the particular volume.

Part V of the manual number code is a subvolumenumber of the subject designated in part IV. In the caseof F- 14 manuals, -1 in part V is used for landingsystem; for example, NAVAIR 01-F14AAA-2-2-1 isLanding Systems, Principles of Operation; NAVAIR01-F14AAA-2-3-1 is Landing Systems, Testing andTroubleshooting; and NAVAIR 01-F14AAA-2-4-1 isLanding Systems Maintenance.

To provide smaller information units, the MIMsare sectionalized into work packages (WPs) and, ifnecessary, into subordinate work packages (SWPs).WPs and SWPs are identified by a five-digit number.The first three digits represent the WP number, and thelast two digits represent the SWP number.

NOTE: The two digits that identify the SWP areusually printed in smaller size type than the three digitsthat identify the WP.

Figure 2-20 is an example of page A of a testingand troubleshooting MIM. It contains the numericalindex of the effective WPs and SWPs in the volume.WP 00 1 00 contains an alphabetical listing of all WPsand SWPs in the volume.

ILLUSTRATED PARTSBREAKDOWN (IPB)

Normally, the IPB consists of several individualvolumes; one for each functional element of the

aircraft and one volume that is the Master Parts Index.Each volume pertaining to the different functionalelements is identified by a dash and number in part IVof the publications number. For example, the MasterParts Index for the F-14A aircraft is NAVAIR01-F14AAA-4, and the IPB volume for the landingsystems is NAVAIR 01-F14AAA-4-1.

The IPB is useful in identifying and ordering parts.You can determine the exact part or item required forreplacement in a repair situation. Figure 2-21 is atypical IPB diagram. It can be used to identify failedor worn parts. To do this, identify the part by locatingit on the diagram (i.e., you decide number 6 is thefailed component). You can take this number, calledthe index number, and locate it (a launch bar) on thepart list (fig. 2-22). This information in the part list isvital in ordering the part.

The IPB contains a list of weapons systemscomponent parts keyed to simple illustrations. Themanual serves a dual function to assist maintenanceand supply. Material is illustrated by an exploded viewand identified to material availability through sourcecode listings. It is prepared as an associate manual tothe related maintenance manual or incorporated in thebasic book as a separate section.

NAVAL AERONAUTICPUBLICATIONS INDEX(NAPI)

All aeronautic publications, changes, technicaldirectives, and forms issued by NAVAIRSYSCOMare cataloged in the Naval Aeronautic PublicationsIndex (NAPI). The NAP1 consists of six sections,

Figure 2-19.—Example of F-14 MIM number codes.

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Figure 2-20.—Typical page A of a MIM.

which make it easier to locate and order specificpublications and changes. They are as follows:

NAVSUP PUB 2002, Navy Stock List ofPublications, Forms, and Directives

NAVAIR 00-25-501, NAVAIR TechnicalManuals and Technical Directives DistributionListing

NAVAIR 00-500A, Equipment ApplicabilityList

NAVAIR 00-500C, Directives Application List

NAVAIR 00-500SE, Support EquipmentChanges Cross-Reference

NAVAIR 01-700, Airborne Weapons/Stores,Publication Index

Each section of the NAPI contains an introduction,which explains the purpose of that particular section,and specific instructions on the use of the index. Acomplete NAPI should be maintained by the qualityassurance (QA) division in its technical library.

For more in-depth information concerning theparts of the NAPI, refer to NAVAIR 00-25-100.

Q21. In the NAVAIR publication number NA01-75PAA-2-4, what does the number "2"designate?

Q22. How are quality assurance inspectionrequirements identified in maintenanceinstruction manuals (MIM)?

Q23. What technical publication is most helpful inidentifying and ordering replacement parts?

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Figure 2-21.—Typical diagram page of IPB (launch bar abort mechanism).

Q24. The Naval Aeronautic Publications Index(NAPI) has how many sections?

Q25. Where are all NAVAIR aeronauticalpublications changes, technical directives, andforms cataloged?

Q26. What division maintains a complete NavalAeronautic Publications Index (NAPI) in itslibrary?

MAJOR CATEGORIES OF NAVAIRTECHNICAL MANUALS

LEARNING OBJECTIVE: Identify the majorcategories of technical manuals.

NAVAIR technical manuals are grouped incategories according to type and peculiarities of therequirement. Based on intended use, publications aretailored to improve usability. Manuals that you willuse the most are discussed in the following paragraphs.

GENERAL SERIES MANUALS(00 SERIES)

As indicated by its title, the technical manualswithin this series contain information of interest to amajor portion of the aviation community. Part of thisseries is the technical manual indexes, which will bediscussed later in this chapter. Also included arestandard aircraft characteristics manuals, DeputyChief of Naval Operations (DCNO) (Air Warfare)training literature, documentation management andprocedures manuals, and other miscellaneouspublications.

The general series (00 series) contains the aviationtraining literature (00-80 series). These publicationsare issued by the authority of the DCNO (Air Warfare).Included are various air safety manuals and generalaviation manuals prepared on subject material relatedto military skills, ratings, or operational maintenanceprocedures. These manuals are available throughnormal supply channels.

An additional volume has been added to the newtechnical manual system for late model aircraft. Thisis the “zero” volume. For the S-3A aircraft, theNAVAIR publication number is NAVAIR

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Figure 2-22.—Typical part list of IPB (launch bar abort mechanism).

01-S3AAA-0. Its title is the Technical DocumentationList. The purpose of this volume is to provideinformation concerning the availability andapplicability of technical manuals for the maintenanceof the particular aircraft model. The listings arepresented in three basic formats:

Numerically by assigned technical manualnumber.

By system, subsystem, and component partnumber or type designator to technical manual number.

By support equipment part number or typedesignator to technical manual number.

As you can see, the -0 volume is very important.The alphanumeric listings help you determine if

publication information is required for an aircraftcomponent or item of SE. The associated manuals arelisted for each level of maintenance.

PRIMARY WEAPONS SYSTEMSTECHNICAL MANUALS (01 SERIES)

Technical manuals issued within this series are acombination of operation and maintenancepublications. These manuals specifically apply tomajor weapons systems, such as aircraft, missiles, andunmanned drones or targets. The manuals are brokendown by subject material and appear in a variety offormats. Short descriptions of some of these manualsare contained in the following paragraphs.

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Operational Manuals

Three types of manuals are discussed here. One isthe NATOPS flight manual. The other two arechecklists, the Pilot’s Pocket Checklist/Flight CrewChecklist and the Functional Check Flight Checklist.

Natops Flight Manual. The Naval Air Training andOperating Procedures Standardization (NATOPS)flight manual contains the complete operatinginstructions for a specific aircraft and its operationalequipment. It is identified by the number 1 in part IIIof the publication number and is generally called adash 1 (-1) manual. It contains emergency as well asnormal operating instructions.

NATOPS manuals enhance operational safetythrough standardization of ground and flightprocedures. The manuals are issued by the direction ofNAVAIR under a Chief of Naval Operations (CNO)letter of promulgation. This letter stipulates that theprocedures are mandatory. NATOPS flight manualsare issued primarily for the use of the pilots andaircrew. Maintenance personnel should becomefamiliar with the contents of the flight manual for theirspecific aircraft.

NATOPS flight manuals are kept up-to-date bytwo types of changes: routine changes and interimchanges. Routine changes are generally issued every90 days. Interim changes cover vital operatinginstructions, and are issued when immediate action isnecessary. Interim changes are issued either in printedor message form and are later incorporated as routinechanges.

Pilot’s Pocket Checklists/Flight Crew Checklists.These items are an abbreviated extension to theNATOPS data released in a special “knee pad”checklist format. They contain performance andreference data and emergency procedures, as well asnormal and special procedures. They are step-by-stepabbreviations of the amplified NATOPS proceduresprepared for direct cockpit application.

Functional Check Flight Checklist. Thesechecklists are used during a functional check flight.They are used to determine whether the airframe,power plant, accessories, and other items of equipmentare functioning in accordance with predeterminedstandards while subjected to the intended operatingenvironment. These flights are conducted when it isnot possible to determine proper operation by groundchecks. The data is provided in an abbreviatedchecklist format. The checklist is applied by the pilot

or crew members for recording the results of the flighttest.

Tactical Manuals

The tactical manual supplements the flightmanual; it provides information to the pilot and crewon how to “fight” the aircraft. It provides informationon tactics, weaponry, and air combat maneuvering,with procedures and techniques based on tacticalsituations and mission assignments. These manualsare being made part of the Naval Warfare Publicationsprogram. Refer to Tactical Warfare PublicationsGuide, NWP-0.

Airborne Weapons/Stores Loading Manuals(Conventional and Nuclear)

These publications provide information requiredto convert aircraft armament systems to respond tovarious mission assignments, perform functionalcheckout of aircraft weapons control and releasesystems, and describe the loading or unloading ofairborne weapons or stores. The conventional portionof the manual explains standard loading criteria andprocedures predicted on tactical doctrine. The nuclearportion standardizes loading procedures and includesin-flight weapons procedures. These publications arealso released by letter from CNO, specifying that theprocedures stipulated are mandatory.

Weapons Loading Checklists. These checklistsare abbreviated step-by-step procedures taken fromthe amplified procedures displayed in the weapons orstores loading manuals. These are normally used fortraining as well as for direct loading support.

Stores Reliability Cards (SRCs). SRCs containabbreviated procedures for use in high-tempooperational areas. They may be used by trained andcertified personnel instead of conventional weaponsloading checklists. SRC’s are pocket-size, laminatedcards that contain information to ensure the aircraft isready to receive the weapon, the weapon is ready to beloaded. the weapon was properly loaded. and to showthe final steps to prepare the weapon for flight andintended use.

Nuclear Weapons Cargo Loading Manuals. Thesemanuals provide information for transporting nuclearweapons. The instructions cover loading, securing,transporting, and unloading in cargo or transportaircraft and helicopters.

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Cargo Loading Manuals. These manuals havebeen prepared for selected cargo-type aircraft. Theyprovide instructions on authorized procedures forloading, securing, and unloading. All typical loads(ground equipment, troops, engines, etc.) and otherassigned transport missions are covered andillustrated. Most cargo loading manuals are subject tocontrols identical to NATOPS. In fact, for aircraft thatdo not have separate cargo loading manuals, theinformation can normally be found in the applicableNATOPS flight manual.

MAINTENANCE MANUALS

Maintenance manuals contain instructions for theeffective use and support of weapons systems orequipment. These instructions include, but are notlimited to, troubleshooting, installation, removal, andrepair of system components.

General Engineering SeriesManuals (01-1A Series)

The general engineering series manuals coverstandard aviation maintenance practices that apply toall aircraft rather than to a particular aircraft. Thesepublications serve as useful training tools, and theyprevent duplication of standard practices within othermanuals.

Aircraft Maintenance InstructionManuals (MIMs)

Aircraft MIMs are prepared on a systemsmaintenance concept. They appear in two basicformats, conventional and work package. The olderconventional manual specification required that thecoverage reflect both organizational and selectedintermediate maintenance for contractor-furnishedequipment (CFE). The more recent, task-orientedwork package manuals cover organizational-levelmaintenance only. (Both conventional and workpackage formats for technical manuals were coveredearlier in this chapter.)

Work Unit Code (WUC) Manual

WUC manuals are provided for each model ofaircraft. They are identified by a -8 in part III of theNAVAIR publication number. For example, NAVAIR01-F14AAA-8 is the WUC Manual for the F-14Aircraft. There are WUC manuals provided for everytype of aircraft and support equipment.

The WUC manual is used as a maintenance aid andrecording guide in conjunction with the MaintenanceData Systems. It identifies assigned system-relatedequipment codes pertaining to various servicing andmaintenance functions. These codes are used to recordmaintenance information into an automated data base.The information is processed to produce managementreports that are used to determine material failureanalysis and supply statistics, as well as maintenanceand equipment design improvements.

Weight and Balance Data Manual,NAVAIR 01-lB-40

The weight and balance data manuals are usedjointly with the U.S. Air Force. They provide astandard system for recording field weight and balanceof certain aircraft. The initial forms, charts, andrecords contained in the manual are prepared by theoriginal manufacturer before delivery of the aircraft tothe Navy. The manual remains with the aircraft duringits entire service life. It provides a means ofmaintaining a continuous, current record of theaircraft’s basic weight, balance, and loading data. Therecords are maintained by the aircraft reportingcustodian and overhaul activities. It must be broughtup-to-date before transfer of aircraft. The proceduresfor maintaining this manual are contained in the USNAircraft Weight And Balance Control Manual,NAVAIR 01-lB-50.

Crew Station Manuals and In-FlightMaintenance Manuals

Crew station and in-flight maintenance manualsare designed for large, high-density avionics aircraftwith sophisticated, computer-controlled, integratedweapons systems. They provide the operators of theindividual stations the capability of monitoring logicanalysis and signal flow data. They aid in maintainingmission capability and assist in rapid fault detection,and possible corrective action, while still airborne.

Airborne Missiles-Guided Weapons andTarget and Drone Manuals

Because of the similarity of missiles and drones toaircraft, these manuals are prepared to the samegeneral specifications as aircraft manuals. However,they are tailored to missile and drone specificfunctional application. These manuals cover basicdescription, theory and troubleshooting, checkout,

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assembly, disassembly, maintenance, servicing andhandling.

Airborne Missile Weapons AssemblyChecklists

Airborne missile and weapons assemblychecklists are an abbreviated, unclassified proceduralreference. These checklists can be used as a guide forstep-by-step assembly of missiles and weapons. Theyare provided as a convenient “line maintenance”reference document. The checklist manual is used asa backup in the event of difficulty.

Structural Repair Manual (SRM)

The SRM is used as a guide in making structuralrepairs to the airframe. It contains general informationon airframe sealing, control surface rebalancing,general shop practices, damage evaluation and supportof structure. and a description of the structure.Descriptions of structures are made by using indexedillustrations and repair drawings.

SRMs contain specialized repair informationrequired by maintenance personnel to determine theextent of aircraft structural damage. It also containsinstructions for performing a permanent or onetimeflight repair.

Basic structural repair data, common to allaircraft, is released in a general engineering seriesmanual, General Manual for Structural Repair,NAVAIR 01-1A-1. Aircraft structural repair manualsare prepared by the original design manufacturer.They contain aircraft specific information and areconsidered a supplement to the general series (01-1A)manuals discussed earlier.

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The SRM for most new aircraft is published in twovolumes because the volumes are used by differentactivities. Volume I is used by all levels ofmaintenance. Volume II supplements volume I, andcontains information for use at intermediate- anddepot-level facilities.

You can identify the SRM by a -3 in the manualcode. The two volumes are further identified by ana d d i t i o n a l d a s h n u m b e r ; f o r e x a m p l e ,NAVAIR-01-75PAA-3-1. This is the code for volumeI of the SRM for the P-3A.

Each volume of the SRM is divided into sections.Section I contains genera! information. Each of theother sections contains more specific information.These sections cover portions of the aircraft, such as

wings, tail, fuselage, landing gear, and engines. Thereis also a section that covers typical repairs.

The scope of SRMs is being revised to expand andcomplement their application. The manuals are to bepublished as four volumes: (1) structural repair, (2)corrosion control, (3) nondestructive inspection, and(4) an illustrated parts breakdown (IPB).

Before you attempt to use the SRM, you shouldread the introduction in volume I. It includesinformation on how to use the manual.

NOTE: Since the formats of SRMs differ, theinstructions on how to use a particular manual alsomay differ from other SRMs.

POWER PLANT MANUALS(02 SERIES)

Power plants are reciprocating engines, jetpropulsion engines, jet propulsion/turboshaft engines,rocket-type jet engines and Auxiliary Power Units(APU). Organizational (installed) maintenance iscovered in the power plants volume of the MIM thatis prepared by the aircraft designer. However,intermediate and depot (uninstalled) information isdefined in specialized engine publications prepared bythe engine manufacturer. These manuals includeinformation on intermediate servicing and repair,complete engine repair (CER), overhaul, and an IPB.In some cases, CER is supported by a deck ofComplete Engine Repair Requirements Cards(CERRCs).

Unique to engine systems is a Three-degree, GasTurbine Engine Repair Program at the intermediatemaintenance level. Under this program, each engineintermediate maintenance manual defines specificengine maintenance actions as either first-, second-, orthird-degree functions. Specific guidelines andresponsibility information are provided inOPNAVINST 4790.2.

In most power plant manuals, the maintenanceand service instructions manual is identified by a -2or a -502 in part III of the NAVAIR publicationnumber. These manuals contain all the informationnecessary for you to routinely service and maintainthe engine models covered. They also includeinstructions for troubleshooting, dismantling,reassembling, and testing.

Under the NAVAIR publication numbering system,the overhaul instructions manual is identified by a -3 ora -503 in part III of the publication number. This manual

contains the instructions necessary for a completeoverhaul of the engine (overhaul as performed bynaval aviation depots). It is used by organizational andintermediate maintenance activities.

Under the NAVAIR publication numberingsystem, the IPB manual is identified by a -4 or a -504in part III of the publication number. The IPB isdivided into three sections-an introduction, agroup assembly parts list, and a numerical index.The IPB illustrates, lists, and describes all parts andspecial SE necessary to maintain the particularengine model.

Under the TMINS numbering system, there arethree basic types of engine manuals—one each forintermediate maintenance, depot maintenance, andan IPB. Several other special manuals are availablefor some engine models, but they usually apply tointermediate or depot maintenance.

AERONAUTICAL COMPONENT ANDEQUIPMENT MANUALS

Aeronautical component and equipment manualscover all types of aircraft accessory and relatedequipment. Some of the most common types are listedbelow:

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Accessory (03 series)

Instrument (05 series)

Armament/Ordnance (11 series)

Electronics/Avionics (16 series)

Machinery, Tools and Test Equipment (17series)

Ground Servicing and Mobile Equipment (19series)

General component and equipment manuals canbe prepared as individual intermediate or depotvolumes, or as a combination. Occasionally, thesemanuals include general or specialized organizationaldata not included in the weapons systems series.However, organizational data appears in the primeweapons system manual whenever feasible. Designcomplexity, data volume, and the maintenance plan orengineering analysis determine the selection ofcontent coverage and volume assembly.

If the equipment is of a highly complex designwith variations in maintenance capability and supportmaterials at different levels, the manuals are normallycoded for separate intermediate- and depot-levelcoverage. However, when logistic support

requirements, workload procedures, and basic supportequipment are similar at the intermediate- anddepot-level, the manuals are coded for a combinedintermediate- and depot-level publication.

SPECIAL APPLICATION TECHNICALMANUAL SERIES

Technical manuals within this category containoperation and maintenance and/or procedures thatapply to a variety of equipments associated withaircraft maintenance. Short descriptions of these typesof manuals are contained in the following paragraphs.

Aircraft Hardware and RubberMaterial (04 Series)

The 04 series manuals provide descriptivemaintenance information on maintenanceconsumables, such as aircraft wheels and tires.

Electronics, Airfield Lighting andRelated Accessories (08 Series)

These manuals provide information andinstructions covering the installation, adjustment,operation, maintenance, and IPB of airfield lightingfacilities for night operation at temporary or advancedair bases. The 08 series is being combined with the 16series for electronics equipment. The 08 entry in theNAVSUP 2002 will refer you to the 16 entry.

Aviation Life Support Systems (ALSS)Manuals (13 Series)

The 13 series manuals provide information andinstructions for operation and maintenance of allpersonal survival equipment. These manuals includeinstructions for ejection seats, parachutes, survivalequipment, portable oxygen equipment, and anti-Gand exposure suits. Manuals are provided for each itemcovering description, special tools, preparation foruse, storage or shipment, operation instructions,inspection, maintenance, lubrication, troubleshooting,and an IPB. Each manual contains only those portionsapplicable to that item of equipment.

Standard Preservation and PackagingInformation (15 Series)

The 15 series manuals provide instructions for theinitial preservation treatment, procedures formaintaining preservation, procedures for depreserving

aircraft, uninstalled aircraft engines, and dangerousmaterials. They also contain instructions forlong-term, extended shipment, short-term (fly away),and water damage or fire-fighting chemical damagetypes of preservation. Included in these manuals arerequired material and equipment and individualdetailed preservation procedures for each component.

Electronics (16 Series)

Manuals in the 16 series are identified by anumbering system like the one used with aircraftmanuals. It consists of a three-part designation thatfollows a prefix. The subdivisions of some of the 16series manuals are discussed in the followingparagraphs.

General. The general (NAVAIR 16-l series)manuals publications of many types. Thecontents do not fit any other subseries. They includemanuals that pertain to general maintenance practices,training manuals. design guidance data, etc. Acomplete list is available in the current index of eachpublication.

Radio and Radar. Manuals in the 16-5Q and 16-5Ssubseries pertain to older equipment. As such, they donot conform to present standardization formats. Theyinclude miscellaneous operation and maintenance datafor radio and radar equipment.

Joint Nomenclature Electronic Test Equipment.Manuals found in this subseries normally appear in thestandard format. One example of a manual in thissubseries is the Handbook Service Instructions for theRadio Sets AN/ARC-94, AN/ARC-102, AN/ARC-119,and AN/ARC-120, NAVAIR 16-30ARC-94-1.

Support Equipment Manuals(17 and 19 Series)

Although Aviation Support EquipmentTechnicians (ASs) perform maintenance on supportequipment, personnel in the other aviationmaintenance ratings must operate the equipment.Therefore, operating instructions should be available.

The 17 series (machinery, tools, and testequipment) and 19 series (ground servicing andmobile equipment) of aeronautic technicalpublications cover most types of support equipment(SE). The manufacturer of each item of SE mustfurnish instructions for operating and maintaining theequipment throughout its service life. Like aircraftMIMs, these publications are prepared by the

manufacturer and issued under the authority ofNAVAIRSY SCOM. SE manuals are stocked andlisted the same as technical manuals.

DEPARTMENT OF DEFENSEPUBLICATIONS

Navy technical manuals, because of multipleapplication, are used jointly between other elements ofthe Navy, such as the Naval Sea Systems Command(NAVSEA), Space and Naval Warfare SystemsCommand (SPAWARSYSCOM), and other services(U.S. Army and U.S. Air Force). These manualsnormally carry the identification number of each usingservice. They are under the management control of theprimary executive service, which can be easilyidentified because their publication code number willbe the first listed on the cover. However, to simplifytheir identification and index listing, they are indexedin the NAVSUP 2002 by their NAVAIR or TMINSnumber.

AUTOMATION-TYPE TECHNICALMANUALS

Automation-type technical manuals do not follownormal documentation practices and standards. Theyappear on paper or mylar punch tape, magnetic tape,molded templates, or film. Often, they are used withprogrammed automatic or semiautomatic testequipment. They are used to monitor the operation ofthe equipment. Policy for the management of thesemanuals is contained in NAVAIRINST 13630.1.

PLANNED MAINTENANCE SYSTEMPUBLICATIONS

Planned Maintenance System (PMS) publicationsconsist of maintenance requirements cards (MRCs),periodic maintenance information cards (PMICs),checklists, and sequence control charts and cards(SCCs). These publications provide a basis forplanning, scheduling, and complying with scheduledmaintenance requirements. The requirements arescheduled with intervals, such as calendar time, flightor operating hours, or number of cycles or events basedon the predominant failure mode. In instances whereconflict exists among PMS publications and otherdirectives, the PMS publication takes precedence.PMS publications are discussed in the followingparagraphs.

Q27. What is the purpose of the “TechnicalDocumentation List”?

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Q28.

Q29.

Q30.

Q31.

Q32.

Q33.

What information does the NATOPS FlightManual contain?

What type of manual describes how to “fight” anaircraft?

Which manuals prevent the need for duplicationof standard practices in other manuals?

What does the “-3” in the publication number01-75PR4-3-1 indicate?

Aeronautical component and equipmentmanuals, 03 series, cover information on whattype of equipment?

MRCs, PMCs, and SSCs provide a basis forplanning, scheduling, and complying withscheduled maintenance requirements underwhat system?

Phase/Daily/Special/Preservation/ConditionalMaintenance Requirements Cards (MRCs)

Phase MRCs divide the total scheduledmaintenance tasks into small packages (phases) ofapproximately the same work content, which areaccomplished sequentially at specific intervals.

The remaining cards cover the minimum dailyinspection requirements, as well as servicing andpreservation, special inspections, and, if applicable,conditional inspections. Aircraft service periodadjustment (ASPA) evaluations are conditionalmaintenance actions that are depot-level evaluationsof an aircraft’s general material condition.

Periodic Maintenance InformationCards (PMICs)

PMICs identify scheduled or forced removal itemsand their replacement intervals. They also contain arecord of applicable technical directives, amaintenance requirements index, by system, and aconditional inspection listing.

Checklists

The checklist format for inspections providesmaintenance personnel with abbreviated requirementsfor turnaround and preoperational inspections. Therequirements cover those items necessary to determineobvious defects that may have occurred during eachflight. Inspection requirements are consecutivelynumbered and sequentially arranged in logicalworking order.

Sequence ControlCharts/Cards (SCCs)

SCCs aid the planning and accomplishment ofscheduled and unscheduled maintenance tasks duringinspections. SCCs, as an integral part of themaintenance program, provide a means of controllingthe assignment of work and personnel. These SCCsindicate which MRCs are to be complied with,numbers and specialties of personnel required, timesduring which the separate jobs are scheduled forcompletion, POWER/AIR OFF or ON conditionrequired during the work, and the area where the workis to be performed.

MANUFACTURERS’ SERVICEBULLETINS AND MAINTENANCEDIGESTS

Service bulletins and other publications, such asmaintenance digests, prepared by weapons systemsand equipment manufacturers are neither authorizednor approved for distribution to naval personnel.Information of a technical nature furnished byweapons systems and equipment manufacturers, ortheir representatives, should not be used to performmaintenance on NAVAIR cognizant equipment.Technical manuals or publications issued throughthe NAVAIR distribution system are the onlydocuments authorized for operational ormaintenance performance on naval aircraft andrelated equipment.

AERONAUTICAL PERIODICALS

Naval activities and commands publishperiodicals of interest to the aviation maintenancetechnician. Some of the most important publications(Naval Aviation News, Approach, and Mech) arediscussed in the following paragraphs. Thesemagazines are intended for the worker and containexcellent information. They should be available in thework center.

Naval Aviation News

The Naval Aviation News is published bimonthlyfor the Chief of Naval Operations (CNO) byNAVAIRSYSCOM and the Naval Historical Center.It provides information about aircraft training andoperations, space technology, missiles, rockets,aviation ordnance developments, aeronautical safety,

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aircraft design, power plants, aircraft recognition,technical maintenance, and overhaul procedures.

As its name implies, this publication is a newsmagazine. By reading it, you can keep up with thelatest unclassified developments in naval aviation. Inaddition, the coverage of fleet operations, the humaninterest articles, and accomplishments of individuals(both officer and enlisted) make the Naval AviationNews an entertaining as well as an informativeperiodical.

Approach

Approach, the Naval Aviation Safety Review, ispublished monthly by the U.S. Naval Aviation SafetyCenter. It is distributed to all naval aeronauticorganizations. Approach gives the most accurateinformation currently available on the subject ofaviation accident prevention.

A large number of aviation accidents aremaintenance induced; that is, they occur during thepreparation for, performance of, and securing frommaintenance. They may be the result of sloppy orimproper maintenance.

Approach reports the results of accidentinvestigations. For those accidents that aremaintenance-induced, it describes what was donewrong and how it should have been done; suggestscorrective measures to prevent future accidentsresulting from these causes; and, when appropriate,cites aeronautic technical publications that provideauthority for changes in techniques or materials toimprove the maintenance product. In short, if you readand heed the messages in Approach, you will benefitfrom other mechanics’ experience. Put Approach onyour required reading list, and look for it every month.

Mech

Mech is published bimonthly by the U.S. NavalSafety Center. It is distributed to naval aeronauticorganizations on the basis of one copy per 10 persons.It presents the most accurate information from aircraftaccident reports, incident reports, medical officers’reports, and reports of special investigations of aircraftmishaps. The content is information, and it should notbe considered as regulatory, as orders, or as directives.Any reference to commercial products does not implyNavy endorsement of those products. Currently,Crossfeed is an insert of Mech.

Q34. Periodic Maintenance Information Cards(PMICs) identify what information?

Q35. What are the only documents authorized foroperational or maintenance performance onnaval aircraft and related equipment?

SAFETY PUBLICATIONS

LEARNING OBJECTIVE: Identify safety-related publications that relate primarily tonaval aviation.

Safety is always the responsibility of every Navyman and woman. A discussion of safety publicationsfollows.

THE NAVAL AVIATION SAFETYPROGRAM, OPNAVINST 3750.6

The purpose of OPNAVINST 3750.6 is topreserve human and material resources. The first fewchapters contain instructions regarding commandaviation safety programs, pre-mishap planning, andreporting of hazards. The remaining chapters describeactions to be taken in case of an aircraft mishap,mishap classification, initial required reports,investigations, endorsements, and the monitoring ofcorrective actions to eliminate hazards. All navalaviation personnel should be familiar with thisinstruction.

NAVY OCCUPATIONAL SAFETY ANDHEALTH (NAVOSH) PROGRAM MANUAL,OPNAVINST 5100.23

This program provides policies and guidelines foradministration of the NAVOSH program Navywide.The total program encompasses all safety disciplines,such as systems safety, aviation safety, weapons orexplosives safety, off-duty safety, as well asoccupational safety and health. The provisions of thismanual apply to all Navy civilian and militarypersonnel and operations ashore and afloat worldwide.

NAVY OCCUPATIONAL SAFETY ANDHEALTH (NAVOSH) PROGRAM MANUALFOR FORCES AFLOAT, OPNAVINST5100.19

As the title implies, OPNAVINST 5100.19, alsoreferred to as the Safety Manual Afloat, contains safetyprecautions applicable to forces afloat. It containsinformation on aviation safety, and covers precautions

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applicable to aircraft carrier flight and hangar deckoperations. It is a valuable reference for planning apredeployment training program to qualifymaintenance personnel for carrier operations.

NAVAIROSH REQUIREMENTS FOR THESHORE ESTABLISHMENT, NAVAIRA1-NAOSH-SAF-000/P5100-1

The purpose of this manual is to provide, in onedocument, guidance on acceptable work place safetyand health standards ashore that are to be implementedwithin the Naval Air Systems Command. You shouldstudy all safety instructions and make them apermanent part of your training syllabus.

Q36.

Q37.

Q38.

Q39.

What is the purpose of the Naval Aviation SafetyProgram, OPNAVINST 3750.6?

What safety-related publication providesguidance on the administration of the NAVOSHprogram Navywide?

What information is contained in OPNAVINST5100.19?

What is the purpose of the manual NAVAIROSHRequirements for the Shore Establishment,NAVAIR A1-NAOSH-SAF-00/P5100-I?

TECHNICAL DIRECTIVE SYSTEM

LEARNING OBJECTIVE: Identify theTechnical Directive System and how technicaldirectives are updated, numbered, andcategorized.

The Technical Directive (TD) System controls andissues all technical directives. This systemstandardizes the method of issuance for suchdirectives. It is the only authorized means for directingthe accomplishment and recording of modificationsand onetime inspections of NAVAIR acceptedequipment. The TD system is an important elementdesigned to maintain equipment in a configuration thatprovides the optimum conditions of safety,operational, and material readiness. This systemencompasses two styles of technical directivesdifferentiated by their method of issue. The two stylesare formal TDs (letter) and interim TDs (message). Ingeneral terms, they are both handled as letter technicaldirectives. These directives contain instructions orinformation of a technical nature that cannot besatisfactorily distributed as revisions or changes totechnical manuals. This information (instructions) is

distributed and classified into four TD types: changes,interim changes, bulletins, or rapid action minorengineering changes (RAMECs).

A change is a document containing instructionsand information that directs the accomplishment andrecording of a material change, a repositioning, amodification, or an alteration in the characteristics ofthe equipment to which it applies. A change directsthat parts be added, removed, or changed from theexisting configuration, or that parts or material bealtered, relocated, or repositioned.

Normally, a change is issued as a formal (hardcopy) document identified as a Power Plants Change(PPC), Airframe Change (AFC), Support EquipmentChange (SEC), etc.

An interim change is a technical directive issuedby message or message format letter that dictatesurgent dissemination.

A bulletin is an interim document comprised ofinstructions and information that directs a onetimeinspection to determine whether a given conditionexists. It specifies what action is to be taken if a givencondition is found or not found.

A rapid action minor engineering change(RAMEC) is a message TD, which provides for quickaction on minor changes that offer significantadvantages to the operating forces. NAVAIRINST5215.10 contains complete information on theRAMEC program. Management and procedurefunctions of the NAVAIR RAMEC TD system aredescribed in NAVAIRSYSCOM Technical DirectivesSystem, NAVAIR-00-25-300.

Q40.

Q41.

Q42.

Q43.

Q44.

Q45.

What is the purpose of the Technical DirectiveSystem?

What are the two styles of Technical Directives(TDs)?

What are the four types of instructions to bedistributed under the Technical DirectiveSystem?

A technical directive issued by message ormessage format letter that dictates urgentdissemination is known as what type of change?

An interim document that directs a onetimeinspection to determine if a given condition existsis known as what type of technical directive?

What is a rapid action minor engineering change(RAMEC)?

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TECHNICAL DIRECTIVEUPDATING METHODS

Sometimes, a change or bulletin is not thecomplete answer to a problem, and it is necessary toamend or revise a current directive.

An amendment clarifies, adds to, deletes from,makes minor changes to, or cancels an existingtechnical directive. It only supplements the existingdirective and not a complete directive in itself. Amaximum of three amendments may be applied to aTD, each remaining in effect until rescinded orsuperseded. A requirement for further amendmentaction requires the issuance of a revision.

A revision is a completely new edition of theexisting directive. It supersedes the original directiveor revision and all existing amendments.

TECHNICAL DIRECTIVES(RESCISSION/SUPERSEDURE/CANCELLATION/AMENDMENT)

In this section, rescissions, supersedures,cancellations, and amendments are discussed.

A rescission is the process by which TDs areremoved from active files after requirements havebeen incorporated. Final rescission action is directedin NAVSUP 2002. Activities maintaining activetechnical libraries should maintain the TDs on fileuntil they are deleted from the NAVSUP 2002 index.

A supersedure is the process by which interimchanges are removed from active files after a formalTD has been issued.

A cancellation is the process by which a TD isremoved from the active files. A TD is canceled if itis determined that a previously issued TD is not to beincorporated. TDs are canceled by an amendment tothe TD. The cancellation explicitly states the requiredconfiguration of each article initially specified formodification; for example, whether installedmodifications are to remain installed or whether theyare to be removed.

TD TITLES AND NUMBERING

There are many title subjects of changes andbulletins. A few example titles are as follows:

Power Plant (PPC, PPB)—The last letteridentifies the TD as a change (C) or bulletin (B)

Avionics (AVC, AVB)

Aviation armament (AAC, AAB)

Support equipment (SEC, SEB)

Airborne weapon (AWC, AWB)

Accessory (AYC, AYB)

The following are examples of the numberingsystem:

Aviation Armament Change No. 537

Support Equipment Change No. 1299

F- 14 Interim Airframe Change No. 261

F- 14 Interim Airframe Bulletin No. 111

The numbering system is a consecutive numericalapplication. For example, Avionics Change 204 wouldbe the 204th avionics change issued.

The numbers assigned to changes and bulletins areprovided by the Technical Directive Control Center,which is located at the Naval Air Technical ServicesFacility (NATSF). Changes or bulletins that have beenamended will have their basic number followed by thewords “Amendment 1,” “Amendment 2,” etc. Arevised directive will have the basic directive numberfollowed with the words “Rev. A.” “Rev. B,” asappropriate, to denote the first or second revision tothat basic directive.

The changes and bulletins are automaticallydistributed to the concerned activities. All TDs areissued by NAVAIR or NATSF, except in cases wherethe time delay in obtaining approval is unacceptable.In such cases, the controlling custodians areauthorized to issue interim TDs to preventunacceptable risks to personnel or equipment. Thechanges or bulletins are generally based on contractorservice bulletins, other letters of recommendations, orproposed modifications from field service activities.

TECHNICAL DIRECTIVE CATEGORIES

Technical directives are assigned a categoryaccording to the importance and urgency ofaccomplishing the work involved. A category ofimmediate, urgent, routine, or record purpose isassigned to each technical directive.

Immediate action TDs are issued when anuncorrected, unsafe condition exists that could resultin fatal or serious injury to personnel, or extensivedamage to or destruction of valuable property. Theseunacceptable risks require immediate action to eitherground aircraft, prevent launch of missiles, or deny useof related support equipment or munitions.

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Urgent action TDs are issued under the governingfactors of combat necessity or hazardous conditionsthat could result in injury to personnel, damage tovaluable property, or unacceptable reductions inoperational efficiency. These safety and material risksare acceptable only within definite time limits. Whencompliance is not accomplished within these timelimits, urgent action TDs require that affected aircraftbe grounded, and that the use of any missiles,munitions, equipments, or materials involved bediscontinued.

Routine action TDs are used to authorize,accomplish, or modify only. They are issued whenconditions embody risks acceptable within broad timelimits. If uncorrected, these conditions couldconstitute a hazard through prolonged use, have anegative effect on operational efficiency, reducetactical or support utility, or reduce operational life orgeneral service use of systems or equipment. Routineaction is not assigned to bulletins.

Record Purpose is used to confirm a modificationthat has been completely incorporated by thecontractor or in-house activity in all acceptedequipment (before issuance of the TD). This categoryis not used to formalize interim changes, assignmessage TDs, or to assign bulletins.

Q46.

Q37.

Q38.

Q49.

Q50.

Q51.

Q52.

Q53.

What are the two methods of updating a technicaldirective?

Define a rescission.

How long should an activity maintain a TD onfile?

How are TDs cancelled?

What activity assigns the numbers for changesand bulletins?

When an uncorrected, unsafe condition existsthat could result in serious injury to personnel ordamage or destruction of property, whatcategory of TD is issued?

What category of technical directive is issued tocomplete an action that, if uncorrected, couldconstitute a hazard through prolonged use?

What category of TD is used to confirm that amodification has been completely incorporatedby the contractor or in-house activity in allaccepted equipment?

TECHNICAL PUBLICATIONSLIBRARY PROCEDURES

LEARNING OBJECTIVE: Recognize theprocedures followed by central and dispersedtechnical libraries.

The aeronautical technical publications library(TPL) serves two important functions. First, it servesas a centralized source of up-to-date information forall mechanics and technicians. Second, it gives allpersonnel an excellent source of reference material tohelp with personal training and individualimprovement. To do the job, the TPL contains copiesof all technical manuals that apply to an activity’sassigned aircraft, its related systems and equipment,and the level of maintenance involved.

Each aviation maintenance activity operates TPLservices to support local operations and maintenance.A central TPL (CTPL), once established, controlstechnical publication activities within the command.This includes the setting up and operation of dispersedlibraries. The QA division has overall managementresponsibility for the technical library. The paragraphsthat follow discuss the functions of the central anddispersed libraries.

CENTRAL TECHNICALPUBLICATIONS LIBRARY(CTPL)

When an activity needs more than one library, itsets up a CTPL. This CTPL manages the technicalpublications in the activity. The CTPL is responsiblefor determining the activity’s publication needs. TheCTPL also procures and distributes publications andprovides for the security, maintenance, and updatingof all the technical publications. The CTPL is theactivity’s point of contact with NATSF and NavalAviation Supply Office (ASO).

DISPERSED LIBRARY

When an activity with a central library has othertechnical libraries within the command, these otherlibraries are called dispersed technical publicationslibraries (DTPL). The CTPL manages these dispersedlibraries. The CTPL also provides initial outfitting andissues updated material to DTPLs. The CTPL holdsthe DTPLs responsible for the storage and availabilityof publications that it issues to them. If a DTPL needsadditional information on a subject or technical

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manual, the library requests the information or manualthrough the CTPL.

INITIAL OUTFITTING

Initial outfitting is a onetime supply action for thetechnical manuals of a weapons system. ASO, NavalPublications and Forms Directorate, provides the basicpublication and all the changes.

For mission-essential publications, the centrallibrary submits the automatic distributionrequirements listing (ADRL). The ADRL is a tool ofthe NATSF Technical Publications Library (TPL)Program.

There are two types of publications initialoutfitting allowance lists. They are the GeneralAeronautical Publications List and the AeronauticalPublications By Weapons System List.

The General Aeronautical Publications Listincludes publications and directives of a generalnature that have no application to a specific weaponssystem.

The Aeronautical Publications by WeaponsSystem List includes publications and directives thatapply to a specific weapons system or equipment. Thislist can be further divided by level of maintenance; forexample, organizational, intermediate, or depot.

PUBLICATIONS MANAGEMENT

NOTE: Commands functioning with minimalpublications (10 or less) and no automatic dataprocessing (ADP) support may use the older NavalWarfare Publication Library (NWPL) system forpublication management rather than the TechnicalPublications Library Program.

CTPL personnel manage all libraries aboard aparticular activity. The central and dispersed librarieswork as a team.

Central Technical PublicationsLibrary Stamp

All publications and changes, including TDsreceived by the CTPL, are marked with an identifyingstamp for inventory control. The stamp identifies andnumbers all controlled publications. As a minimum,the stamp includes the name of the activity, thepublication copy number, and location of thepublication. On basic and revised publications, thisinformation is stamped on the title page where the date

of publication appears. On changes and technicaldirectives, the information is stamped on the first pageof the publication.

Change Entry CertificationRecord (CECR)

The Change Entry Certification Record (CECR),OPNAV Form 5070/12, (fig. 2-23) ensures thatchanges and revisions to technical publications havebeen issued and incorporated in a timely manner.Library personnel distribute the change data. Changeor revision material must reach all dispersed librarianswho hold a copy of the affected publication ordirective. The holder incorporates change pages in theaffected publication.

The CTPL librarian prepares a CECR form.Dispersed librarians regularly pick up CECR formsand the change materials. The dispersed librarianacknowledges receipt for the materials by signing part1 of each CECR. The central librarian then dates andfiles part 1 of the CECR in a 2- to 5-day tickler file.When the dispersed librarian completes the change, heor she signs part 2 of the CECR form and returns it tothe central librarian. He or she also returns the pagesthat were removed from the affected publication withthe completed CECR. Appropriate security measuresare followed when classified material is returned. Thecentral librarian receives the completed part 2 of theCECR and annotates it with the date received, and thenfiles it for use in the next audit of the dispersed library.The central librarian then updates the NWPL catalogcard. After completion of the next quarterly audit ofthe dispersed library, the central librarian disposes ofall part 2 copies of the CECRs that were issued.

TECHNICAL LIBRARY AUDIT

The QA division audits the CTPL at least annually.QA does additional audits when any change in missionof aircraft assignment occurs, when a CTPL clerk isreplaced, or when directed by higher authority. Thelibrarian for the CTPL (as a minimum) inventories allCTPL publications by using TPL Program inventorylist as the primary inventory tool.

Discrepancies to the inventory list must becorrected as they are detected. Other auditresponsibilities are performed at this time. This meanseach publication must be stamped, arrangedalphanumerically, and have its binder annotated. Theverified NWPL catalog cards of the inventory listshould be compared with the latest copy of NAVSUP

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Figure 2-23.—Change Entry Certification record.

2002 for currency, and a requisition must be preparedfor any changes needed to update the CTPL. Completeverification and audit requirements are contained inNAVAIR 00-25-100. The central library auditsdispersed libraries at least quarterly to ensure that theirpublications are current and in good materialcondition.

Q54.

Q55.

Q56.

Q57.

What division has overall managementresponsibility for the technical library?

In an activity with more than one publicationslibrary, who is responsible for determining theactivity's publication needs?

When a central library has other technicallibraries within the command, these libraries areknown as what type of libraries?

What list includes publications and directives ofa general nature that have no application to aspecific weapons system?

Q58.

Q59.

Q60.

Q61.

Q62.

What list includes publications and directivesthat apply to a specific weapons system orequipment?

What is the purpose of the central technicalpublications library stamp?

What form does the CTPL use to ensure thatchanges and revisions to publications areincorporated in a timely manner when issued toa dispersed library?

How long are part 2 copies of the CECRmaintained by the central librarian?

To ensure their publications are current and ingood material condition, the central libraryaudits dispersed libraries at least how often?

TECHNICAL PUBLICATIONDEFICIENCY REPORT (TPDR)

LEARNING OBJECTIVE: Identify theprocedures used in reporting technicalpublication deficiencies.

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The Technical Publication Deficiency Report(TPDR) is used to improve the quality and accuracy oftechnical manuals. Personnel can use this program toreport errors and discrepancies found in technicalmanuals. These deficiencies include, but are notlimited to, printing and grammatical errors, omissions,and microfilm deficiencies, such as film density andlegibility.

All routine technical publication deficiencies arereported on the Technical Publications Deficiency

Report, OPNAV Form 4790/66 (fig. 2-24). Thedeficiencies and recommendations are described onthis form. The original of the completed form is sentto NATSF. A copy is sent to the cognizant fieldactivity (CFA). Since NATSF acts as the centralmanager of ail technical publications, it maintains arecord of all technical manual deficiencies reportedand acknowledges receipt of each deficiency report tothe originator. Additionally, NATSF coordinates withthe CFA to determine if each deficiency is valid or

Figure 2-24.—Technical Publication Deficiency Report (TPDR), OPNAV 4790/66.

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invalid, and provides a follow-up on each deficiencyreport to ensure the appropriate action is taken.

All technical publication deficiencies that meetthe criteria for safety messages must be submitted inthe prescribed message format. You should refer to theNaval Aviation Maintenance Program, OPNAVINST4790.2, for the format and content of the message andthe procedures for filling out OPNAV 4790/66.

Discrepancies or change recommendations of aroutine nature concerning the technical content of aNATOPS or tactical type of manual deficiency aresubmitted on a NATOPS/Tactical ChangeRecommendation, OPNAV Form 3500/22, andsubmitted to the cognizant NATOPS and/or tacticalmodel manager. Changes of an urgent nature shouldbe submitted directly to the NATOPS advisory groupmember, through the chain of command, by prioritymessage.

Q63. What report is used to improve the quality andaccuracy of technical publications?

Q64. What manual provides format and content of theinformation required in a technical publicationsdeficiency report?

SUMMARY

This chapter discussed the different types ofpublications and manuals as well as the methods usedin updating them. However, it is beyond the scope ofthis manual to cover each type of Navy publication.We have attempted to cover the main manuals,directives, and indexes that will aid you in your dailytasks. You are not expected to be an expert in all areasof your job. With the correct use of publications,however, you can be knowledgeable. When in doubt,look it up. It goes without saying that the most updatedinformation and resources must be maintained by you,the technician. If you’re working from memory, thenyou’re in doubt. Things change rapidly, and you canonly be sure by looking it up. You, the technician,should be aware of the changed materials and methods.Be a good example, not a statistic of ignorance. Useyour publications.

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ANSWERS TO REVIEW QUESTIONS

A 1. Technical publications.

A2. NAVAIR 00-25-100, Naval Air Systems Command, Technical ManualProgram.

A3. Military Specifications and commercial.

A4. Two major types-operational and maintenance.

A5. By function and task.

A6.

A7.

A8.

A9.

A10.

A11.

A12.

A13.

A14.

A15.

A16.

A17

A18.

A19.

A20.

A21.

A22.

A23.

A24.

A25.

A26.

A27.

Visible lock-on format, logical arrangement structure, and quickunderstanding.

The 7-digit WP number and the page within the work package.

A change issues correction pages for an existing technical manual, and arevision is the complete reissue of the entire technical manual with thechanges incorporated.

Technical publication deficiency reporting program.

Routine and Rapid Action Changes.

To help the user insert new pages and maintain a record of current pages.

To allow data to be added or changed without making a direct impact onexisting information.

The numerical index of effective work packages.

Capital letter suffixes are added to the number of the preceding illustrationor table.

To expedite the dissemination of urgent operation and maintenance changeinformation.

Two. The NAVAIR (NA) numbering system and the newer Technical Manual

Identification Numbering System (TMlNS).

Part I.

Two. The publication identifier (PI) and the suffix.

The third group.

The technical manual (TM) identifier.

That this publication is a maintenance instruction manual.

In most cases the QA required inspections are shown in italics; in some casesthose requirements are underlined.

Illustrated Parts Breakdown (IPB).

Six.

Naval Aeronautical Publication Index (NAPI).

Quality assurance division.

To provide information concerning the availability and applicability oftechnical manuals for maintenance of a particular aircraft model.

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A28.

A29.

A30.

A31.

A32.

A33.

A34.

A35.

A36.

A37.

A38.

A39.

A40.

A41.

A42.

A43.

A44.

A45.

A46.

A47.

A48.

A49.

A50.

A51.

A52.

A53.

A54.

A55.

A56.

Complete operating instructions for a specific aircraft and its operationalequipment.

Tactical manual.

General engineering series manuals (01-1A).

Part III is the “type manual. “A “-3” in this position indicates a structuralrepair manual.

Accessories.

Planned Maintenance System (PMS).

Scheduled or forced removal items and their replacement intervals.

Technical manuals or publications issued through the NAVAIR distributionsystem.

To preserve human and material resources,

Navy Occupational Safety and Health (NAVOSH) Program, OPNAVINST5100.23.

Safety precautions applicable to forces afloat.

To provide guidance on acceptable workplace safety and health standardsashore within the Naval Air Systems Command.

It controls and issues all technical directives.

Formal TDs (letter) and interim TDs (message).

Change, interim change, bulletin, and rapid action minor engineeringchange (RAMEC).

Interim change.

A bulletin.

A message TD, which provides for quick action on minor changes that offersignificant advantages to the operating forces.

An amendment and a revision.

The process by which TDs are removed from active files after requirementshave been incorporated.

Until it is deleted from the NAVSUP 2002 index.

By an amendment to the TD.

The Technical Directive Control Center at the Naval Air Technical ServicesFacility.

Immediate action TD.

Routine action TD.

Record purpose.

The quality assurance division.

The central technical publications library (CTPL).

Dispersed technical publications libraries (DTPL).

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A57.

A58.

A59.

A60.

A61.

A62.

A63.

A64.

General Aeronautical Publications List.

The Aeronautical Publication by Weapons System List.

The stamp identifies and numbers all controlled publications.

The Change Entry Certification Record (CECR).

Until completion of the next quarterly audit.

Quarterly.

Technical Publications Deficiency Report (TPDR).

Naval Aviation Maintenance Program, OPNAVINST 4790.2.

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CHAPTER 3

AVIATION SUPPLY

Previous chapters introduced you to some of thepurposes for the various levels of maintenance and theassociated maintenance reports and publications. Thischapter discusses the actions you perform that affectthe logistics support (supply) of your activity.

ORDERING AIRCRAFTREPLACEMENT PARTS

LEARNING OBJECTIVES: Identify thepurpose and composition of Project/Prioritycodes. Define the purpose of Force/Activityand Urgency of Need Designators. Describehow the supply department justifies stockingreplenishment items.

The information you provide so readily about yourcar cannot be given as easily about aircraft parts.Therefore, the Navy has shop supervisors and materialspecialists, Aviation Storekeepers (AKs), available tohelp you identify components and bits and pieces ofcomponents. The AK is the representative of theaviation supply department, and fills a position similarto that of the clerk in the automobile parts store.

Remember how you removed the broken waterpump from your car and obtained a replacement for it?The clerk in the parts store ordered the part by fillingout a form or even more recently, responding toquestions asked by a computer. When you discover apart on an aircraft that needs replacement, you orderthat part on a Visual Information DisplaySystem/Maintenance Action Form (VIDSMAF) or inNaval Aviation Logistics Command ManagementInformation System (NALCOMIS).

When entering data on the VIDS/MAF (a 5-partform), you must use a black ballpoint pen. Press hardso that all copies are readable, and PRINT LEGIBLY.Failure to write clearly cannot only cause receipt ofthe wrong part, but the AK might order an item thatcosts thousands of dollars simply because YOU DIDNOT WRITE A PART NUMBER CLEARLY. Thereare many reasons for mistakes. Often: mistakes are assimple as a transposed part number or NSN. The lackof a dash number (-1, -2, -3) can cause supply to putthe next higher assembly on order.

When entering a part number, you need to makesure that the part number is 100-percent correct. DONOT GUESS! You should use the publicationsavailable and, if in doubt, ask for help. Not all itemsfor a particular type of aircraft are interchangeable.Some examples of differences are different partnumbered items for different models of the same typeof aircraft, and different dash numbers in a part numberto designate which side (left-hand or right-hand) anitem is designed for.

PROJECT AND PRIORITY CODES

Once your work center determines that a part isrequired, maintenance control assigns the Project andPriority codes that material control uses to requisitionthe part.

Project Codes

Project codes identify requisitions and relateddocuments that apply to specific projects or programs.They are mandatory on Navy requisitions. Theirabsence is cause for rejection.

The codes consist of a combination of three codes(alpha/alpha/numeric) constructed from a matrix thatrelates to the type of activity or weapon, the reason,and the cause/effect (fig. 3-1). Some commonly usedProject codes in an organizational maintenanceactivity are as follows:

AK0. Assigned by organizational maintenanceactivities only when they requisition material to restorean aircraft to mission capable (MC) status.

AK7. Assigned by organizational maintenanceactivities when they requisition material to returnmission essential subsystems to an operationalcondition when an aircraft is in a partial mission capable(PMC) status,

ZA9. Forced high-time removal items requiredfor immediate end use on primary mission weaponssystems. The aircraft concerned is within days ofbecoming not mission capable supply (NMCS) orpartial mission capable supply (PMCS) due to high timeforced removal of the required item (15 days in CONUSand 20 days outside continental limits of the United

3-1

Figure 3-1.—Project code breakdown.

States [OUTUS]). After meeting the established timelimit, organizational maintenance activities modify it toAK0 or cancel it.

For a complete listing of Project codes, refer to theOperating Procedures Manual, MILSTRIP, MilitaryStandard Requisitioning and Issue Procedures.MILSTRAP, Military Standard Transaction Reportingand Accounting Procedures, NAVSUP Publication437 (also known as MILSTRIP/MILSTRAP Manual),and Afloat Supply Procedures, NAVSUP Publication485.

Force/Activity Designator (FAD) and Priority

Maintenance control assigns a priority toindividual material requisitions according to themilitary importance and the urgency of need of theitem. Most fleet operational activities have a FAD IIor III assigned.

Maintenance control in the requisitioning activitydetermines the urgency-of-need designator (A, B, orC). The requisitioning activity uses the FAD andurgency-of-need to determine the Uniform MaterialMovement and issue Priority System (UMMIPS)priority designator (Arabic numeral) (table 3-1).

NOTE: Abuse of the priority system weakens theeffort that the supply system devotes to units directlyinvolved in combat.

SUPPLY PROBLEMS ANDSOLUTIONS

The discovery of a leaking valve or an inoperableradio will cause a problem for your squadron. Thinkof the number of people that this one discrepancy willaffect. Once the requirement is passed to materialcontrol, the AK contacts the aviation support division(ASD) or the supply support center (SSC). If you filledout the VIDS/MAF correctly, you should receive areplacement part. If your squadron or activity has aFAD I designation and the part is available on station,you should have the replacement part within 1 hour.

Almost all items used by the Navy have NSNs. Ifyou give an incorrect part number to material controland the part is not available locally (on the station orship), the AK will cross-reference the NSN to thewrong item, and the order will not meet yourrequirements. The most common result of this type oferror is additional downtime (nonflyable status) for theaircraft you are trying to repair. When the wrong partarrives at your squadron, you must reorder the part anduse the correct part number. Then, you must wait whilesupply processes the order again. Another situationthat might occur when a wrong part number iscross-referenced to an NSN is the awarding of acontract to manufacture parts that are not needed.

When repairing aircraft, your paperwork must becomplete and accurate because data from thepaperwork provides usage statistics. The supplydepartment uses these statistics to justify the need tostock an item.

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Table 3-1.—Priority Number Chart

"Force/Activity" "Urgency-of-Need" Designators

Designators A B C

Unable to Impairs

perform capability Routine

I 1 4 11

Combat

II 2 5 12

Positioned

III 3 6 13

Ready

IV 7 9 14

Reserve and support

V 8 10 15

Others

All personnel in the repair process must take pride covers the typical research that you and your squadronAK can effectively perform.in the ability to repair the part, translate what is wrong

with the broken part, and obtain the required repairparts. The pride and professionalism this involves willpay off in many ways, especially when a squadron canreport that all the aircraft are ready for a mission orcommitment. Everyone should strive for ZERONMCS.

Q1. State the composition of the Project code.

Q2. What FAD is assigned to most fleet operatingactivities?

Q3. Aircraft repair usage statistics are used by thesupply department for what purpose?

MATERIAL IDENTIFICATION

LEARNING OBJECTIVE: Identify andunderstand the terminology used in aviations u p p l y .

If all publications and all types of situations werepresented here, this training manual (TRAMAN)would be extremely large. Therefore, this chapter

TERMINOLOGY USED IN THESUPPLY CATALOGING SYSTEM

Before you can find information, you mustunderstand supply terms. The terms listed below aresome common supply terms.

Alphanumeric sequence. An alphanumericsequence begins at the extreme left-hand position of anumber and continues from the left to the right, oneposition at a time, until all digits have been considered.The order of digit precedence for the part numberbegins at the left and moves to the right. It begins withA, and then the other letters in alphabetic sequencethrough Z. (The letter O is considered a numeric zero.)After the letter Z, the numbers 0 through 9, insequence, have precedence. Diagonal lines (/), points(.), and dashes (-) can be used in the second orsucceeding positions of the part number. When used,they take precedence over letters and numbers, andcome before the other part numbers that have lettersor numbers.

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The following is a two-column example of partnumbers in alphanumeric sequence. Read all partnumbers in the left column first, then start at the topof the right column.

Column 1 Column 2

AN515-25

AN515A21

A506-26

B-24376

B1234

C.24-60789

C-2467089

C/2460789

DBC16789

D156789

Z-14073

123-1347

123C1121

223476

23A176

232176

23176

33126

33-126

943762

95672A2

95673-2

Z/24076 992468A3

Numeric sequence. The numeric sequence for apart number also begins at the extreme left positionand continues from left to right, one position at a time.

Manufacturer’s part number. The manufacturerassigns this number. It is stamped, etched, or attachedto the part or applicable container. All illustrated partsbreakdown (IPB) manuals, stock catalogs, andequipment lists use part numbers. The Navy publishesseveral cross-reference catalogs. These let youcross-reference part numbers to NSNs or NSNs to partn u m b e r s . T h e r e a r e t w o t y p e s o f p a r tnumbers—definitive and nondefinitive.

Definitive part numbers also are called“identifying” part numbers. The identifying partnumber appears in Navy cross-reference catalogs withonly one NSN for both the part number and theCommercial and Government Entity Code (CAGE).

Nondefinitive part numbers cannot be directlyrelated to an applicable NSN without the use ofadditional information. Thus, the same part numberand CAGE together may have two or more applicableNSNs. Some conditions that cause this are the size orcolor of the item. More identifying data can beobtained from the Afloat Shopping Guide (ASG),which is discussed later in this chapter.

Commercial and Government Entity Code(CAGE). The CAGE is a five-digit number the federal

government assigns to activities, such asmanufacturer, vendor, or government agencies. Itidentifies the agent or agency that has design controlover an item. CAGE codes are also known as vendor’scodes or manufacturer’s codes. CAGE codes areimportant in the identification of material. Forexample, the same part number may be listed in across-reference catalog four or five times with aseparate NSN for each part number listed. If the CAGEis known, it is easy to order the correct item. When youknow only the name of the manufacturer and need tofind the CAGE code for a manufacturer, ask the AKfor assistance. A microfiche kept in material controlcross-references the name of a manufacturer to themanufacturer’s CAGE code. Also, the AK cancross-reference the CAGE code back to themanufacturer’s name.

Description. In a supply catalog, the descriptionwill be at least the noun name. It may also contain thetype of alloy or material the part is made of; theoutside/inside diameter; type of thread, head, and grip(in the case of screws); the watts, ohms, number andtype of terminals (in the case of electronic parts); orthe pressure and chemicals that aircraft hoses are madeto withstand.

Repairable. The inventory manager for a partassigns Material Control codes to each part. MaterialControl codes D, E, G, H, Q, or X identify mandatoryturn-in repairables (MTRs) that must be turned in to thelocal supply department when they becomeunserviceable. These components are then repaired (thusthe term repairable) and returned to the supply systemfor issue against future requests for the same item.

Next higher assembly. The term next higherassembly refers to the part, component, or system inwhich the requisitioned part is used. For example, anelectronic circuit board for the repair of areceiver-transmitter is plugged directly into thechassis of the receiver-transmitter. In this case, thereceiver-transmitter is the next higher assembly for thecircuit board. On the other hand, if the circuit boardwere made up of several resistors and capacitors, thecircuit board would be the next higher assembly forthe component parts.

Q4. What are the two types of part numbers?

Q5. What is the correct nomenclature for what iscommonly referred to as the "manufacturer’scode"?

Q6. What term is used for a part, component, orsystem in which the requisitioned part is used?

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MATERIAL NOT IN CATALOGSYSTEMS

LEARNING OBJECTIVE: Describe thepublications used by the maintenancetechnician to order replacement parts.

At times you will need a part that is not subject tothe cataloging system and cannot be identified by anNSN. You must describe your requirement for a partnot identified by an NSN in terms familiar to thesupplier. If you can provide the following informationabout the part to supply, you will have supplied enoughinformation for supply to requisition the needed part.In most situations, the information required can befound in the illustrated parts breakdown (IPB) or themaintenance instruction manual (MIM).

Name of the manufacturer of the part or theCAGE code.

Part number.

Nomenclature (noun name).

Description of specific application, including themodel aircraft, engine, accessory, or other endassembly where the part is used.

Source, Maintenance, and Recoverability(SM&R) code and reference, if available.(SM&R and reference are dealt with later in thischapter.)

The NSN or part number of the next higherassembly.

USE OF MAINTENANCEMANUALS

Maintenance manuals can provide you with usefulsupply information. Along with repair information,they provide the following additional information:

A picture of the desired part

Interchangeability, equipment application, andnext higher assemblies

Bureau numbers of aircraft and serial numbersof equipment on which a part is used

CAGEs

The number of times a particular part is used ona component

Parts kits needed for repair

Source codes or SM&R codes

Justification for buying aircraft parts or supportequipment (SE) parts

ILLUSTRATED PARTSBREAKDOWN (IPB)

An IPB is prepared by the manufacturer for eachmodel aircraft, engine, accessory, electronicequipment, or other aeronautical equipment purchasedfor the Naval Air Systems Command (NAVAIR). TheIPB helps supply and maintenance personnel identifyand order replacement parts for the aircraft orequipment. The IPB shows and lists procurableassemblies and detail parts so you can quickly identifyassemblies and their components. Items are arrangedin assembly breakdown order, with the illustrationsplaced as near as possible to their listing.

Slight format variations exist among IPBs.However, each includes an introduction, a table ofcontents or alphabetical index, a group assembly partslist, and a numerical index.

Introduction

The introduction includes general information andinstructions for using the publication. Refer to it beforeusing an unfamiliar IPB. The introduction of a singlevolume IPB is at the front of the publication. Inmultivolume IPBs, the introduction is usually in thesame volume as the numerical index. The introductionprovides the following types of information.

Table of contents or alphabetical index.

Listing of supplementary handbooks.

Procedures on using that particular IPB.

Definition of columns and terms used in thegroup assembly parts list section of the IPB.

Brief explanation and listing of applicabletechnical directives (TDs) to the IPB.

Information concerning the arrangement of thenumerical index section.

Explanation of SM&R and "Usable On" codesused in the IPB. This is particularly useful whenproblems arise with cross-referencing a partnumber to an NSN.

Alphabetical Index or Table ofContents

The alphabetical index or table of contents showsthe breakdown of the publication by sections. It is an

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alphabetical listing of assemblies and lists the pages particular volume. Figure 3-2 shows a page from theor figure numbers where they are shown. alphabetical index of a landing systems IPB.

In some IPBs, especially one-volume IPBs, the As seen in figure 3-2, the alphabetical index listsalphabetical index is the first part of the publication. the main parts of the systems. Figure 3-2 lists theThe alphabetical index lists the general contents of different component breakdowns of the landing geareach volume. Then, each volume has its own systems. Beside each item in the index is the figurealphabetical index that defines the contents of that number of the assembly parts list where that particular

Figure 3-2.—IPB alphabetical index.

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component appears. For example, the nose landinggear system appears in figure number 027-00.

Group Assembly Parts List

A group assembly parts list consists of a figurewith its associated parts list. The illustration of aparticular component is shown broken down into thedetailed parts that make up the component. Each itemin the illustration is numbered. A listing of parts in theassembly follows each illustration of the assembly.This parts list is in the same order as the part numbersshown in the illustration. The parts list gives themanufacturer’s part number of the part, its description,and other information. Figure 3-3 shows a typical IPBillustration. Figure 3-4 shows a listing of parts for thenose landing gear in figure 3-3.

Use of the IPB When the PartNumber Is Not Known

At times, you will need to find a part number foran item that does not have the part number inscribedon it. Suppose you need a bracket assembly. Youshould be able to identify the following facts:

What type of aircraft the component you arerepairing is from

The component the bracket was removed from

The bureau number of the aircraft from whichthe component was removed

For the purposes of this particular problem,assume that the nose landing gear strut was removedfrom an aircraft with Bureau Number 158620. If youfollow the steps listed below, you can get areplacement part.

1. Obtain the landing gear IPB for the aircraft.

2. Refer to the alphabetical index of the IPB (fig.3-2).

3. Locate the Nose Landing Gear Shock Strut,figure No. 027-00 (fig. 3-2).

4. Turn to figure 027-00 and look at the IPBillustration (fig. 3-3). Callout 2 of this illustration is forthe nose landing gear strut. At this point, you shouldcompare the old strut to the strut shown in theillustration. Select the desired part. In this case, callout2 of figure 3-3 is the desired part.

5. Refer to the parts listing for the illustration indexnumber 2 (fig. 3-4). This index number establishes therelationship of the part in the illustration and the part inthe list. It is for part number 2577818-011E<F, Strut

NLG Shock, and it has a CAGE or manufacturer’s codeof 55284.

6. Check the Use-On Code column to see if thisstrut is used on that particular aircraft, Bureau Number158620.

7. Refer to the Usable-On codes list A at the footof the list.

8. Have material control cross-reference the partnumber to its applicable NSN in the MasterCross-Reference List (MCRL) and verify it as a goodnumber in the Management Data List Navy (ML-N).

IPB Information Elements

The following text is a detailed discussion of thevarious features found in the group assembly parts listin figure 3-4.

Title (callout 1 in fig. 3-4). The title is on the firstline under description. It describes what majorcomponent system is being broken down in the parts list.It is identical to the title in the illustration (fig. 3-3).

Index number. As stated previously, this number(callout 2 of fig. 3-4) establishes the relationshipbetween parts in the illustration and the correspondingparts list.

Part number. The part number (callout 3 in fig.3-4) is the manufacturer’s part number. Two other termsalso may appear in this position, NO NUMBER andCOMMERCIAL. The term no number indicates that theitem has no assigned part number, but may have a modelor type number that appears in the index. The termcommercial in this column indicates that the item shouldbe procured from a commercial source.

Unit per assembly column. Refer to figure 3-4.There are three different types of codes that couldappear in this column: 2, showing a specific quantity,shown by callout 4; AR, shown by callout 5; and REFshown by callout 6. Lets examine callouts 4, 5, and 6 infigure 3-4.

In callout 4, the number designates the quantityused on a particular assembly. For example, there aretwo screws with part number MS27039-1-22.

In callout 5, the abbreviations AR (as required)indicates a specific quantity has not been establishedfor this part. The quantity necessary to achieve adesired result is used.

NOTE: When the letters AR appear, no specificquantity is recommended. Sometimes, when

3-7

Figure 3-3.—An IPB illustration of a nose landing gear system from a group assembly parts list.

maintenance personnel remove hardware from anitem, screws, nuts, or bolts become stripped. This iswhen you should order the quantity that needsreplacing.

In callout 6, the abbreviation REF (reference)indicates that the part is listed for reference purposesonly. In these cases, the nomenclature in thedescription column is followed by the notation "SEEFIG X-XX FOR REQ," as shown in callout 7 of figure

3-4. This notation is used to reference an item toanother figure for the next higher assembly andrequired units per assembly.

CAGE. This term (callout 8 in fig. 3-4) is thefive-digit Commercial and Government Entity code,commonly known as the manufacturer’s code. CAGEcode 55284 is the number for the specific manufacturerof this part.

3-8

Figure 3-4.—An IPB list of parts corresponding to the IPB illustration in figure 3-3.

Usable-on code. The Usable-on code (callout 9of fig. 3-4) designates the bureau number of the aircraftor serial number of the component on which this partcan be used. It refers to USABLE-ON CODE for afigure. These codes are listed after the last item of thegroup assembly parts list. Callout 10 is an example ofsuch a listing.

The line on which callout 9 of figure 3-4 appearsis for the Nose Landing Gear Shock Strut, part number2577818-011E<F. It has a Usable-on code of A. Refer

to the Usable-on codes listing in callout 10. It indicatesthat this particular nose landing gear strut assemblycan be used only on aircraft with bureau numbers of158620 through 159637.

Q7. What are the two primary technical manualsused by the maintenance technician to orderreplacement parts?

Q8. What information is contained in the"Introduction" of the IPB?

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Q9. What part of the IPB contains informationconcerning detailed parts that make up acomponent?

JOINT SERVICE UNIFORMSOURCE, MAINTENANCE, ANDRECOVERABILITY (SM&R) CODES

LEARNING OBJECTIVE: Identify whereinformation can be obtained concerningnational stock numbers (NSN), source ofsupply, and level of maintenance for aircraftcomponents.

A joint service uniform SM&R code is a five- orsix-position alphanumeric code (callout 11 of fig. 3-4).These codes identify the source of spares and the levelsof maintenance authorized to maintain, repair,overhaul, or dispose of all equipment. Thisinformation helps maintenance and supply personnelidentify parts. Figure 3-5 shows a breakdown of anSM&R code. This SM&R code has four parts with sixpositions.

In an SM&R code, the first position indicates thesource from which you can acquire the item forreplacement.

The second position in the SM&R code identifieseither the restrictions on acquiring the item or the levelof maintenance required to manufacture or assemblethe item.

The third and fourth positions of the SM&R codeidentify maintenance-level codes. The third positionindicates the lowest maintenance level authorized toremove, replace, and use the item. The fourth positionindicates the lowest maintenance level authorized toperform complete repair of the item.

The fifth position in the SM&R code indicates therecoverability code. This code tells maintenance andsupply personnel the lowest level of maintenanceauthorized to condemn the item, if necessary.

Figure 3-5.—Breakdown of a Source, Maintenance, andRecoverability (SM&R) code.

A sixth position of the SM&R code is the ServiceOption code. Not all SM&R codes have six positions.This code’s sole use within the Navy is to furtherdefine certain conditions not covered by theMaintenance and Recoverability codes (third, fourth,or fifth positions).

The SM&R codes are initially assigned duringprovisioning conferences, and they change to reflectactual fleet item usage.

Detailed information concerning policies,procedures, definitions, and responsibilitiesapplicable to SM&R codes is available in NavyUniform Source, Maintenance and Recoverability(SM&R) Codes, NAVSUPINST 4423.14, and inPolicies, Procedures, Responsibilities ForAssignment and Application of Uniform Source,Maintenance and Recoverabi l i ty Codes ,NAVAIRINST 4423.3.

NAVSUP PUBLICATIONS

The operation of your squadron or AIMD materialcontrol center is influenced by the Naval SupplySystems Command (NAVSUP). NAVSUP outlinesthe procedures that affect your material control centerand supply department in manuals, publications, anddirectives. The NAVSUP publications that you willcome in contact with are discussed in the following text.

Master Cross-Reference List (MCRL). TheMCRL comes in microfiche. It providescross-reference information from a reference number(a manufacturer’s part number, a drawing number, ora design control number) to its NSN. Another editionof the MCRL cross-references from NSN tomanufacturer’s part number.

Master Repairable Item List (MRIL) (NAVSUPP-4107). The MRIL lists those items ofNavy-managed repairable items issued on aone-for-one basis (you must turn in the unserviceableitem before you can draw a replacement item fromsupply). AKs refer to these items as MTRs. If you needto know whether or not to remove a component beforeordering it from supply, you should consult theConsolidated Remain In Place List (CRIPL).

Consolidated Remain In Place List (CRIPL-01).At the O-level of maintenance, it is not always possibleto remove a component from an aircraft until areplacement is on hand. If this is the case, you shouldrefer to the CRIPL. The CRIPL lists the items that areexempt from the mandatory one-for-one turn-in. Anexample of an item listed in the CRIPL is the main

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landing gear. It is listed as exempt from turn-in until24 hours after a serviceable component is receivedfrom supply. The CRIPL-01 is a microfichepublication. The items listed in it are the onlyauthorized exceptions to the one-for-one turn-in rule.

Individual Component Repair List (ICRL). TheICRL lets intermediate maintenance activity (IMA)personnel determine if they can repair an individualitem based on its SM&R code. There are actually twoICRLs. The ICRL-A is an overall statement of therepair capability at a specific IMA. It shows the localrepair capability for each item. The ICRL-C is acombined ICRL used by aircraft controllingcustodians (ACCs) to monitor and review the standardICRL programs at the IMAs under their command.

The ICRL-A is in microfiche and is revisedquarterly. It lists all the repairables processed by yourspecific IMA, showing the local repair capability foreach item. ICRL items are listed, in sequence, by thenine-digit national item identification number (NUN)assigned to the particular item. The NIIN is part of theNSN. The ICRL-A indicates when you must forwarda Scheduled Removal Component Card, OPNAVForm 4790/28A, to the IMA or depot repair activity.

Each component in the ICRL has a Capability codethat indicates the degree of repair capability and thereason for lack of repair capability at the IMA. Thecodes in figure 3-6 give some reasons why an IMAmay not repair all the parts of the supported squadron’saircraft.

Figure 3-6.—ICRL Capability codes.

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Afloat Shopping Guide (ASG). The ASG is one of Aviation Consolidated Allowance List (AVCAL).the most frequently used identification tools in the The Aviation Consolidated Allowance List isNavy. It helps maintenance personnel convert a developed and published by the Aviation Supplydescription of an item that does not have a part or Office (ASO). The AVCAL lists the items andreference number to an NSN. Figure 3-7 is a page from quantities of aeronautical material authorized to bean ASG catalog. stocked by an aircraft carrier to support the

Figure 3-7.—Page from the Afloat Shopping Guide.

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maintenance and operations of embarked aircraft. It istailored for each carrier, and the items listed areselected from all allowance requirement registers andallowance lists (ARRs and ALs) from each type ofaircraft embarked. The allowance quantities are basedon the ships’ demand records. The AVCAL iscomprised of seven basic parts; they are titled asfollows:

Part I. AVCAL Index List

Part II. ARR Gross Item List

Part III. AVCAL Net List

Part IV. Part Number to NSN Cross-Reference

Part V. Requirements List

Part VI. Excess Material List

Part VII. Stock Rotatable List

For more detailed information on the AVCAL andthe specific parts, refer to Afloat Supply Procedures,NAVSUP PUB-485, and FASOINST 4441.15

CODED NATIONAL STOCKNUMBER

Each Navy item stocked under centralizedinventory control has assigned an NSN. The NSN isused for all supply management functions and in allsupply publications.

The NSN is a 13-digit number that identifies anitem of material in the supply system. It consists ofthe four-digit federal supply classification (FSC)plus a nine-digit national item identification number(NIIN). The NIIN consists of a two-digit National

Codification Bureau (NCB) code and seven digits thatuniquely identify each NSN item in the Federal SupplyDistribution System. Additionally, within the Navysupply system, code prefixes and suffixes are used.These prefixes and suffixes are used only within theNavy and not in interservice transactions. So, whenyou requisition an item from supply in the Navy, youuse the coded NSN for that item. Figure 3-8 shows youa complete coded NSN. The parts of this number arediscussed in the following text.

Cognizance Symbol. The cognizance symbol is atwo-character prefix. It identifies the systemscommand, office, agency, or Navy inventory managerthat controls the category of material. The cognizancesymbol 7R, shown in figure 3-8, tells you that the itemof supply is under the control of the Aviation SupplyOffice (ASO).

Material Control Codes. Material Control codesdivide inventories into segments that show similardemand or repairability. Look at figure 3-8 again.Here, Material Control code H tells you that the itemis a depot-level repairable. Since the item cannot berepaired locally, it must be shipped to a naval aviationdepot (NADEP) or commercial concern for repair.

Material Condition Codes. Material Conditioncodes classify material in terms of readiness for issueand use. They also identify action under way to changethe status of material. Condition codes A through S(less I and O) are assigned to Navy material. TheMaterial Condition code F, shown in figure 3-8, tellsyou that the item of supply is fast moving, in highdemand, and used quite often.

Figure 3-8.—Breakdown of a coded national stock number.

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Material Condition codes apply to specificquantities of material held in the supply system.Therefore, you will not find them listed in stockcatalogs. You will see Material Condition codes onstock records and on documents that affect stockrecords.

Special Material Identification Code (SMIC). TheSMIC is a two-digit code. It is a suffix of the NSN.ASO uses the SMIC to identify items to aircraftmodels, engine models, certain commodities, andspecial projects or programs.

Q10.

Q11.

Q12.

Q13.

Q14.

Q15.

Q16.

In figure 3-3, what is the SW&R code for thefitting, part number A51G10561-I3, itemnumber 8?

What position(s) of the SM&R code indicate(s)the source from which you can acquire the item?

Which NAVSUP publication providescross-reference information from a referencenumber to its national stock number (NSN)?

What NAVSUP publication provides informationon exceptions to the one-for-one turn-in rule?

How often is the ICRL-A revised?

What is the purpose of the Aviation ConsolidatedAllowance List (AVCAL)?

What are the first two-digits of the nine-digitNIIN called?

AIRCRAFT MAINTENANCEMATERIAL READINESS LIST(AMMRL) PROGRAM

LEARNING OBJECTIVE: Define the purposeof the Aircraft Maintenance Material ReadinessList (AMMRL) program.

AMMRL is the title of an overall program thatprovides the data required for effective managementof SE at ail levels of aircraft maintenance. Thisprogram involves more than 27,000 line items ofaircraft/SE maintenance (IMRL items), and 10,000tailored outfitting list (TOL) items that are usedthroughout the Navy by aircraft maintenanceactivities. Two NAVAIR instructions describe theprocedures for allowance and inventory control,NAVAIRINST 13650.1 for IMRL items andNAVAIRINST 13630.1 for TOL items. The AMMRLprogram recognizes the many ship-and-base loadingcombinations and various requirements for numerousairframe configurations. power plants, and avionics

systems. The objective of this program is to documentdata and in-use asset information concerning SE thatmanagement uses for the following purposes:

To set allowance requirements for SE atactivities performing I-, O-, and D-levelmaintenance

To provide standardized accounting andinventory control procedures

To assist in the redistribution of in-use assets

To provide a base for budgeting requirements

To assist in measuring material readiness

Terms

This section contains definitions of terms usedwithin the AMMRL program.

Support Equipment (SE). The equipmentrequired on the ground to make a system, subsystem,or end item of equipment operational in its intendedenvironment. This includes all equipment required toinstall, launch, arrest (except Navy shipboard andshore-based launching and arresting equipment),guide, control, direct, inspect, and test (includingautomatic test equipment [ATE] hardware andsoftware). Also included is equipment required toadjust, calibrate, appraise, gauge, measure, assemble,disassemble, handle, transport, safeguard, store,actuate, service, repair, overhaul, maintain, or operatethe system, subsystem, end item, or component. Thisdefinition of SE applies regardless of the method ofdevelopment, funding, or procurement.

Support Equipment Resources ManagementInformation System (SERMIS). A collection oftechnical and cataloging data that identifies each enditem of SE required for O- and I-level aircraftmaintenance. SERMIS provides the supportequipment controlling authority (SECA) with on-linevisibility of source, allowance, inventory, and reworkdata to aid in inventory control. SERMIS is therepository of master data for printing IMRLs. It alsoprovides in-use visibility to ASO, Naval AviationMaintenance Office (NAVAVNMAINTOFF orNAMO), the Naval Air Engineering Center(NAVAIRENGCEN), and Commander Naval AirSystems Command (COMNAVAIRSYSCOM).

Individual Material Readiness List (IMRL). Aconsolidated allowance list specifying authorizedquantities of aviation SE required by a particularactivity to perform its assigned maintenance level

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functions. AKs normally maintain the IMRL, which isdiscussed in more detail later in this chapter.

Responsibilities

The following paragraphs contain explanations ofthe responsibilities of the various commands andactivities regarding the AMMRL program. Figure 3-9illustrates the flow of authority and information fromand to these activities.

Naval Air System Command (NAVAIRSYS-COM) Headquarters. This command exercisesoverall program management and authority for theAMMRL program. This includes the correlation of theefforts of all activities concerned and for all facets ofthe program.

Naval Air Engineering Center (NAVAIRENG-CEN). This activity is responsible for the approval ordisapproval of all SERMIS revisions of SE submitted

by aviation maintenance activities for engineering orfunding investigations. It advises all concerned activitiesof its decisions and forwards all approved revisions toASO for updating the master SERMlS file.

Aviation Supply Office (ASO). The ASOmaintains the SERMIS file by establishing andmaintaining a SERMIS application guide, whichincludes SERMIS codes, avionics system number, andstandard allowance symbols. The ASO also enterstechnical revisions in the SERMIS as provided byNAVAIRENGCEN and used in the AMMRLprogram. The ASO also enters nontechnical revisionsaccording to current supply system data maintenanceprocedures. The ASO maintains the consolidatedaccountable SE in-use inventory file as reported by theNAVAIRSYSCOM representatives.

Naval Aviation Maintenance Office (NAMO).The NAMO representative manages the AMMRL

Figure 3-9.—Flow of authority and information from and to activities involved in the AMMRL Program.

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program within his/her geographical areas. Thisrepresentative also makes recommendations to theAMMRL program manager about changes to overallmanagement and operational policies and procedures.They schedule, prepare, and maintain IMRLs for allapplicable Navy aircraft maintenance activities;obtain accountable in-use inventory reports from allactivities under assigned geographical areas, andforward a quarterly inventory report to the ASO. Theyalso update the SERMIS, various IMRLs, and assetreports regularly or as requested by activities in thechain of command.

Support Equipment Controlling Authority(SECA). SECAs are major aviation commands thatexercise administrative control of AMMRL programSE end items for allowance and inventory control. Thefollowing is a list of designated SECAs:

Commander, Naval Air Force, Atlantic(COMNAVAIRLANT)

Commander, Naval Air Force, Pacific(COMNAVAIRPAC)

Chief of Naval Air Training (CNATRA)

Commander, Naval Air Reserve Force(COMNAVAIRESFOR)

Commander, Naval Air Systems Command(COMNAVAIRSYSCOM)

Naval Air Maintenance Training Group(NAMTRAGRU)

Commanders, Fleet Air (COMFAIR).COMFAIRs represent the SECA within theirgeographical areas of responsibility.

Aircraft Maintenance Activities. Theseactivities are responsible for the operation,maintenance, review, and submission of requests forrevision of the IMRL. They also hold the annualinventory and ensure that required custody cards areon hand.

Q17.

018.

What two instructions describe the proceduresfor allowance and inventory of the AMMRLprogram?

How is Naval Air Systems Command(NAVAIRSYSCOM) involved in the AMMRLprogram?

INDIVIDUAL MATERIALREADINESS LIST (IMRL)

LEARNING OBJECTIVE: Describe thesections of the Individual Material ReadinessList (IMRL) and their purposes.

The IMRL is constructed for Navy and MarineCorps aviation maintenance activities by extractingapplicable portions of SERMIS data. Physicalinventories and IMRL transaction reports are the basisfor the on-hand quantity listed in the IMRL. This datadetermines the material supportability for each IMRLactivity. The data is also consolidated to producefunctional wing, SECA, and Navywide listings.IMRLs identify material requirements and provide abasis for SE procurement. This information aids indecisions on overall readiness posture, budgetforecasts, equipment procurement, and redistributionof assets.

The IMRL serves as the allowance and inventorymanagement list for SE end items. IMRLs identifymaterial requirements and provide a measure ofsupportability of aviation maintenance by identifyingauthorized SE allowances and providing inventorydata. Inventory records within the SERMIS data baseprovide information used to determine the totalinventory quantities. ASO also uses the IMRLinventory and authorized allowance data to developthe Aviation Consolidated Allowance List (AVCAL)and Shore Based Consolidated Allowance List(SHORECAL) for piece part support of SE end items.

The IMRL has five major sections: employmentdata, change list, index, main body, and the activityinventory record. An IMRL legend introduces everyIMRL. The legend lists all SERMIS data elementsprinted in the IMRL with the headings as they appear.A general description of the major IMRL sections withan explanation of their contents and relatedterminology are as follows:

Employment data section. This section gives theactivity the list of the employment data used to createthat IMRL. This list allows the activity to see the dataused to calculate the allowances shown in their IMRL.

Change list section. This section is a listing of allthe changes to an activity’s IMRL since the printingof the previous IMRL. An update action code showsadditions, deletions, or changes that affect an activity.

Index section. This section has six parts orcross-references. The six cross-references are part

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number (PN), national item identification number(NIIN), nomenclature, avionics system name, avionicssystem number, and line item number. The line itemnumber cross-reference is optional, provided onlywhen specifically requested by the user. Thecross-references provide a rapid means of identifyingand locating the position of an item in the body section.They are the key to proper use of the IMRL. Anexample of a part number cross-reference listing isshown in figure 3-10.

IMRL main body. This section lists all itemsallowed for the activity, and shows the authorizedallowance quantity for each item allowed. Eachsubsection of the IMRL lists applicable nonavionic,government furnished, aircraft equipment (GFAE)following the last line item number listed in thatsubsection. Each page in the IMRL main body (fig.3-11) presents identification data, description data,and land vessel (LV) code, maintenance level data,accountability data, and allowance data. Depending onthe type of activity to which the IMRL applies, themain body may be have one or more subsections (orsupport categories of equipment).

Each subsection (or support category) may havetwo parts, depending on single model application ormultimodel applications. Part I contains items thatapply to a specific model in an activity’s IMRL. PartII contains items that apply to more than one model inan activity’s IMRL. The facility subsection containsonly part II and defines all applicable work centers.

The page heading format for the IMRL main body(fig. 3-11) is presented both vertically andhorizontally. The IMRL legend lists page headings.Each IMRL main body page starts with preparationdate, report title, file name, page number, subsection,model, AAI, activity name, and activity reportablecode. For multiple applications, “multi” appears as themodel.

The column headings identify the type ofinformation contained in each column. These headingsand the data element contents of each column aredefined in NAVAIRINST 13650.1.

IMRL Activity Inventory Record. This record listsall items that are on inventory at the applicable activityon the date this section is prepared. It is reissued in itsentirety each month. It provides identification data,management data, inventory status, authorizedallowances, and nomenclature for each item (fig.3-12).

Current procedures provide for IMRL “tailoring,”since SERMIS source data does not necessarily reflectpeculiarities such as geographic factors or certainoperating conditions. Upon receipt of a new IMRL,each activity will review the allowances for accuracyand adequacy for its support requirements. A primaryfunction of tailoring is to eliminate or reduce commonor general-type SE quantities by supporting a mix ofweapons systems or components. Tailoring also servesto uncover errors in the IMRL that affect not only theparticular aircraft mix supported, but also may affectthe support of aircraft and systems at other similaractivities. The two methods of tailoring an IMRL areIMRL activity tailoring and the SECA tailoringconference.

IMRL activity tailoring. All maintenanceactivities are responsible for submitting IMRL revisionrequests (fig. 3-13) as a post-review of tailoring actions.Maintenance activities submit IMRL revision requestsfollowing the procedures outlined in NAVAIRINST13650.1.

SECA tailoring conference. The SECArepresentative makes on-line tailoring actions as a resultof a SECA-held tailoring conference.

Q19. What are the major sections of the IMRL?

Q20. What section of the IMRL lists all of the itemsallowed for the activity along with allowancequantities?

Q21. How often is the IMRL Activity Inventory Recordreissued?

MATERIAL REQUIREMENTS

LEARNING OBJECTIVE: Define the purposeof the Material Control work centers and thejobs performed by the personnel assigned.

Whenever a need arises to do a job, the tools,supplies, and equipment that are needed generatematerial requirements. The supply department fillsthese requirements.

The material control center (MCC) at theorganizational and intermediate levels (O and I levels)of maintenance is the point of contact for materialneeded by maintenance personnel.

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Figure 3-13.—IMRL revision request.

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O-LEVEL MATERIAL CONTROLCENTERS

While performing maintenance on a squadronaircraft, you find that you must remove amalfunctioning part. The maintenance chief agrees;so, you wrap the unserviceable item in the approvedwrapping material or put it in the proper container.You complete all the required information, ensuringaccuracy, in NALCOMIS or fill out the VIDS/MAF,making sure that the entries are readable on all fivecopies. Then, you take the VIDS/MAF to the squadronmaterial control center.

The material control center is your squadron’scontact point for parts and material. The materialcontrol center passes the requirements to theASD/SSC of the supply department. The materialcontrol center does this in a timely manner to preventwork stoppage. When the parts arrive, your squadronAK ensures that the replacement parts are forwardedto your work center after receipt from supply.

AKs in the material control center perform otherduties in addition to filling material requirements. Thematerial control center prepares documents formaterial required for operational support: for example,indirect material requirements, such as aviation fueland lube oil, that the squadron uses in the aircraft. Thematerial control center also provides flight clothingand special equipment (such as safety shoes and foulweather jackets). Also, squadron AKs make uprequests for material carried in the service market(SERVMART) outlets. Often, they are the “gopher”on SERVMART runs. Squadron AKs ensure thatpersonnel prepare surveys for lost, damaged, or stolenmaterial. They keep maintenance control advised ofthe overall supply situation and its effect upon themaintenance actions. The material control center alsoperforms accounting and charting of operational target(OPTAR) funding and budgeting. Material controlalso validates NMCS and PMCS requisitions to makesure that supply is carrying all the outstandingrequisitions on their list. Finally, the AK is theindividual your supervisor will contact when he or shesubmits an IMRL change request.

The material control center also prepares andaccounts for flight packets. While assigned to asquadron, you may be deployed away from your homebase. If aircraft parts fail or if you need to buy gas oroil while deployed, the flight packet prepared by yoursquadron AK will contain the paperwork to pay for theservices you receive, whether the activity that provides

the parts or services is a Navy activity or some otheractivity. A flight packet has the following items.

DOD Single Line Item Requisition System, DDForm 1348 (6 part). This DD Form 1348 allows amilitary activity rendering a service to bill yoursquadron. The pilot of the aircraft enters what waspurchased, the number purchased, and the date. He orshe signs the requisition as proof of receipt.

Purchase Order Invoice Voucher, Standard Form44. Commercial as well as government activities acceptthese vouchers in payment for goods and services. Thereare monetary limits placed on the Standard Form 44s,and if the pilot wishes to exceed this limit, he or she mustget permission from his or her commanding officer. Theflight packet contains instructions on how to fill outthese forms. Because Standard Form 44s can havemonetary value, the pilot accounts for each voucher inhis or her possession.

DD 1896 or DD 1897 (identiplate). Thisidentiplate is used to procure jet fuel or aviation gasolinefrom commercial airports holding Defense LogisticsAgency, (DLA) into-plane refueling contracts and mostDOD activities.

I-LEVEL MATERIALCONTROL CENTER

The material control center at the I-level operateslike the material control center in a squadron. Thedifference is in the volume of the parts requisitioned.The volume can be two or three times greater at theI-level than at the O-level. The volume is greaterbecause the I-level maintenance activities repair morethan 90 percent of the unserviceable parts turned in bythe squadrons.

The aeronautical material screening unit (AMSU)processes components turned in to the ASD/SSC(aviation support division/supply support center) todetermine the capability of the intermediatemaintenance activity (IMA) to check/test or repair theitem. The AMSU makes this determination by usingthe ICRL. The supply managers at the IMA consultmaintenance personnel about ICRL management.They also support local efforts to improve repaircapability.

Q22. What work center is the point-of-contact forparts and material at the organizationalmaintenance level?

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Q23.

Q24.

Q25.

DD form 1348, Standard Form 44, and anidentiplate (DD 1896 or 1897) are all issued aspart of what package?

What level of maintenance orders the greatervolume of parts?

The Individual Component Repair List (ICRL) isused by what work center to determine the repaircapability of a component received by supply?

AVIATION SUPPORTDIVISION/SUPPLY SUPPORT CENTER

(ASD/SSC)

LEARNING OBJECTIVE: Define the purposeof an Aviation Support Division/SupplySupport Center.

The ASD/SSC of a supply department is the pointof contact for maintenance activities requiring directsupport. To accomplish this task, the ASD/SSC hastwo sections—the supply response section (SRS) andthe component control section (CCS).

SUPPLY RESPONSE SECTION(SRS)

The squadron or IMA material control centersrefer all material demands directly related to aircraftmaintenance to the ASD/SSC. Machines in the SRSconnect with the Naval Aviation Logistics CommandManagement Information System (NALCOMIS),Shipboard Uniform Automated Data ProcessingSystem (SUADPS), or Status, Inventory DataManagement Systems (SIDMS) telephones or teletypemachines. Here, the SRS verifies the requisition foraccuracy or makes a referral on the transceiver copy.Then the SRS prepares a requisition and records thedocument number, as well as the Status and Actioncodes in a log. Most requirements for componentsfrom organizational maintenance are for items carriedin the local repair cycle assets (LRCA). Then, the SRSpasses those requirements to the CCS. If the item isavailable in stock or the LCRA, CCS sends thematerial to the material delivery unit.

Material Delivery Unit (MDU)

The MDU receives a document from the stocklocator unit (SLU) for the material. Then, the MDUdelivers the material to the customer. When the MDUdelivers a repairable component, the unserviceablepart and appropriate paperwork are exchanged for the

replacement part (unless the CRIPL lists it). If theCRIPL lists the part, the maintenance activity has 24hours after receipt of the replacement component tofurnish the unserviceable part. Then, the driver fromthe MDU delivers the unserviceable component toAMSU. AMSU checks the ICRL, and, if IMA canrepair the part, production control assigns a workpriority and work center to the task.

Pre-expended Bins (PEBs)

PEBs conta in h igh usage , low cos t ,maintenance-related materials, such as nuts, bolts,gaskets, O-rings, switches, abrasive, and glues. ThePEB shortens the procedures for issuing andaccounting for low-cost recurring issues. SRS insupply manages the PEBs. This includes display,labeling, and restocking of the bins. SRS stocksmaterial in the PEBs that have a MINIMUM demandfrequency of three per month. SRS also limits thequantity of any item in the PEB to a 30-day supply. Ifan item costs more than the maximum permitted($150), the commanding officer must approve the itemfor PEB stockage.

Pre-expended bins may be located in themaintenance area. Locating bins in the spaces of amaintenance activity makes high-usage, low-costitems immediately available to maintenancepersonnel.

How you use the PEB affects the number of itemsthat SRS stocks. If you take 50 bolts for a project thatonly requires 20 bolts, you may keep another shopfrom getting the parts that are causing an aircraft to beNMCS. Or, if you show usage one month and none thenext of an item in stock, supply may drop the item fromthe PEB, since the stock of a PEB is based upon use.Supply reviews stock records for the PEB quarterly. Ifthere has been no demand for an item within theprevious 12 months, supply will remove the item fromthe PEB and you will have to order the item.

Before you go to the PEB to draw an item, knowwhat part number you need and check the PEB list. Ifthe part number is on the PEB list, go to the PEB. Ifthe part number is not on the PEB list, order the itemthrough material control. When you use a low-costitem three or more times a month and it is not carriedin the PEB, tell your supervisor so he or she can presentthe item for inclusion in the PEB. To do this, provideyour supervisor with the part number and name of theend component on which the item will be installed.

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COMPONENT CONTROL SECTION

The function of the CCS is to manage the LRCAheld at the ASD/SSC. These assets consist of allsupply assets in the ASD/SSC, whether they are heldin the LRCA storage area, at the IMA undergoingwork, sitting upon the shelf in AWP status. or beingprocessed for shipment to a designated overhaul point(DOP).

Local Repair Cycle Asset (LRCA)Storage Unit

The LRCA storage unit receipts, stores, issues,and accounts for all repairable assets under the controlof the CCS, including the rotatable pool. The LRCAallowance depends on an activity’s maintenance datareport (MDR) usage data and average turnaround time(TAT). There are four workload priorities that can beassigned to a LRCA.

Priority 1 is assigned to support NMCS/PMCSaircraft for requisitions held by supply. Also, priority1 is assigned to 30-day predeployment requirements.

Priority 2 is assigned for the repair of criticalLRCAs and SE, in addition to organizationalmaintenance activity (OMA) work stoppagerequirements.

Priority 3 is assigned for the repair of noncriticalLRCAs and SE. It covers the repair or manufacture ofmaterial for nonfixed allowance stock.

Priority 4 is assigned for processing salvagedmaterial and nonaeronautical work.

If a squadron submits a requirement for a part andthe LRCA has no assets, the CCS will dispatch a driverto your squadron to pick up the failed component. Thedriver will deliver the part to AMSU as an expeditiousrepair (EXREP). When the IMA can do the work, IMAinducts the expeditious repair component for overhaulunder work priority 1. If IMA can put the part back inready-for-issue (RFI) condition, the component willbe delivered to the squadron immediately. The AMSUlooks at similar components in work priority 3 forpossible cannibalization to RF1 the EXREPcomponent from the squadron. If the componentcannot be overhauled by IMA due to lack of repair

parts, the component is sent to the awaiting parts(AWP) unit.

AWP Unit

The AWP unit receives, stores, and controls allAWP components returned to the ASD/SSC from IMAbecause repair parts are not available. The AWP unitpersonnel requisition piece parts and maintainrequisition files: registers, and records that are neededto monitor, follow up, expedite, recycle, and reportmaterial demand for component repairs.

Q26.

Q27.

Q28.

Q29.

Q30.

Q31.

Q32.

What are the two sections of the Aviation SupportDivision/Supply Support Center (ASD/SSC)?

If apart is listed in the CRIPL, the maintenanceactivity has how many hours after receipt of thereplacement component to furnish theunserviceable part?

What items are maintained in the pre-expendedbins (PEBs)?

How often does supply review stock records forthe PEB?

What section of ASD/SSC manages local repaircycle assets?

How many workload priorities can be assignedto a LRCA storage unit?

If a squadron requisitions an NMCS componentfrom supply and, except for the turn-in, the onlyother part on station is in the IMA for repair,what priority will be assigned to the componentreceived from the squadron?

SUMMARY

You should now have an idea of the various jobsthat some of the supply personnel perform and how thesupply system works, at least locally. Moreimportantly, you should have an understanding of howimportant it is to accurately document part numbersand stock numbers. Ordering the wrong part not onlycosts your command money, it causes unnecessarydelays in the repair of aircraft. When orderingreplacement parts, take time to ensure accuracy andneatness. When in a hurry, that "Z" may look like a "2"or that "5" like an "S." Take your time and don’t bepart of the problem.

3-24

ANSWERS TO REVIEW QUESTIONS

A1.

A2.

A3.

A4.

A5.

A6.

A 7.

A8.

A9.

A10.

A11.

A12.

A13.

A14.

A15.

A16.

A17.

A18.

A19.

A20.

A21.

A22.

A23.

A24.

A25.

A26.

A27.

A28.

Alpha/alpha/numeric.

FAD II or III

Usage statistics justify stocking replenishment parts.

Definitive and nondefinitive.

Commercial and Government Entity Code (CAGE).

Next higher assembly.

The illustrated parts breakdown (IPB) and the maintenance instructionmanual (MIM).

General information and instructions for using the publication.

The group assembly parts list.

PAOZZ.

The first position.

Master Cross-Reference List (MCRL).

Consolidated Remain in Place List (CRIPL).

Quarterly.

AVCAL lists the items and quantities of aeronautical material authorized tobe stocked by and aircraft carrier to support the maintenance and operationsof embarked aircraft.

The National Codification Bureau (NCB) code.

NAVAIRINST 13650. I for IMRL items and NAVAIRINST 13630. I for TOLitems.

NAVAIRSYSCOM exercises overall program management andauthority.

Employment data, change list, index, main body, and the activity inventoryrecord.

The IMRL main body.

It is reissued in its entirety each month.

Material control.

A flight packet.

Intermediate level.

Aeronautical material screening unit (AMSU).

Supply Response Section (SRS) and Component Control Section (CCS).

24 hours.

High usage, low-cost, maintenance-related consumable materials that havea minimum demand frequency of three per month.

3-25

A29. Quarterly.

A30. Component control section (CCS).

A31. Four.

A32. Priority 1, and the part would be designated "EXREP" or expeditious repair.

3-26

CHAPTER 4

CORROSION PREVENTION AND CONTROL

As a maintenance crew member, you will work intwo main areas when combating corrosion on navalaircraft. These areas include aircraft structures andavionics corrosion control.

AIRCRAFT STRUCTURES ANDCORROSION

LEARNING OBJECTIVES: Describe howmetal corrosion can threaten the structuralintegrity of an aircraft. Identify the personnelrequired to obtain corrosion control training.Identify the primary reason for selectingmaterials in aircraft construction.

Modern high-speed aircraft depend on thestructural soundness of the metals that make up thelargest percentage of their thousands of parts. Metalcorrosion is the greatest threat to the soundness ofmetals and to the structural integrity of an aircraft. Thematerials used to construct an aircraft are designed tocarry certain loads, to withstand given stresses, and toprovide strength for safety. Corrosion reduces thestrength and changes the mechanical characteristics ofthe materials, thus endangering the aircraft andreducing the margin of safety.

The corrosion that occurs on avionics equipmentis similar to that which occurs on the basic airframestructure. The main difference is the amount ofcorrosion that is detrimental. A small amount ofcorrosion on avionics equipment can cause seriousdegradation or complete system failure. However, thesame amount of corrosion on aircraft exterior surfacesmight go unnoticed.

You can detect corrosion on the exterior of aircraftor equipment visually. If you follow the scheduledinspection requirements on a day-to-day basis, youwill ensure adequate detection of external corrosion.It is harder to detect corrosion on the internal surfacesof an aircraft because such surfaces are not easilyaccessible. Thus., internal surfaces require specialattention.

Corrosion often progresses unnoticed by theuntrained technician. Therefore, the responsibility forthe detection and treatment of corrosion on the aircraft

is assigned to all work centers in each activity. Thisensures that sufficient knowledge is available toperform all required inspections. Formal training incorrosion control is a requirement for ALLMAINTENANCE PERSONNEL. Through thistraining, maintenance personnel are qualified toperform inspections, corrosion damage repair, andcorrosion prevention. The corrosion control programestablished by the Naval Aviation MaintenanceProgram (NAMP) is an ALL HANDS participationconcept.

Aerodynamic efficiency is the primaryconsideration of a manufacturer during the design andproduction of an aircraft. The materials used forconstruction are chosen for their weight-to-strengthratio-NOT their corrosion-resistant properties. This isone of the reasons your job as a maintenance crewmember is so important. When performing maintenanceon an aircraft, you must constantly look for surface decayon all internal and external areas of the aircraft. Youshould learn the corrosion-prone areas of your activity’saircraft. Then, you can constantly inspect these areaswhile performing maintenance. When a new aircraft isdelivered from the manufacturer, corrosion is alreadypresent. Unless this corrosion is detected and treated, itcan become a serious problem that can endanger theflight safety of the aircraft.

In addition to corrosion inspection of aircraftsurfaces, maintenance personnel must be equallyaggressive in preventing corrosion damage to aviationsupport equipment (SE). This equipment keeps theaircraft flying. The reliability and effectiveness of SEalso depend largely upon the structural soundness ofthe metals that make up its parts. SE is used in a varietyof climatic and atmospheric conditions, ranging fromthe hot, arid desert to cold, arctic regions. In addition,the equipment is used in the salt-filled atmosphere ofcoastal shore bases, islands, and aboard aircraftcarriers. In this environment, the sea winds carry 10 to100 pounds of salt per cubic mile of air. These varyingenvironmental conditions promote corrosion and alterthe speed and intensity of its development. Severecorrosion can cause components or systems to fail,perhaps during critical demand times. When thishappens, replacements or corrective actions are costly,

4-1

time-consuming, and reduce equipment usage time.These problems can be avoided through goodpreventive maintenance practices and procedures.

To have good preventive maintenance practicesand procedures, you must know and be able to applythe common types of corrosion prevention andmoisture protecting materials.

Q1. How does corrosion endanger aircraft or reducethe margin of safety?

Q2. All maintenance personnel must be formally

Q3.

trained in what program?

What is the primary factor to consider whenselecting materials for constructing an aircraft?

on unpainted areas of working parts. Finally, shrouds,covers, caps, and other mechanical equipment providevarying degrees of protection from corrosivemediums. However, none of these procedures willprovide 100-percent protection. Weathering causespaint to oxidize and decay. Sealants may be workedout by vibration or be eroded by rain and windblast.Preservatives offer only temporary protection whenused on operating aircraft. The mechanical coveringscan be installed improperly or negligently.

Control of corrosion begins with an understandingof the causes and the nature of corrosion. Corrosion is

CORROSION THEORY in its most familiar form is a reaction between metaland water, and is electrochemical in nature.

the process of electrochemical or direct chemicalattack on metals. The reaction is similar to that whichoccurs when acid is applied to bare metal. Corrosion

LEARNING OBJECTIVES: Define the theoryof corrosion and its process. Identify thepublications and materials used in theprevention of corrosion.

Metal corrosion is the decay of metals as theycombine with oxygen to form metallic oxides. Corrosionis a chemical process that is the reverse of the process ofsmelting the metals from their ores. Very few metals arefound in their pure state in nature. Most are found asmetallic oxides. These oxides have other undesirableimpurities in them. The refining process involves theextraction of the base metal from the ore. The base metalis then mixed with other elements (either metallic ornonmetallic) to form alloys. Alloying elements are addedto base metals to develop a variety of useful properties.For instance. in aircraft structural applications, highstrength-to-weight ratios are the most desirableproperties of an alloy.

After the base metals are refined, whether alloyedor not, they have a potential to return to their naturalstate. However, potential is not sufficient in itself tobegin and promote this reversion; a corrosiveenvironment must also exist. The significant elementof the corrosive environment is oxygen. The processof oxidation (combining with oxygen) causes wood torot or bum and metals to corrode.

Control of corrosion depends upon maintaining aseparation between susceptible alloys and thecorrosive environment. This separation isaccomplished in various ways. A good intact coat ofpaint provides most of the corrosion protection onnaval aircraft. Sealants used at seams and joints prevententry of moisture into the metal. Preservatives are used

The electrochemical attack involves metals ofdifferent electrical potential. These metals do not haveto be in direct contact. If one metal contains positivelycharged ions and the other negatively charged ions, allthat is needed is an electrical conductor. When theconductor is present, current will flow between the twometals, as in the discharge of a dry-cell battery. Inelectrochemical corrosion, the electrical conductormay be any foreign material, such as water, dirt,grease, or any debris that is capable of acting as anelectrolyte. The presence of salt in any of the foregoingmediums accelerates the current flow and increases therate of corrosive attack.

Once an electrical connection is made, the electronflow is established in the direction of the negativelycharged metal (cathode). This action eventuallydestroys the positively charged metal (anode).Preventive measures include avoiding theestablishment of the electrical circuit and removingcorrosion as soon as possible to avoid serious damage.Figure 4-1 shows the electron flow in a corrosive

Figure 4-1.—Simplified corrosion cell.

4-2

environment destroying the anodic area. Note that thesurface of a metal may contain anodic and cathodicareas because impurities or alloying constituents mayhave different potentials than the base metal.

Electrochemical attack is evident in several forms.The form you find depends upon the metal involved,its size and shape, its specific functions, atmosphericconditions, and type of corrosion-producing agent(electrolyte) present.

There are many factors that affect the type, speed,cause, and the seriousness of metal corrosion. Some ofthese factors you can control; others you cannot.Preventive maintenance factors, such as inspections,cleaning, painting, and preservation, are within thecontrol of the operating squadron. They offer positivemeans of preventing corrosion.

The electrochemical reaction, which causes metalto corrode, is more dangerous under wet, humidconditions than under dry conditions. The salt inseawater and the salt in the air are the largest singlecause of aircraft corrosion. Hot climates speed thecorrosion process because the electrochemicalreaction develops fastest in a warm solution. The warmmoisture in the air is usually enough to start corrosionof the metals if they are uncoated. As expected, hot,dry climates usually provide relief from constantcorrosion problems. Extremely cold climates willproduce corrosion problems when a salt-ladenatmosphere is present. Melting snow or ice providesthe necessary water to begin the electrochemicalreaction.

Thick structural sections are subject to corrosiveattack because of possible variations in theircomposition, particularly if they were heat-treatedduring fabrication. Similarly, when large sections aremachined or cut out after heat treatment, thinnersections have different physical characteristics thanthe thicker areas. Usually a difference in physicalcharacteristics provides enough difference inelectrical potential to make the piece highlysusceptible to corrosion. Another factor relating to thesize of materials is the relationship between dissimilarmetals. (See figure 4-2.) If electrical contact developsbetween two dissimilar metals, the corrosion attack onthe more active metal or anode (smaller size comparedto the less active one) will be severe and extensive. Seefigure 4-2, bottom view. If the area of the less activemetal is small compared to the other, anodic attack willbe slight (fig. 4-2, top view).

Corrosion on avionics equipment is a continuingprocess. The equipment does not have to be installed,operating, or exposed to a particularly harshenvironment to corrode. The rate of the corrosionprocess is determined by the temperature, humidity,and chemicals in the environment. Moisture is thesingle largest contributor in avionics corrosion. Itmakes little difference whether the moisture is in theform of vapor or liquid. Its affects are detrimental tometals.

A clean aircraft retains its aerodynamic efficiencyand safety. Serious damage to the exterior and interiorsurfaces of aircraft can result from the lack of correctinformation about cleaning materials and equipmentand their use. Shipboard procedures are notnecessarily the same as procedures ashore, but thesame materials are available to produce comparableresults.

A problem you may face when fighting corrosionis knowing what materials to use, where to find them,and their limitations. You should use only thosematerials that have military specifications. Corrosioncontrol information can be found in many directives

Figure 4-2.—Effects of area relationships in dissimilar metalcontacts.

4-3

and instructions. This information is constantlyrevised to give you up-to-date knowledge andprocedures. You can find the following sources ofinformation on corrosion in your unit’s technicallibrary or corrosion control work center.

Aircraft Weapons System Cleaning andCorrosion Control for Organizational and IntermediateMaintenance Levels, NAVAIR 01-1 A-509

Avionics Cleaning and Corrosion Prevention/Control, NAVAIR l6-l-540

Preservation of Naval Aircraft, NAVAIR15-01-500

Chart-Corrosion Preventive Compounds usedby Naval Air Systems Command, NAVAIR 01-l A-518

General use of Cements, Sealants, and Coatings,NAVAIR 01-1A-507

Ground Support Equipment Cleaning AndCorrosion Control, NAVAIR 17-1-125

Corrosion Control, Cleaning, Painting, andDecontamination (One volume of the maintenanceinstruction manuals (MIMs) for all late model aircraftis devoted to these subjects.)

Q4.

Q5.

Q6.

Q7.

Q8.

Q9.

Q10.

Q11.

Q12.

Periodic Maintenance Requirements Cards

The decay of metals as they combine with oxygenis known as what type of corrosion?

What does an intact coat of paint provide to navalaircraft?

In an electrochemical attack, electron flow isestablished in which direction?

How will heat, humidity, and moisture affect theelectrochemical reactions that cause metal tocorrode?

Why are thick structural sections mostsusceptible to corrosive attack?

In relation to corrosion, what affect doesmoisture have on avionics equipment?

Which NAVAIR publication is entitled AircraftWeapons Systems Cleaning and CorrosionControl?

NAVAIR 16-1-540 provides what information?

Information on the preservation of Naval aircraftand aircraft engines can be found in whatpublication?

Q13. What information can you find in NAVAIR01-IA-507?

PREVENTIVE MAINTENANCE

LEARNING OBJECTIVE: Define the purposeof a preventive maintenance program.

“An ounce of prevention is worth a pound of cure.”Where corrosion prevention on naval aircraft isconcerned, this is an understatement. Compared to thecost of naval aircraft, the cost of corrosion preventionis small. Preventive maintenance is a powerful toolthat can control even the most difficult corrosionproblem.

Most operating activities increase their corrosionprevention programs to meet severe conditions aboardship. Then, these programs are decreased in scopewhen the aircraft is returned to the relatively mildconditions ashore. When corrosion preventivemaintenance is neglected because of tactical operatingrequirements, a period of intensive care should followto bring the aircraft back up to standard.

The two most important factors in preventingcorrosion, and the only factors that can be controlledby field personnel, are the removal of the electrolyteand the application of protective coatings. Since theextent of corrosion depends on the length of timeelectrolytes are in contact with metals, corrosion canbe minimized by frequent washing. Prevention alsoinvolves the correct and timely use of covers andshrouds, periodic lubrication, and the application ofpreservatives. Years of experience have proven theneed for such measures to keep the aircraft airworthy.When corrosion preventive maintenance is neglected,an aircraft soon becomes unsafe to fly. Squadrons withthe best corrosion preventive programs tend to havethe best safety records, maximum use of the aircraft,and the lowest operating costs.

SUPPORT EQUIPMENT PREVENTIVEMAINTENANCE SCHEDULE

The Naval Aviation Maintenance Program(NAMP), OPNAVINST 4790.2, requires SE shops toestablish a maintenance schedule for each item ofequipment. The SE Custody and Maintenance HistoryRecord, OPNAV 4790/51, is used to schedule andrecord all corrosion maintenance actions.

4-4

SURFACE MAINTENANCE

Surface maintenance includes regular cleaning ofthe aircraft as well as touch-up of protective paintcoatings. Since paint touch-up is done after removalof corrosion, it is discussed later in this chapter.Touch-up of new damage to paint finishes preventscorrosion from starting.

Aircraft must be washed and cleaned at least every14 days, unless otherwise directed by NAVAIR.Aircraft must be kept in a clean condition, and repeatedcleaning should be done as often as necessary. Morefrequent cleaning may be needed when the followingconditions exist:

An excessive amount of soil or exhaust gasesaccumulation within impingement areas

Exposure to salt spray, salt water, or othercorrosive materials

Evidence of paint surface decay, such assoftening, flaking, or peeling

The presence of fluid leakage (excessive oil,coolant, hydraulic fluid, etc.)

Immediate cleaning of affected areas is alwaysmandatory if:

Aircraft is exposed to corrosive fire-extinguishing materials

Spilled electrolyte and corrosive deposits arefound around battery terminals and battery area

The aircraft has been exposed to significantamounts of salt water

Salt deposits, relief tube waste, or othercontaminants are apparent

Fungus growth is apparent

Chemical, biological, or radiologicalcontaminants are detected

A daily cleaning or wipe-down is required on allexposed, unpainted surfaces, such as struts andactuating cylinder rods.

Aircraft must be thoroughly cleaned before theyare stored. They should also be thoroughly cleanedwhen they are depreserved. Unpainted aircraft arecleaned and polished at frequent intervals. Aboardship, cleaning and removal of salt deposits are neededto prevent possible corrosion. Components that arecritically loaded (designed with minimum safetymargins to conserve size and weight) are cleaned asoften as possible to minimize exposure to corrosive

agents. These components include helicopter rotorparts and parts that are exposed to corrosiveenvironments (such as engine exhaust gas, acid, orrocket blast).

NOTE: Postcleaning lubrication and preservationof exposed components are necessary to displace anyof the cleaning solution entrapped during the cleaningoperation.

Q14.

Q15.

Q16.

Q17.

Q18.

What should happen to a good corrosionpreventive program when carrier-based aircraftreturn to a shore activity after a deployment?

Operating units that have the best safety records,maximum use of aircraft, and lowest operatingcosts will also have what program?

At a minimum, how often must aircraft becleaned?

List the conditions that require the affected areasof an aircraft to be cleaned immediately.

What must be done on a daily basis withunpainted aircraft surfaces and actuating rods?

AVIONICS MAINTENANCE

A successful avionics cleaning and corrosionprevention and control program depends upon asuccessful preventive maintenance program. Thenature of corrosion requires that everyone involved int h e r e p a i r a n d o p e r a t i o n o f e l e c t r i c a l ,electromechanical, and electronic systems beconcerned with the corrosion control of avionicequipment. You should recognize the differencebetween the prevention of corrosion and the repair ofdamage caused by corrosion. Preventive maintenanceprograms at organizational- and intermediate-levelmaintenance activities accomplish the following:

Reduce the maintenance time spent repairingcorrosion damage

Ensure the military avionics community is awareof the extent of the corrosion problem

Improve avionics system reliability, durability,and service life

Report any and every deficiency with material orprocess involving corrosion control

CLEANING MATERIALS

LEARNING OBJECTIVE: Identify thehazards of handling and storing aircraftcleaning materials.

4-5

When cleaning or performing corrosion control onaircraft and nonavionics aircraft components, youshould use the materials listed in Aircraft Cleaningand Corrosion Control for Organizational andIntermediate Maintenance Levels, NAVAIR01-1A-509. You may use materials that do not conflictwith the 509, as listed in the MIM and maintenancerequirements cards (MRCs) that apply. For avionicsand electrical systems, you should refer to the AvionicCleaning and Corrosion Prevention/Control,NAVAIR 16-l-540. Cleaning agents commonly usedby O- and I-level maintenance activities are describedin the following text

Figure 4-3.—DoD Hazardous Chemical Warning Label.

CAUTION

You must read the Material Safety Data Sheet(MSDS) before you use any hazardous mate-rial.

Hazardous Materials

Hazardous material is any material presenting hazardsto personnel, property? or the environment by handling,storing, and using such materials. Hazardous materials canbe used safely if you take extra precautions when handlingand storing these materials.

Hazardous material, such as chemicals, require ahazardous chemical or material identification label.Figure 4-3 shows a DoD Hazardous ChemicalWarning Label. DoD personnel must use this label onDoD manufactured hazardous materials, repackagedcontainers, tanks of hazardous chemicals, andunlabeled materials already in the DoD system.

Manufacturers use various symbols and DOTshipping labels with the required Occupational Healthand Safety Administration (OSHA) labeling. Usedalone, these DOT symbols or labels do not meet theOSHA labeling requirements. Navy personnel shouldnot place any labels on containers that already haveproper labels. If you buy or receive a hazardous materialwith the minimum required labeling, do not add anyadditional labeling. If you have an unlabeled containeror one with a damaged label, you can print a label fromthe HMIS CD-ROM or use DD Form 2522.

Flammable and CombustibleLiquids

Combustible liquids are any liquids that have aflash point at or above 100°F, but below 200°F.Flammable liquids are any liquids that have a flashpoint below 100°F. Fire is a very serious hazard. Anequal hazard to personnel is breathing poisonous(toxic) fumes in unventilated spaces.

NOTE: Flash point is defined as the minimumtemperature at which a liquid gives off an ignitablevapor within a test vessel.

Solvents

Solvents are liquids that dissolve other substances.They are used in many products, such as paints,degreasing fluids, and aircraft cleaning compounds(an organic solvent). Aside from posing a fire hazard,inhaling the vapors can seriously affect the brain and

4-6

the central nervous system. Therefore, you should usesolvents only in well-ventilated spaces. You shouldwear gloves, an apron, and a face shield to protect yourskin and eyes. You should also don an approvedrespirator to prevent breathing of the toxic vapors.Without protection, skin lesions, much like acne, maydevelop. If you do not use rubber gloves, your handswill lose their fatty protection and the skin will dry,crack, and become infected.

Some solvents are chlorinated. When solventscontain more than 24 percent by volume of chlorinatedmaterials, they must be kept in specially markedcontainers. You must ensure the equipment in whichthe solvent is used is designed and operated to preventescape of the solvent. All personnel who work nearchlorinated solvents should be careful to avoidbreathing the vapors. While the vapors from somesolvents are more toxic than others, prolongedbreathing of any fumes presents a serious healthhazard.

Keep all containers holding paints, lacquers,removers, thinners, cleaners, or any volatile orflammable liquids tightly closed when not in use. Storeall flammable and volatile liquids in a separatebuilding or a flammable liquids storeroom. Theapproved flammable storage locker should be wellventilated. It should be located where its contents willnot be exposed to excessive heat, sparks, flame, ordirect rays of the sun. Storage areas must also have afixed CO2 or Halon extinguishing system. Allelectrical fixtures, outlets, and other wiring must be ofthe explosionproof class. Place wiping rags and otherflammable waste material in tightly closed containers.You must empty these containers at the end of the workshift.

You should keep in mind that the temperatureinside the paint locker could become very high,especially during the summer months. As thetemperature increases, liquids expand. Maintenancepersonnel have received serious chemical bums on theface, hands, and arms from opening a hot can ofsolvent. This hazard increases many times whenpersonnel work with the more volatile liquids, such aspaint strippers. Before opening a container of solventthat has been stored in a high-temperature area, youshould cool it down. You can do this by using a streamof water. Use common sense around flammable andvolatile liquids.

When storing containers, you must handle themcarefully to avoid breakage and spillage. If you stackthe containers, the lower containers may be

overloaded, causing leaks to develop along seams.This results in a loss of material. To prevent anaccumulation of water and debris in their upper ends,store the containers on their sides or cover them witha tarpaulin. Before you store containers, you shouldinspect them for leaks and ensure complete closure ofall plugs, caps, and covers. Inspect stored containersfrequently for leakage, rust, or any other condition thatmay cause a problem. Correct deficienciesimmediately.

When storing materials outdoors, you shouldprotect the containers from the weather with tarpaulinsor sheds. This reduces the likelihood of watercontamination. When you use tarpaulins, lash them inplace securely and position them so that air is free tocirculate around the containers.

Another hazard associated with solvents (and to acertain extent with all cleaning materials) is theireffect on the material being cleaned. Some solvents,such as methyl ethyl ketone and toluene, will damagerubber, synthetic rubber, and asphalt coverings. Youshould always consider this damaging effect whenselecting cleaning materials. Most cleaning materialsmay do a good job in removing dirt, grease, oil, andexhaust gas deposits. However, they may also softenand ruin an otherwise good paint coating. For specificinformation on solvents, you should check NAVAIR01-l A-509. Some solvents, consumable materials andtheir characteristics are described in the followingtext.

Solvent, Dry-cleaning. This material is apetroleum distillate commonly used in aircraftcleaning. It is a general all-purpose cleaner availablein three types and is used for metals, painted surfaces,and fabrics. It is applied by spraying, brushing,dipping, or wiping.

Aliphatic Naphtha. Aliphatic naphtha is analiphatic hydrocarbon product used as an alternatecompound for cleaning acrylics. You may also use itfor general cleaning purposes when you want fastevaporation and no film residue. Apply by dipping andwiping. DO NOT rub saturated surfaces vigorously.DO NOT use aliphatic naphtha with a synthetic wipingcloth, because it is a highly volatile and flammablesolvent. Because it has a flash point below 80°F, useonly in well-ventilated areas.

Safety Solvent. Methyl chloroform is for usewhere a high flash point is required. Use it for generalcleaning and grease removal from assembled anddisassembled engine components in addition to spot

4-7

cleaning. Do not use it on painted surfaces. Safetysolvent is not suitable for oxygen systems. It can beused for other cleaning in ultrasonic cleaning devices.Apply it by wiping, scrubbing, or booth spraying. Theterm safety solvent is derived from its high flash point.Many later-issue maintenance manuals refer to safetysolvent as 1,1,1-trichloroethane.

Methyl Ethyl Ketone (MEK). Methyl ethyl ketone(MEK) is a cleaner for bare-metal surfaces and areaswhere MIL-S-8802 sealant is to be removed.Normally, you apply MEK over small areas withwiping cloths or soft bristle brushes.

CAUTION

Avoid prolonged breathing and skin con-tact of MEK. Use MEK only in well-venti-lated spaces. Use extreme care when workingaround transparent plastics because MEKwill damage them upon contact.

Trichloroethane. This is a nonflammabledegreasing agent for cleaning oxygen systemsequipment. It can be harmful to paint and plasticmaterials and since its vapors are heavier than air, itwill displace oxygen in poorly ventilated areas.

Ammonium Hydroxide. Normally, you useammonium hydroxide in the lavatories of aircraft toneutralize urine and waste products. Use a sponge toapply it, and then flush the area with fresh water.

Sodium Bicarbonate. Sodium bicarbonate alsoneutralizes urine deposits. You apply it with a sponge,and then flush the area with fresh water. Sodiumbicarbonate is also a neutralizing agent for sulfuricacid battery electrolyte deposits.

Sodium Phosphate. Sodium phosphate neutralizeselectrolyte spills from nickel-cadmium batteries.Remove spilled electrolyte immediately by flushingwith fresh water. Neutralize the area by sponginggenerously with sodium phosphate solution and thenflush with fresh water. Dry with clean wiping cloths.

Aqueous Film-forming Foam. Aqueousfilm-forming foam is commonly known as AFFF. Useit for removing fire-extinguishing agent MIL-F-24385from aircraft surfaces. Complete details for the use ofAFFF as a cleaning agent are in Aircraft WeaponsSystem Cleaning and Corrosion Control. NAVAIR01-1A-509.

Aircraft Surface CleaningCompound

Maintenance personnel use water emulsioncleaners to clean aircraft. These cleaners dispersecontaminates into tiny droplets that are held insuspension. The droplets of this cleaner are thenflushed from the surface. MIL-C-43616 wateremulsion compounds contain emulsifying agents,coupling agents, detergents, solvents, corrosioninhibitors, and water. Use these compounds on paintedand unpainted surfaces in heavy-duty cleaningoperations, when materials of lower detergency are noteffective. Use these compounds in varyingconcentrations, depending upon the condition of thesurface.

Apply water emulsion cleaner by starting at thebottom of the area being cleaned. You may apply themixed solution by spraying or brushing to avoidstreaking. Loosen surface soils by mild brushing ormopping. Then, give the surface a thorough freshwater rinse by using an automatic shutoff-type waterspray nozzle. This type of nozzle gives hand controlfrom a light mist or fogging spray to a full spray withhigh-pressure water.

Aircraft cleaning compound MIL-C-85570 is theprimary cleaning compound used on naval aircraft.The five types of MIL-C-85570 are discussed in thefollowing text.

TYPE I is for cleaning painted and unpaintedaircraft outdoors or where enough ventilation isavailable. It may be used to clean either high-gloss ortactical paint systems.

TYPE II is for cleaning painted and unpaintedaircraft indoors and in areas of limited ventilation. Itis for cleaning either high-gloss or tactical paintsystems. Type II is not as good as type I for thesepurposes. It may also be used outdoors.

TYPE III is a mild abrasive cleaner. It is usedundiluted for spot cleaning high-gloss paint systems,such as exhaust tracks, shoe scuff marks, and otherareas where types I and II are not effective.

TYPE IV is a spot cleaner for Tactical PaintScheme (TPS). For spot cleaning embedded soils onTPS systems without changing the paint finish.

TYPE V is for cleaning heavy soils, such ascarbonized oil, aged preservatives, grease, and gunblast and exhaust deposits. This cleaner clings to

4-8

vertical oily or greasy surfaces where water rinsing canbe tolerated.

AVIONIC CLEANINGMATERIALS

The materials discussed in this section are the onesused most often when avionics and electricalequipment are cleaned. For a complete list,description, and application of avionic cleaningmaterials. you should refer to NAVAIR 16-l-540.

MIL-D-16791, type 1 detergent, is used to cleantransparent plastics and glass. Also, it is used at I-levelmaintenance activities as a water-based solvent sprayin cleaning booths and aqueous ultrasonic cleaners.For cleaning by hand, you should apply it to the areato be cleaned with a flannel cloth, let it dry, and thenremove it with a flannel cloth.

Trichlorotrifluoroethane is commonly known asFreon (MIL-C-81302 cleaning compound). It is ageneral cleaner for avionic and electrical systems. Youcan use MIL-C-81302 Freon as type I (ultraclean) ortype II cleaner. The uses for these types of cleaners arediscussed in the following text.

TYPE I, MIL-C-81302, is used on precisionequipment where an ultraclean solvent is required. Iti s u s e d i n c l e a n r o o m a p p l i c a t i o n s i nintermediate-level maintenance activities.

TYPE II: MIL-C-81302, is used on all internalareas of avionics equipment. Normally, type II shouldbe filtered before it is used. It can be used to clean dirtand dust from areas before soldering.

The application procedures and restrictionsapplying to MIL-C-81302, types I and II, are the same.They are as follows:

Apply by wiping or scrubbing the affected areawith an acid brush or toothbrush.

Air dry or oven dry, as applicable.

Do not use on acrylic plastics or acrylicconformal coatings.

Do not use on unsealed aluminum electrolyticcapacitors. Damage may result to end caps andcause leakage.

Isopropyl alcohol (TT-I-735) is a general-purposecleaner and solvent. Use it to remove salt residue andcontaminants from internal avionics and electricalequipment. Use an acid brush or pipe cleaner to apply

a solution of isopropyl alcohol and water. Then, wipeclean and air dry.

NOTE: Isopropyl alcohol is highly flammable andrequires the same handling and storage procedures asother solvents.

MECHANICAL CLEANINGMATERIALS

Mechanical cleaning materials consist of itemssuch as abrasive papers: polishing compounds,polishing cloths, steel wool, and wadding. Thesematerials are available in the supply system. However,use them as outlined in the cleaning procedures sectionof NAVAIR 01-1A-509 and the specific MIM. Theseprocedures prevent damage to finishes and surfaces.In cases of conflicting information, NAVAIR01-1A-509 always takes precedence.

Aluminum oxide abrasive cloth is available inseveral forms. It is safe to use on most surfaces becauseit does not contain sharp or needlelike abrasives.Avoid the use of silicon carbide papers as a substitutefor aluminum oxide. The grain structure of siliconcarbide is sharp. It is so hard that individual grains canpenetrate steel surfaces.

Impregnated cotton wadding is used to removeexhaust gas stains and to polish corroded aluminumsurfaces. It is also used on other metal surfaces toproduce a high reflection.

Aluminum metal polish is used to produce ahigh-luster, long-lasting polish on unpaintedaluminum-clad surfaces. It is not used on anodizedsurfaces because it will remove the oxide coat.

Q19.

Q20.

Q21.

Q22.

Q23.

Q24.

Q25.

What are the most serious hazards in handling,using, and storing aircraft cleaning materials?

Why is there a requirement to use a respiratorwhen working with solvents?

What must be done specifically when storingsolvents that contain more than 24% chlorinatedmaterials?

Where must flammable liquids be stored whennot in use?

By what means is dry-cleaning solvent applied?

Safety solvent is currently referred to by whatname?

List the application procedures and restrictionsthat apply to ML-C-81302, types I and II.

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Q26. What material must be avoided as a substitute toaluminum oxide abrasive cloth and why?

CLEANING EQUIPMENT

LEARNING OBJECTIVE: Identify thecleaning compounds used in aircraft cleaningand the procedures for washing aircraft.

Cleaning aircraft surfaces requires the correctcleaning materials and the use of properly maintainedequipment. The choice of equipment depends uponseveral factors. Some of these are the amount ofcleaning regularly performed, the type of aircraft,location of the activity, and the availability of airpressure, water, and electricity. Several types ofspecialized equipment are available for cleaningaircraft. These include pressure-type tank sprayers, avariety of spray guns and nozzles, high-pressurecleaning machines. and industrial-type vacuumcleaners. One piece of specialized equipment, theautomatic water spray nozzle, is shown in figure 4-4.

A device used for the fast, economical cleaning ofaircraft is a swivel-type, conformable applicatorcleaning kit (fig. 4-5). Its design allows you to clean

aircraft exteriors faster than with cotton mops orbristle brushes. Its official designation is the AircraftCleaning Kit No. 251. The swivel and applicator headis attached to a standard brush handle. Because itconforms to the surface, the applicator allows easierapplication of a constant scrubbing pressure on curvedskin panels. It does this by keeping the brushes inmaximum contact with the surface. When you usethese brushes, you must make sure they do not causea FOD problem.

CLASSIFICATION ANDREMOVAL OF SOILS

Soils may be classified and removed as describedbelow:

Lightly soiled surfaces (dirt, dust, mud, salt, andsoot). Use the proper mixture of MIL-C-85570 and freshwater.

Moderately soiled surfaces (hydraulic oils,lubricating oils, and light preservatives). Use a propermixture of MIL-C-85570 and fresh water.

Heavily soiled surfaces (carbonized oils, agedpreservatives, grease, gun blast deposits, and exhaust

Figure 4-4.—Automatic water spray nozzle.

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Figure 4-5.—Aircraft washing applicator.

trails). Pretreat with P-D-680, followed by cleaningwith the proper mixture of MIL-C-85570 and freshwater or MIL-C-43616.

Soiled surfaces on the tactical paint scheme (lowvisibility flat paint scheme). Use MIL-C-85570, typesI, II, or IV for cleaning tactical paint systems accordingto mixture directions.

CLEANING PREPARATION

The first step in cleaning an aircraft is to select theproper cleaning agent for the method of cleaning youwill use. Next, the aircraft must be prepared forcleaning.

Ground the aircraft to the deck. Static electricitygenerated by the cleaning operation will be dissipatedthrough the ground wire.

If the aircraft surface is hot, cool it with fresh waterbefore starting any cleaning operation. Many cleaningmaterials will clean faster at elevated temperatures.However, the risk of damage to paint, rubber, andplastic surfaces is increased. This damage is caused bythe cleaners, which are concentrated by the solventevaporating quicker at high temperatures.

Secure openings, such as canopies, doors, andaccess panels. Some equipment and components, suchas air-sensing probes (pitot tubes), can be damagedby moisture and cleaning agents. To prevent theentrance of moisture, cover these and similaropenings with either the proper aircraft cover or withmasking tape, as specified in NAVAIR 01-1A-509,Appendix A.

CLEANING METHODS

There are several different methods for cleaningnaval aircraft. These methods vary, depending uponthe availability of fresh water.

Water-Detergent Cleaning

The water-detergent cleaning method is thepreferred method for cleaning naval aircraft. Use thismethod when enough fresh water is available forrinsing.

After preparation, wet down the aircraft surface tobe cleaned with fresh water. Then, apply aconcentrated solution of cleaning compound and waterto heavily soiled areas. Scrub these areas and allow theconcentrated solution to remain on the surface. Limitthe size of the area you are cleaning to an area that canbe cleaned while it is still wet.

Next, apply a diluted solution of cleaningcompound and water. The solution should be in aratio suitable for the type of soil present inaccordance with NAVAIR 01-1A-509. Apply thissolution to the entire surface to be cleaned (upwardand outward), including those areas previouslycovered with concentrated solution. The properwashing procedure is shown and described in figure4-6.

Scrub the surfaces thoroughly, and allow thesolution to remain on the surface for 5 to 10 minutesbefore rinsing.

Rinse the lower surfaces and work upward.Then rinse from the top down, starting with thevertical stabilizer, upper fuselage, upper wingsurfaces, and horizontal stabilizers. Rinse lowerareas in the same order and manner as the uppersurfaces. If a high-pressure stream of water is usedfor rinsing, hold the nozzle at an angle and at areasonable distance from the surface beingsprayed. If any areas are still not clean, repeat theoperation in those areas only. Thorough rinsingminimizes streaking.

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Figure 4-6.—Aircraft washing procedures.

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Detergent Cleaning WithLimited Water

Use this method only when water is limited.

Prepare the aircraft for cleaning. Then mix theproper amounts of aircraft cleaning compound andwater in a bucket.

Apply the cleaner with a scrub brush, sponge,rag, or cleaning and polishing pad. Apply to one smallarea at a time.

Scrub the area. Then remove the cleaner andloosened soils with a cloth.

For soils that are resistant to the limited waterprocedure, clean with dry cleaning solvent (P-D-680,Type II or III) then repeat with the cleaning compoundand water mixture.

Apply water displacing, ultrathin, film corrosionpreventive compound MIL-C-81309, type II, and wipewith a clean, dry cloth.

Waterless Wipedown Cleaning

Use waterless wipedown procedures only whenwater is not available for rinsing or when cold weatherprevents the use of water. Using a plastic spray bottle,apply MIL-C-85570, Type I or II (mixed IAWNAVAIR 01-1A-509). Alternatively, spray thecleaner from an aerosol can and wipe off contaminatesfrom the surface.

Spot Cleaning

Spot clean light, oily, soiled surfaces by wipingwith dry-cleaning solvent. Apply the solvent by usinga saturated wiping cloth. Brush or wipe the surface asnecessary; then wipe clean with a dry cloth. Thesolvent wipe may leave a light residue. Remove thisresidue with soap and water, followed by a fresh waterrinse.

NOTE: After cleaning an aircraft, relubricate it asspecified by the MRCs. Ensure that all low-pointdrains are open, covers and shrouds are removed, andthat aircraft preservatives are applied to clean,exposed, unpainted surfaces. Also make sure that thefelt wiper washers on all hydraulic cylinders aremoistened, and wipe down actuating cylinder rodswith a clean rag saturated with hydraulic fluid.Remove and replace damaged or loosened sealant asspecified by the applicable MIM.

Q27. Why is the conformable applicator cleaning padbetter than a mop or bristle brush when cleaningaircraft surfaces?

Q28. Types I, II, and IV of what cleaning compoundare to be used on tactical paint schemes?

Q29. What is the first step in efficiently cleaning anaircraft?

Q30. When cleaning an aircraft what are the twodirections in which cleaning compound andrinsing are applied?

Q31. What substance may be used to spot-clean lightlysoiled areas?

AVIONICS EQUIPMENTCLEANING

Dust and contamination cause corrosion problemsin avionics equipment. Cleaning prevents many ofthese problems. Therefore, cleaning is the first logicalstep after an inspection. Cleanliness is very importantin maintaining the functional integrity and reliabilityof avionic systems. Dirt may be either conductive orinsulating. As a conductor, it may provide anundesired electrical path. As an insulator, it mayinterfere with proper operation. Dust, fingerprints,surface oxides, contaminants, or other foreign materialon a surface can undo all the good provided byprotective coatings.

A good maintenance practice is to use the mildestcleaning method that will properly decontaminate theequipment. It is also important to use the correctcleaning solutions and cleaning materials to avoiddamage to avionics equipment. Some of the hazardsassociated with the cleaning of electronic andelectrical equipment are as follows:

Cleaning solvents or materials can be trapped increvices or seams. This interferes with laterapplications of preservative coatings and causescorrosion as well.

Vigorous or prolonged scrubbing of laminatedcircuit boards can damage the boards.

Certain cleaning solvents soften conformalcoatings, wire coverings, acrylic panels, andsome circuit components.

WARNING

Dry-cleaning solvent should not be used inoxygen areas or around oxygen equipment. Dry-cleaning solvent is NOT oxygen compatible andwill cause explosion and/or fire.

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When dust. contaminants, or corrosion aredetected, action is required. If the corrosion is withinrepairable limits specified in the applicable MIM orlocal directive. initiate corrective action. Correctiveaction includes cleaning, corrosion removal,treatment. and preservation.

The nature of some surfaces, such as chrome-,nickel-, gold-, and silver-plated contacts. limits the useof highly abrasive cleaning methods. You can removetarnish and light corrosion from these surfaces byrubbing with one of the following materials:

An eraser (conforming to specificationZZ-E-661) known as magic rub, ruby red, wood,or paper encased (pencil-type) or typewritereraser

A nonabrasive cleaning pad (MIL-C-83957) forlaminated circuit boards. waveguides, relaycontacts. etc.

A brush (toothbrush H-T-560 or typewriterbrush H-B-681) for general scrubbing of dirt,soil, and corrosive products on circuitcomponents

Remove light to heavy corrosion from surfaces,such as covers, connectors, receptacles, antennamounts, equipment racks, and chassis, by handrubbing and by using aluminum oxide abrasive cloth.You may use either MIL-A-9962, type I, grade A (veryfine), grade B (fine), or aluminum oxide abrasive clothP-C-451, 320 grit, to do this task.

USE OF COVERS ANDSHROUDS

When an aircraft is delivered by the manufacturer,it has a complete set of tailored dust and protectivecovers. Figure 4-7 shows a typical set of covers.

Install all covers so free drainage will occur. DoNOT create a bathtub that will trap-and hold water. Inwarm weather, shrouds and covers cause a greenhouseeffect, and cause condensation of moisture. Therefore,loosen and remove shrouds and covers and ventilatethe aircraft on warm sunny days. However, whereprotection from salt spray is required, leave the coversin place, and ventilate the aircraft in good weather

Figure 4-7.—Dust and protective covers.

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only. Fresh water condensation does far less damagethan entrapped salt spray.

In emergencies where regular waterproof canvascovers are not available, use a polyethylene sheet,polyethylene-coated cloth, or metal foil barriermaterials as covers and shrouds. Hold these covers inplace with adhesive tape that is designed specificallyfor severe outdoor applications.

GROUND HANDLINGREQUIREMENTS

The MIM for an aircraft usually describe brief andsimple ground-handling procedures. When followed,these procedures reduce corrosive attack. Theseprocedures keep water, salt, and dirt out of areas thatare difficult to get at and easy to overlook. As you cansee, they also save a tremendous amount ofmaintenance work later.

Many practices, when followed, lessen paintdamage and the loss of built-in protective systemsduring normal ground handling of the aircraft. Someof these practices are listed below.

Use the tie-down points provided. Much damageis done to aircraft paint films by failure to use thetie-down points or by passing tie-down cables and linesover or around supporting structures so the paint finishis worn, chipped, or broken.

Take time to wipe or brush sand or gravel fromshoe soles before climbing on the aircraft. Paintedaircraft surfaces will withstand a normal amount of foottraffic and abrasion by fuel hoses and air lines.However, shoe soles and fuel hoses pick up bits of sand,gravel, and metal chips. These become a coarse abrasivethat scratches and scuffs the protective finish so it iscompletely ineffective under shipboard operatingconditions.

Do not place removed hardware on the deck.When you remove cowling and access plates duringinspections and you cannot provide pads or cushions forthem, secure them to prevent their movement.

Avoid scratching the paint when you use handtools to remove screws and quick-opening fasteners onaircraft exteriors. As little as 5 minutes of extra timespent carefully using tools might save hours of painttouch-up and corrosion removal.

Q32. Why should dry-cleaning solvent not be used inoxygen areas or around oxygen equipment?

Q33. In emergencies when regular waterproof canvascovers are not available, what materials can youuse as covers and shrouds?

Q34. The ground handling requirements for anaircraft can be found in what publication?

RECOVERY AND RECLAMATION OFCRASH DAMAGED AIRCRAFT

LEARNING OBJECTIVE: Identifypublications used to describe emergencyreclamation procedures.

General procedures are required anytime anaircraft is exposed to gross amounts of saltwater orfire-extinguishing agents. Each activity that isassigned custody of aircraft has a recovery andreclamation team. The size and composition of theteam depend upon the urgency of the situation. As amaintenance crew member, you may be called upon toassist with reclamation of an aircraft. Recovery andreclamation procedures are covered in detail inNAVAIR 01-1A-509.

Methods for cleaning support equipment (SE) aredifferent from those used to clean aircraft. AuthorizedSE cleaning materials and procedures are identified inGround Support Equipment Cleaning and CorrosionControl, NAVAIR 17-1-125.

Q35. What technical publication covers emergencyreclamation procedures for naval aircraft?

LEVELS OF AIRCRAFTPRESERVATION

LEARNING OBJECTIVES: Describe thelevels of aircraft and engine preservation.Identify the preservatives and sealants used inthe preservation of aircraft and supportequipment.

The exposure of an aircraft to corrosion damage isgreatest when the aircraft is dirty, inactive, or beingshipped. Aircraft spend more time on the ground thanin the air, even in an active squadron. Therefore, theymust be effectively protected. The method ofpreservation is based on complexity of the aircraft. Avariety of methods are used to preserve aircraft.Preservation applies to all types of naval aircraft.There are three different levels of preservation used onnaval aircraft:

4-15

Level Use

IShort-term preservation of flyable andnonflyable aircraft for periods up to 60 days

Preservation of aircraft for shipment and forIIperiods of 60 days to 1 year

Preservation for long-term aircraft storageIII for periods of 1 to 8 years

NOTE: Level I preservation will have specialMRCs for each aircraft/engine.

As a maintenance crew member, you will beinvolved with level I preservation. Anytime an aircraftis out of service or will remain idle for 14 or more days,maintenance will put the aircraft in level Ipreservation. You will use special MRCs to preserve,maintain preservation, and depreserve an aircraft.

Protection against corrosive attack on aircraft isachieved by placing a barrier between the surface andany possible source of moisture. During overhaul ormanufacture, protective barriers, such as electroplate,paint, or chemical surface treatment, are provided.Surfaces that cannot be so treated (in some instances,the treated surfaces themselves) are covered withspecial corrosion-preventive compounds. Thesecompounds are effective only if no moisture, dirt, oractive corrosion is present on the treated surface.Therefore, you must thoroughly clean and dry theaircraft before applying a preservative compound.Also, you must apply an unbroken film of preservativein as moisture-free an atmosphere as possible.

Complete protection is not provided bycompounds alone. Tapes, barrier paper, and sealingdevices are used to seal off the many openings onaircraft. If these openings were to remain open duringlong-term storage, moisture and dirt would enter andaccumulate.

To provide additional protection againstcorrosion, a complete moisture barrier is sometimesused on aircraft. Unless the cavity is protected by avapor corrosion inhibitor, use desiccants to dehydrateinternal areas that have been sealed. When an areacannot be sealed adequately, provide ventilation andmoisture drainage.

When installed equipment in an aircraft is notbeing regularly used, its components must bepreserved. For example, the guns of an aircraft must

be cleaned after each firing. The type of oil or otherprotective treatment used depends upon theanticipated period of idleness for the guns.

In the maintenance of aircraft surfaces underoperating conditions, preservation adds to theprotection already present. Also, protection coatingand barrier materials provide temporary protection todamaged areas. A brief description of some of themore common materials used in aircraft preservationthat are readily available in Navy stock is given in thefollowing text.

Corrosion-Preventive Compound,Solvent Cutback

Corrosion-preventive compound, solvent cutback,comes in grades for specific applications. There arefive grades of this compound, three of which arecommonly used and do not displace water, grades 1,2, and 4. All grades can be removed with dry-cleaningsolvent. These materials are designed for coldapplication.

4-16

Grade 1 preservative forms a dark, hard-film,opaque cover. Its general use is limited because of thedifficulty in removing aged coatings. Also, it hideswhat corrosion is present when it is applied overcorroded areas. This material is used where maximumprotection against salt spray is required. The militaryspecification is MIL-C-16173, grade 1.

Grade 2 is a thick soft, greaselike compound whichis used primarily to protect metal surfaces againstcorrosion during rework or storage periods. Themilitary specification is MIL-C-16173, grade 2.

Grade 4 preservative forms a thin, semitransparentfilm through which identification dates can be read. Itsets up dry enough to the touch, so preserved parts maybe handled easily. This grade is effective in protectingwheel well areas and other exposed surfaces wherefilm transparency is required and moderate protectivecharacteristics can be tolerated. Its main disadvantageis that it is easily removed by water spray and requiresreplacement at l-month intervals under severeexposure conditions. The military specification isMIL-C-16173, grade 4.

Coating Compounds

Activities based outside the Continental UnitedStates sometimes receive aircraft via ocean surfaceshipment. This is especially true of helicopter andlimited-range fighter aircraft. These aircraft are

protected during shipment with a sprayable, strippablecoating system that conforms to MIL-C-6799, type II.Normally, type II coatings are safe on metal, plastic,or painted surfaces. Also, they are useful for protectingclear acrylic surfaces, such as canopies, againstabrasion during maintenance or extended periods ofdowntime.

The type II system consists of a black base coatand a white topcoat that provides heat reflection duringoutside exposure. Nylon ripcords with finger-sizeloops are placed about the aircraft before the aircraftis sprayed with this coating. This allows manualstripping of coatings. When properly applied, thecoatings can be removed easily. If coatings are sprayedtoo thin for easy removal, they can be recoated andallowed to dry. The top layer will bond to previouslayers, and all layers may be manually stripped in oneoperation.

Corrosion-Preventive Petroleum(MIL-C-11796)

MIL-C-11796 is designed for hot application. It isavailable in two classes, class 1 (hard film) and class3 (soft film). Both classes consist of corrosioninhibitors in petroleum. They are removed withStoddard solvent or mineral spirits. Where a hard filmis not necessary, you should use class 3. Class 3 iseasier to apply and remove, yet it gives the samedegree of protection as class 1. Class 1 is for long-time,indoor protection of highly finished metal surfaces andaircraft control cables. Class 3 provides protection formetal surfaces, such as antifriction bearings,shock-strut pistons, and other bright metal surfaces.Class 1 must be heated to 170°F to 200°F before it isapplied by brush or dip. For brushing, class 3 materialmust be between 60°F and 120°F, and for dipping,between 150°F and 180°F.

Oil, Preservative, Hydraulic Equipment(MIL-H-46170)

Use hydraulic fluid MIL-H-46170 as apreservative fluid to store hydraulic systems andcomponents. It is also used as a testing medium instationary test stands within a temperature range of-40°F to +275°F. Hydraulic fluid MIL-H-46170 isNOT to be used in portable test stands that areconnected to the aircraft.

This hydraulic fluid is a fire-resistant, synthetic,hydrocarbon, hydraulic fluid similar to MIL-H-83282.

MIL-H-46170 is used as a preservative fluid insystems operating on MIL-H-83282.

Lubrication Oil, General-Purpose,Preservative

There are several types of lubricating oils, someof which contain preservatives. Each oil is identifiedby a specification number. Use the correct oil for eachsituation. The specification number for the oildescribed in this section is VV-L-800.

VV-L-800 oil is used to lubricate and protectpiano-wire hinges and other critical surfaces. It is alsoused when a water-displacing, low-temperature,lubricating oil is required. You may apply VV-L-800as received by brush, spray, or dip. It is readilyremoved with dry-cleaning solvent or mineral spirits.

Corrosion-Preventive Compound(MIL-C-81309)

MIL-C-81309 corrosion-preventive compound isa water-displacing compound and lubricant that mustbe reapplied frequently. On exposed surfaces,protection lasts about 7 days at best. On internal areas,protection lasts about 30 days. MIL-C-81309 isavailable in two types—type II and type III.

Type II is used for external areas. It forms aneffective barrier against moisture when used onB-nuts, linkages, bolts, nuts, ejection seatmechanisms, and canopy locks. When you lubricate anarea where there are no pressure lubricating fittings(zerk fittings), such as the piano hinges on access doorsand control surfaces, spray with type II preservativecompound to clean the area before you applyVV-L-800 preservative oil to remove moisture andcontaminants.

Type III corrosion-preventive compound is foravionics and electrical equipment usage. It is not foruse on exterior areas that will be exposed to theenvironment. Type III is used primarily on electricalconnectors (cannon plugs) and microswitches toremove moisture and contaminants and to preventcorrosion.

Packaging and Barrier Materials

A minimum of packaging is necessary at theoperating activity level. However, critical aircraft andengine areas require shrouding against contaminationduring maintenance and repair. The fuselage must besealed when cleaning and stripping materials are used

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on the aircraft. There are several barrier materialsavailable in the Navy stock for sealing and shroudinglarge aircraft openings. The stock numbers for thesematerials can be found in NAVAIR 01-1A-509.

Water-vaporproof Barrier Material. This materialis a laminated metal foil barrier that has goodwater-vapor resistance. It is used for closing intakeopenings, protecting acrylics during cleaning, and forthe packaging of removed components and accessoriesthat are returned for overhaul. It is heat sealable witha soldering or clothes iron.

Polyethylene Plastic Film. This barrier material isused for the same purpose as the metal foil barriermaterial, but it is less expensive. However, it is notpuncture resistant. This plastic film is heat sealableonly with special equipment.

Polyethylene Coating Cloth. This cloth is used insupport equipment covers. Its use is preferred overplastic film material for general shrouding because ofits greater tear and puncture resistance.

Tape, Federal Specification PPPT-60, Class 1.This pressure-sensitive tape is used to close smallaircraft openings and for direct contact use onnoncritical metallic surfaces. It has moderatewater-vapor resistance that is adequate formaintenance use.

Pressure-sensitive Adhesive Tape. This tape wasdeveloped specifically for exterior preservation andsealing. It can be applied at temperatures as low as 0°F.It should perform satisfactorily over a temperaturerange of -65°F to +140°F. It is an excellentgeneral-purpose tape for exterior preservation andsealing operations.

Q36.

Q37.

Q38.

Q39.

Q40.

Q41.

State the levels and terms of preservation usedfor naval aircraft.

What level of preservation is required if anaircraft is scheduled to remain idle for more than14 days but less than 28 days?

MIL-C-16173, corrosion preventive compound,is available in three grades. Which grade(s)is/are easily removed with dry-cleaning solvent?

Corrosion-preventive petroleum, class 3,provides protection for what type of surfaces?

When is general-purpose lubrication oilVV-L-800 used?

What type of corrosion-preventive compoundMIL-C-81309 is used on avionics and electricalequipment?

ENGINE PRESERVATION

NAVAIR 15-01-500, Preservation of NavalAircraft, addresses specific requirements for thecleaning, inspection, protection, maintenance, anddepreservation of auxiliary power units, gas turbineengines, and reciprocating engines. This section onlyhighlights some important factors in enginepreservation. Refer to the Preservation Manual forspecific details.

Level I preservation of engines requires the fuelsystem to remain at least 95% full of fuel for a periodnot to exceed 60 days. Any fuel system that has beendrained of fuel for more than 3 days or is expected toremain inactive for more than 60 days is to bepreserved with MIL-L-6081 Grade 1010. and bedehumidified.

Level II and III preservation requirements are alsooutlined in the Preservation Manual. All requirementsare listed by type engine and level of preservationdesired.

NOTE: In any case of preservation, ensure alllogbook entries and preservation tag requirementshave been met.

SUPPORT EQUIPMENTPRESERVATION

WARNING

Do NOT use oil-based preservativesaround oxygen fittings or oxygen regulatorssince fire or explosion may result.

The preservation of clean, corrosion-free surfacesis the final step of the preventive maintenance processof SE. The act of preservation helps to protectnonmoving parts by filling air spaces, displacingwater, and providing a barrier to corrosion.

Preservatives For SE

Preservatives are used after SE cleaning beforeocean assignment when an extended period of SEstorage is anticipated. Preservatives are also usedwherever paint films require additional preservative(for example, in metal joints, tightly fitting surfaces,and on sump areas). The technical corrosion manualto be used for support equipment is Ground SupportEquipment Cleaning And Corrosion Control,

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NAVAIR l7-1-125. This publication takesprecedence over any and all MIMs and serviceinstruction manuals (SIMs) at both O- and I-levelmaintenance activities. This manual spells outspecifically which materials and procedures you are touse to clean up corrosion and restore the protectivesurface. You still follow the maintenance and servicemanuals in conjunction with matters not pertaining tocorrosion control. The four primary preservativecompounds recommended for use on SE are listed intable 4-1.

Apply corrosion-preventive compound to allexposed SE hardware items (around light brackets,hand brakes, levers, dissimilar metal joints, and tightlyfitting surfaces and so forth). Preserve areas andcomponents according to the following generalprocedures:

1. After removing corrosion products, clean thesurface and spray the area with water-displacing agent,MIL-C-81309, type II.

2. Apply an even, thin coating of corrosion-preventive compound, MIL-C-16173, grade 4, orMIL-C-85054 to all nonmoving, difficult-to-protectareas. Use only MIL-C-16173, grade 4, for fasteners.

3. Dip removable screws and fasteners incorrosion-preventive compound before installation.

4. Remove excess compound from the metalsurface with solvent, P-D-680, and clean cloth,DDD-R-30.

Sealants For SE

Sealants are brush- or spatula-applied compoundsfor SE corrosion prevention. These compounds areused primarily to repair damaged door and cover

weather seals, fill depressions resulting fromcorrosion repair, protect heavy bolts and fasteners, andseal corrosion-prone crevices and lap seals. Twosealants recommended for SE are

Silicone Sealant MIL-A-46146, type I, and

Polysulfide Sealant MIL-S-81733 (inhibited) orMIL-S-8802 (uninhibited).

When properly applied, the sealant forms as abarrier to the penetration of moisture. Prepare metalsurfaces carefully before the application of a sealant.Do NOT apply sealant over visible moisture. Ensurethat the sealant forms a continuous film at all seams,especially where dissimilar metals are in contact.When applying sealants on SE, you should use thefollowing steps:

1. Mix the sealant according to the manufacturer’sdirection.

2. Dip bolts or fasteners into the sealant so that thethreads and shanks are completely covered.Immediately install the bolt in tapped holes.

3. Brush or swab sealant on mating surfaces thatform a crevice when assembling parts. Immediatelyassemble these parts.

4. Pour, spoon, or trowel sealant into crevices thatcannot be disassembled for treatment.

Q42. What level of engine preservation requires thefuel system to remain at least 95 percent full offuel for a period not to exceed 60 days?

Q43. What technical corrosion manual should you usefor support equipment?

Q44. What are the two sealants recommended for useon support equipment?

Table 4-1.—SE Preservatives

Preservative compound Use

Corrosion-Preventive Compound, Water-displacing, For all exposed metal and hardware notUltrathin Film, MIL-C-81309, type II, class 2 exposed to the elements

Corrosion-Preventive Compound, Water- Displacing, Clear, A general exterior surface preservative toMIL-C-85054, type I (AMLGUARD) produce an even, thin, nontacky, and clear film

Corrosion-Preventive Compound, Solvent Cutback, Cold A general external preservative, whichApplication, MIL-C-16173, grade 4 produces a semitransparent film

Corrosion-Preventive Compound, Ultrathin Film, Avionics A general preservative for internal areas ofGrade, MIL-C-81309, type III electric components

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CORROSION DETECTION

LEARNING OBJECTIVE: Identify the types,forms, and characteristics of corrosion.

Timely detection of corrosion is essential to anycorrosion control program. Of course, corrosion canbe detected after a part fails (if the equipment can berecovered). However, then it is too late to do anythingabout it other than to intensify inspections of othersimilar aircraft and SE. Inspection for corrosionshould be a part of all routine inspections. On everyaircraft and piece of SE, there are certain areas that aremore corrosion prone than others. You should checkthese areas carefully. For the corrosion inspection tobe thorough, you must know the types of corrosionlikely to be found and the symptoms or appearance ofeach type of corrosion. Sometimes corrosion is hidden,and special detection methods are used to find it.Various aspects of corrosion detection are discussedin the following text.

FORMS OF CORROSION

Corrosion may occur in several forms, dependingupon the specific function, size, shape and type ofmetal involved. Atmospheric conditions and thepresence of corrosion-producing agents are alsofactors in the development of corrosion. The types ofcorrosion described in this section are the morecommon forms found on aircraft structures and SE.This text uses the most commonly accepted terms thatdescribe the various types of corrosion.

Uniform (Direct) Surface Attack

The surface effect produced by the direct reactionof a metal surface with oxygen in the air is a uniformetching of the metal. The rusting of iron and steel, thetarnishing of silver, and the general dulling ofaluminum surfaces are common examples of surfaceattack. On aluminum surfaces, if the surface attack isallowed to continue, the surface will become roughand eventually frosted in appearance. Figure 4-8shows direct surface corrosion on an A-6 landing gearlinkage system.

Pitting Corrosion

The most common effect of corrosion onaluminum and magnesium alloys is called “pitting.”The primary cause of pitting is the variation instructure or quality between areas on the metal surface

in contact with a corrosive environment. Pittingcorrosion is first noticeable as a white or gray powderydeposit, similar to dust, which blotches the surface.When the superficial deposit is cleaned away, tiny pitsor holes can be seen in the surface. They may appearas shallow indentations or deep cavities of smalldiameter. Pitting may occur in any metal, but it isparticularly characteristic of aluminum andmagnesium. Figure 4-9 is an illustration of pittingcorrosion.

Crevice Attack orConcentration Cell

Concentration cell corrosion is actually a form ofpitting corrosion. Concentration cell corrosion iscaused by the difference in concentration of theelectrolyte or the active metal at the anode andcathode. When there are concentration differences attwo different points in an entrapped pool of water orcleaning solution, anodic and cathodic areas mayresult. This results in the anodic area being attacked.Figure 4-10 shows the theory of concentration cellcorrosion. Areas where there are crevices, scale,surface deposits, and stagnant water traps are prone tothis type of attack. Concentration cell corrosion iscontrolled and prevented by avoiding the creation ofcrevices during repair work. It is also controlled withsealants and caulking compounds that eliminate voidsthat trap water.

Intergranular Attack, IncludingExfoliation

All metals consist of many tiny building blockscalled “crystals” (sometimes called grains). Theboundaries between these crystals are commonlycalled “grain boundaries.” Intergranular corrosion isan attack on the grain boundaries of some alloys underspecific conditions. During heat treatment, thesealloys are heated to a temperature that dissolves thealloying elements. As the metal cools, these elementscombine to form compounds. If the cooling rate isslow, they form at the grain boundaries. Thesecompounds differ electrochemically from the materialadjacent to the grain boundaries, and they can be eitheranodic or cathodic to the adjoining areas, dependingupon their composition. The presence of an electrolyteresults in attack of the anodic area. This attack can berapid and exist without visible evidence.

As the intergranular corrosion progresses to themore advanced stages, it lifts the surface grain of the

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205.153Figure 4-8.—Surface corrosion on hydraulic linkage.

metal. This is caused by the force of expandingcorrosion products at the grain boundaries just belowthe surface. This advanced attack is called exfoliation(fig. 4-11). At this point, it can be seen by maintenancepersonnel. Correction of such serious corrosion is vitalto aircraft safety. The insidious (sneaky) nature of suchan attack can seriously weaken structural membersbefore the volume of corrosion products accumulateon the surface and the damage becomes apparent.

Metal that has been properly heat-treated is notreadily prone to intergranular attack. However,localized overheating, such as could occur from

welding and fire damage, can make metal prone toattack. If the intergranular attack has not penetrated sofar as to impair structural strength, correction asoutlined in the applicable structural repair manual(SRM) can restore an aircraft to flight status.

Dissimilar Metal Corrosion

The terms galvanic or dissimilar metal corrosionare applied when accelerated corrosion of metal iscaused by dissimilar metals being in contact in acorrosive medium, such as salt spray or water.Dissimilar metal corrosion is usually the result of a

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205.154

Figure 4-9.—Pitting of an aluminum wing assembly.

Figure 4-10.—Concentration cell corrosion.

faulty design or improper maintenance practices. You To keep these metals from coming in directcan usually recognize it by the presence of a buildup contact with each other, aircraft and supportof corrosion at the joint between the metals. For equipment manufacturers use a variety of separatingexample, aluminum and steel materials riveted materials. Such materials include plastic tape, sealant,together in an aircraft wing form a galvanic couple if primer, washers. and lubricants. These materials keepmoisture or contamination is present. When aluminum corrosion to a minimum. These separating materialspieces are attached with steel bolts or screws, galvanic must remain intact and be replaced, restored. orcorrosion can occur around the fasteners (fig. 4-12). repaired as needed.

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Figure 4-11.—Intergranular corrosion.

Figure 4-12.—Galvanic corrosion.

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Some metals are more active than others. Thedegree of attack depends upon the relative activity ofthe two surfaces in contact. The more active or easilyoxidized surface becomes the anode and corrodes. Inplated metal, the possibility of dissimilar metalcorrosion becomes a factor only if there are defects inthe plating. Moisture penetrates and galvanic cellsform because of these defects.

Stress Corrosion

Stress corrosion is caused by the combined effectsof tensile stress and corrosion. Stress may be internalor applied. Internal stresses are produced bynonuniform deformation during cold working, byunequal cooling from high temperatures during heattreatment, and by internal structural rearrangementinvolving volume changes. Stresses set up when apiece is formed. Stress induced by press-and-shrinkfits and those in rivets and bolts are examples ofinternal stresses. Concealed stress is more importantthan design stress because it is difficult to recognizebefore it exceeds the design safety factor. Themagnitude of the stress varies from point to point

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Figure 4-13.—Stress corrosion cracking.

within the metal. Stresses that approach the yieldstrength of the metal promote stress cracking (visibleat this point), but failure can occur at lower stresses(fig. 4-13). Most often, stress cracks are not visible tothe naked eye and are discovered in the nondestructiveinspection (NDI) process.

Fatigue Corrosion

Fatigue corrosion is a special kind of stresscorrosion. It is caused by the combined effect ofcorrosion and stress applied in cycles to a component.An example of cyclic stress is the alternating loads towhich the reciprocating rod on the piston of ahydraulic, double-acting, actuating cylinder issubjected. During the extension stroke, a compressionload is applied. During the retracting or pulling stroke,a tensile or stretching load is applied. Fracture of ametal part due to fatigue corrosion commonly occursat a stress far below the fatigue limit in a laboratoryenvironment, even though the amount of corrosion isunbelievably small. This is why protection of partssubject to alternating stress is particularly important inany environment. Figure 4-14 shows an oil coolerblower that disintegrated because of fatigue corrosionof a blade (shown by arrow).

Fretting Corrosion

Fretting corrosion is a limited but highly damagingtype of corrosion. It is caused by a slight vibration,friction, or slippage between two contacting surfacesthat are under stress and heavily loaded. It is usuallyassociated with machined parts. Examples of theseparts are the area of contact of bearing surfaces, twomating surfaces, and bolted or riveted assemblies. Atleast one of the surfaces must be metal. In frettingcorrosion, the slipping movement on the contactingsurface destroys the protective films that are presenton the metallic surface. This action removes fineparticles of the basic metal. The particles oxidize andform abrasive materials, which further agitate withina confined area to produce deep pits. Such pits areusually located in an area that increases the fatiguefailure potential of the metal. Early signs of frettingcorrosion are surface discoloration and the presence ofcorrosion products in lubrication. Lubrication andsecuring the parts so that they are rigid are effectivemeasures to prevent this type of corrosion.

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205.158Figure 4-14.—Oil cooler blower disintegration.

Filiform Corrosion

Filiform corrosion (fig. 4-15) consists ofthreadlike filaments of corrosion known as underfilm.Metals coated with organic substances, such as paintfilms, may undergo this type of corrosion.

Filiform corrosion occurs independently of light,metallurgical factors, and microorganisms present. Ittakes place when the relative humidity of the air is 78to 90 percent and when the surface is slightly acidic.Although the threadlike filaments are visible onlyunder clear lacquers or varnishes, they also occurunder opaque paint film. Filiform corrosion can attacksteel, aluminum, and magnesium.

Microbiological Corrosion

Microorganisms contained in seawater can beintroduced into fuel systems by contaminated fuel.

These fungus growths attack the sealing material usedon integral fuel tanks. They can cause corrosion ofaluminum, probably by aiding in the formation ofconcentration cells. Residues from biological growthtend to clog fuel filters and coat fuel quantity probes.Fuel quantity probes thus coated give erroneousreadings. Also, moisture aides in the growth of fungiand microorganisms in avionic equipment.

Q45. The tarnishing of silver is a common example ofwhat type of corrosion?

Q46. Pitting is the most common effect of corrosion onwhat alloys?

Q47. Pitting corrosion is first noticeable as what colordeposit on a metal surface?

Q48. How can concentration cell corrosion becontrolled or even prevented?

Q49. Define intergranular corrosion.

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205.159Figure 4-15.—Filiform corrosion found under paint coating.

Q50. What is usually the cause of dissimilar metalcorrosion?

Q51. What are some examples of internal stresscorrosion?

Q52. What causes fatigue corrosion?

Q53. What is the cause of fretting corrosion?

Q54. Filiform corrosion occurs on what types ofmetals?

LOCATION OF CORROSION-PRONE AREAS

LEARNING OBJECTIVE: Describe the areason an aircraft prone to corrosion.

This section discusses corrosion-prone areascommon to all aircraft. For specific aircraft, youshould refer to the periodic maintenance informationcards (PMICs) to locate corrosion-prone areas for thataircraft. Figure 4-16 is an example of possible troublespots on jet engine aircraft.

Lavatories and galleys are likely trouble spots ifthey are not kept clean. These areas include the deck

behind lavatories, sinks, and ranges where spilled foodand waste products may accumulate. Even whencontaminants are noncorrosive: they may attract andhold moisture. This, in turn, causes corrosive attack.Maintenance personnel should pay attention to bilgeareas located under galleys and lavatories and topersonnel relief and waste disposal vents or openingson the aircraft exteriors. Human waste products cancorrode common aircraft metals.

Avionic Systems

The control of corrosion in avionic systems is notunlike that in airframes. Procedures useful forairframes apply to avionics, with appropriatemodifications. Avionics systems are more prone tocorrosion than aircraft because avionics have thefollowing characteristics:

Less durable protection systems,

Very small amounts of corrosion can makeequipment inoperative.

Dissimilar metals are often in electrical contact.

Stray currents are present that can causecorrosion.

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1. Radome area2. Rudder petal3. Cockpit floor4. Battery compartment5. Piano hinges6. Flight control cables7. Exhaust areas

8. Missile rocket blast area9. Flap carriage area

10. Magnesium wheels11. Exposed rigid tubing12. Main wheel well13. Air inlet ducts and engine frontal areas14. Nose wheel well

Figure 4-16.—Typical corrosion-prone areas on jet engine aircraft.

Active metals and dissimilar metals in contactare often unprotected.

Closed boxes can produce condensation duringnormal temperature changes during flight.

Avionic systems have many areas to trapmoisture.

Hidden corrosion is difficult to detect in manyavionic systems.

Many materials used in avionic systems aresubject to attack by bacteria and fungi.

Organic materials are often used that, whenoverheated or improperly or incompletely cured, canproduce vapors. These vapors are corrosive to electroniccomponents and damaging to coatings and insulators.

The only requirements for a corrosion cell are acathode, an anode, and an electrolyte. The size of a cell

depends upon the size of its components. A cell canform where a resistor lead is soldered to a terminal, orwhere two sheets of metal join. It can also form arounda rivet head and the adjacent metal. (See figure 4-17,views A and B.) Even two metallic crystals in the samealloy can form a cell. All that is needed is for crystalsto be of different composition and in electrical contactwith each other in the presence of an electrolyte (fig.4-17, view C).

Battery Compartments and Battery VentOpenings. Fumes from battery electrolyte are difficultto contain. They will spread throughout the batterycompartment, vents, and even adjacent internalcavities. Battery electrolyte fumes cause rapidcorrosive attack on unprotected surfaces. Maintenancepersonnel should check the external skin area aroundthe vent openings regularly for this type of corrosion.Corrosion from this source is a serious problem

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228.53Figure 4-17.—Electrochemical corrosion.

whenever batteries are used. The battery compartmentshown in figure 4-18 needs immediate attention.

WARNING

Before performing any cleaning, inspec-tion, or maintenance on electrical systems,maintenance personnel should make sure thatall electrical power is secured from the air-craft. If the electrical power is NOT securedfrom the aircraft, it could result in seriousinjury to maintenance personnel.

Multiple Electrical Connectors (Cannon Plugs).Connectors mounted in avionic and electrical systemsare prone to the same corrosive environment asairframe structural components (fig. 4-19). Normally,connectors and mounting plates contain a gasket thatacts as a watertight seal. When maintenance personneldismantle (take apart) a connector for cleaning orrepair, they should inspect the gasket. They should

give special attention to connectors that usereplaceable pins. These connectors use a self-sealinggasket water seal or dog bones (plastic inserts) thatautomatically seal the connectors against waterintrusion. The repeated removal and replacement of thepins or forgetting the dog bones may cause the watertightseal to lose its effectiveness. In extreme cases where theconnector cannot be replaced, potting compounds mustbe used to prevent water intrusion. You can find the stocknumbers for dog bones in the applicable IPB.

Coaxial Connectors. Look at figure 4-20. It showscorrosion on a coaxial connector. Coaxial connectorsrequire special steps to avoid water intrusion. Usually,moisture, contaminants, and corrosion in fuel quantity,oil quantity, and similar capacitive-type indicatingsystem connectors cause erroneous (wrong) quantityindications in the cockpit indicating systems. Antennacoaxial connectors have similar problems with moisture.

Wire Harnesses and Cables. When corrosion isdiscovered at the pin-to-wire connection on electricalconnectors, plugs, and receptacles, the wire harness

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205.160Figure 4-18.—Battery compartment.

and cables should be inspected for corrosion attack andcracking of the wire insulation. Cable shielding isparticularly prone to corrosion.

Ram Air Turbine (Rat) Compartments. Maintenancepersonnel should inspect RAT compartments formoisture traps. They should inspect all mountinghardware, electrical connectors, terminal boards,junction boxes, and the RAT itself for signs of corrosionthat may have been caused by moisture spray.

Electrical Bonding and Grounding Straps. Thebonding and grounding straps used on aircraft andelectrical equipment are major sources of galvaniccorrosion. Usually, this strap is made of a metal that isdissimilar to the areas to which it is attached. Thus, agalvanic couple is created. Unless maintenancepersonnel take proper preservation action, thiscouple, in the presence of moisture, corrodes at a rapidrate.

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205.161Figure 4-19.—Corrosion on control box electrical connectors.

205.162Figure 4-20.—Corrosion on coaxial connector.

Light Assemblies. External formation lights, wing

tip lights, rotating beacons, and lower fuselageanticollision lights are highly prone to corrosion.These lights are prone to corrosion because of poorseals, exposure to the elements in flight, or waterintrusion during aircraft washdown. Usually,corrosion is heavy at the bases of the bulbs because ofdissimilar metal contact between bulbs and sockets.Seals and preservation actions reduce the likelihood ofcorrosion in light assemblies.

Q55. The corrosion-prone areas for each specificaircraft are derailed in what publication?

Q56. What are the three requirements for a corrosioncell to form?

Ejection Seats

Aboard ship, salt spray enters most aircraft cockpitareas when the canopies are opened for respotting ofaircraft maintenance or to accommodate the manningof ready alert aircraft. While the cockpit and ejectionseats are not as corrosion prone as some other areas,they are still in a corrosive environment. Therefore,the cockpit and ejection seats require constantattention, along with other parts of the aircraft.

Because of their construction and location,ejection seats are difficult to inspect and cleanthoroughly while they are installed in the aircraft.Also, there is a lengthy period of time between aircraftinspections that require seat removal. Therefore,

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205.164Figure 4-21.—Corrosion-prone point of air inlet duct.

ejection seats could become severely corroded if notgiven adequate attention.

The likelihood that slight corrosion could make anejection seat inoperable must not be overlooked. TheMRCs for these seats require that every portion of theseats be checked thoroughly for corrosion when they areremoved from the aircraft. Additional emphasis isusually given to the ultrahigh-strength steel parts ofseats. As with all aircraft parts, corrosion could weakenthe structural soundness of a seat. Maintenancepersonnel should give worn paint finishes and thoseshowing signs of superficial corrosion immediateattention, as specified in the applicable MIM, becauseother problems not yet visible may be present. Theyshould touch up cockpit fasteners with dull, black paintto prevent cockpit glare. Refer to NAVAIR 01-1 A-509for more information.

Intake and Exhaust Trail Areas

Airborne dirt and dust and bits of gravel fromrunways constantly erode engine frontal areas andcooling air vents. Rain erosion removes the protectivefinish on intake and exhaust areas (fig. 4-21). Inaddition, areas such as air intake ducts and coolerradiator cores are not painted. Engine accessorymounting bases usually have small areas of unpaintedmagnesium or aluminum on the machined mountingsurfaces. With moist, salt-laden air constantly flowingover these surfaces, they are prime sources of acorrosive attack (fig. 4-22). When maintenance

205.165Figure 4-22.—Corrosion in air intake duct.

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personnel inspect such areas, they should also inspectall sections in the cooling air path, giving specialattention to obstructions and crevices where saltdeposits may build up during marine operations.Corrosion must be checked in its early stages and painttouch-up and hard-film, preservative coatings must bemaintained intact.

Jet exhaust deposits are very corrosive. Thesedeposits are particularly troublesome where gaps.seams, hinges, and fairings are located down theexhaust path, and where the deposits may be trappedand not reached by normal cleaning methods. Wheninspecting these surfaces, maintenance personnelshould give special attention to the areas indicated infigure 4-23. Maintenance personnel should alsoinclude in their inspection procedures the removal offairings and access panels located in the exhaust path.

JATO, Rocket, and Gun Blast Areas

Surfaces located in the path of JATO, rocket, andgun blasts are particularly subject to corrosive attackand decay (fig. 4-24). In addition to the corrosiveeffect of the gases and exhaust deposits, protectivefinishes are often blistered by heat and blasted awayby high-velocity gases. Also, spent shell casings orsolid particles from gun and rocket exhausts abrade

finishes. Maintenance personnel should watch theseareas for corrosion and clean the finishes carefullyafter firing operations.

Bilge Areas

Bilge areas are common trouble spots on allaircraft. One example of a bilge area is the engine bayarea. Bilge areas are natural collection points forwaste. hydraulic fluids, water, dirt, loose fasteners,drill shavings, and other debris. Oil puddles oftenmask small quantities of water, which settle to thebottom and set up hidden corrosion cells. Keepingbilge areas free of extraneous material, including oil,is the best insurance against corrosion.

Wheel Wells andLanding Gear

The wheel well area probably receives morepunishment than any other area on the aircraft. It isexposed to mud, water, salt, gravel, and other flyingdebris from runways during flight operations. It isopen to salt water and salt spray when the aircraft isparked aboard ship. Because of the many complicatedshapes, assemblies, and fittings in the area, completecoverage with a protectile paint film is difficult toattain. Because of the heat generated from braking,

Figure 4-23.—Exhaust trail corrosion points.

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Figure 4-24.—Gun blast area corrosion points.

preservative coatings are not used on jet aircraftlanding gear wheels. During inspections, maintenancepersonnel should pay particular attention to thef o l l o w i n g a r e a s :

Magnesium wheels, especially around boltheads, lugs, and wheel well areas

Exposed metal tubing, especially at nuts andferrules, and under clamps and identificationtapes

Exposed connectors, such as indicator switchesand other electrical equipment

Crevices between stiffeners, ribs, and lower skinsurfaces, which are typical water and debris traps

Water Entrapment Areas

Aircraft have drains installed in areas where watermay collect. However, these drains may not beeffective either because of improper location orbecause they are plugged by sealants, fasteners, dirt,grease, and debris. Daily inspection of drains is astandard requirement, especially aboard ship.

Q57. Cockpit fasteners should be touched up withwhat color paint?

Q58. In water entrapment areas of an aircraft, drainsare required to be inspected how often?

Wing Fold, Flap, and SpeedBrake Recesses

Flap and speed brake recesses are potentialcorrosion problem areas because they are normallyclosed when on the ground. Dirt and water may collectand go unnoticed. Wing fold areas containcomplicated shapes and assemblies that are difficult tocover with a protective paint coating or preservativefilm; thus, corrosion is present. Wing fold areas areextra vulnerable to salt spray when wings are foldedaboard ship. To thoroughly inspect this area,maintenance personnel should use a mirror to checkthe back sides of tubing and fittings. Also, they shouldpay particular attention to aluminum alloy, wing lockfittings (such as those used in some current aircraftmodels).

External Skin Areas

Most external aircraft surfaces are ordinarilycovered with protective paint coatings and are readilyvisible or available for inspection and maintenance.Even here, certain types of configurations orcombinations of materials can cause trouble undershipboard operating conditions and require specialattention.

Magnesium skin, when painted over, is not visiblydifferent from any other painted metal surface.Magnesium surfaces are identified in the applicablestructural repair manual. When an aircraft contains

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magnesium skin panels, maintenance personnel mustgive special attention to these panels duringinspections for corrosion. Some aircraft have steelfasteners installed through magnesium skin with onlyprotective finishes under the fastener heads or tapesover the surface for insulation. In addition, paintcoatings are thin at trimmed edges and comers. Theseconditions, coupled with magnesium’s sensitivity tosaltwater attack, present a potential corrosion problemwhenever magnesium is used. Therefore, maintenancepersonnel must inspect all magnesium skin surfacesfor corrosion, giving special attention to edges, areasaround fasteners, and cracked, chipped, or missingpaint.

The entrance and entrapment of corrosive agentsbetween the layers of metal cause corrosion ofspot-welded skins. (See figure 4-25.) Some of thecorrosion may be caused originally by fabricationprocesses, but its progress to the point of skin bulgingand spot-weld fracture is the direct result of moistureor salt water working its way in through open gaps andseams. The first indication of this type of corrosion isthe appearance of corrosion products at the creviceswhere the corrosive agents entered. Corrosion mayappear at the external or internal faying (closelyjoined) surfaces, but it is usually more prevalent onexternal areas. More advanced corrosive attack causesskin buckling and eventual spot-weld fracture.Maintenance personnel should detect skin buckling inits early stages by sighting along spot-welded seamsor by using a straightedge.

Piano-Type Hinges

Figure 4-26 shows the effect of corrosion on thepiano hinges used on aircraft. These are prime spotsfor corrosion to develop due to the dissimilar metalcontact between the steel pin and aluminum hingetangs. They also natural traps for dirt, salt, andmoisture. When used on access doors and plates, thesehinges tend to freeze in place because they are openedonly during periodic inspections. While inspecting forcorrosion of these hinges, maintenance personnelshould lubricate the hinge and move the hinge backand forth several times to ensure complete penetrationof the lubricant.

RECOGNIZING AND ELIMINATINGCORROSION

One of the problems you will have as amaintenance crew member is recognizing andcombating corrosion on different materials. Thefollowing paragraphs include brief descriptions oftypical corrosion product characteristics that arenormally found on the materials used in aircraftconstruction. Also included are the normal proceduresfor their elimination and prevention. Treating internalcorrosion of equipment requires a trained technician,and is normally accomplished at the intermediate-maintenance level. The materials found in avionicequipment, such as gold, silver, tin, solder, and copperalloys, are prone to many forms of corrosion. Thetreatment for corrosion involving these materials canbe found in NAVAIR 16-l-540. When in-depthinformation is needed about structural corrosion, referto NAVAIR 01-1A-509. Table 4-2 identifies the

Figure 4-25.—Spot-welded skin corrosion points.

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Table 4-2.—Corrosion of Metals—Nature and Appearance of Corrosion Products

ALLOY TYPE OF ATTACK TO WHICH APPEARANCE OFALLOY IS SUSCEPTIBLE CORROSION PRODUCT

Aluminum Alloy Surface pitting, intergranular, White to gray powder.exfoliation, stress corrosion, fatiguecracking and fretting.

Titanium Alloy Highly corrosion resistant. Extended No visible corrosion products at lowor repeated contact with chlorinated temperature. Colored surface oxidessolvents may result in degradation develop above 700°F.of the metal's structural properties.

Magnesium Alloy Highly susceptible to pitting. White powder snowlike mounds andwhite spots on the surface.

Carbon and Low-Alloy Steel Surface oxidation and pitting, Reddish-brown oxide (Rust).surface and intergranular.

Stainless Steel Crevice/concentration cell Rough surface; sometimes a red,(300-400 series) corrosion; some pitting in marine brown, or black stain.

environments; corrosion cracking;intergranular corrosion (300 series)and surface corrosion (400 series).

Nickel-base Alloy Generally has good Green powdery deposit.(Inconel, Monel) corrosion-resistant qualities;

susceptible to pitting in seawater.

Copper-base Alloy Surface and intergranular corrosion. Blue or blue-green powdery deposit.Brass, Bronze

Cadmium (protective plating for Good corrosion resistance. Will White powdery deposit tosteel) cause embrittlement if not properly brown/black mottling of the surface.

applied.

Chromium (wear-resistant plating Subject to pitting in chloride Chromium being cathodic to steel,for steel) environments. does not corrode itself, but promotes

rusting of steel where pits occur inthe coating.

Silver Will tarnish in presence of sulfur. Brown to black film.

Gold Highly corrosion resistant. Deposits cause darkening ofreflective surfaces.

Tin Subject to whisker growth. Whiskerlike deposits.

nature and appearance of corrosion products found onthe metals used in aircraft construction.

Iron and Steel

Possibly the best known and the most easilyrecognized form of metals corrosion is the familiarreddish-colored iron rust. When iron and its alloyscorrode, dark iron oxide coatings usually form first.These coatings, such as heat scale on steel sheet stock,may protect iron surfaces. However, if enough oxygen

and moisture are present, the iron oxide is soonconverted to hydrated ferric oxide, commonly knownas iron rust. Iron and steel are used in avionicequipment as component leads, magnetic shields,transformer cores, racks, and general hardware. Steeland iron hardware used in aircraft construction isusually plated with nickel, tin, or cadmium.

Aluminum

Aluminum and its alloys are used many places inaircraft construction, including ejection seats, chassis

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205.200

Figure 4-26.—Hinge corrosion points.

structures in avionic equipment, and the skin of theaircraft. Because of its wide use, you must be able torecognize and take the proper corrective actionwhenever corrosion is detected or suspected.

Aluminum and its alloys are subject to a widerange of corrosive attack, varying from generaletching of the surfaces to penetrating attacks along theinternal grain boundaries of the metal. The corrosionproducts (fig. 4-27) appear as white-to-gray powderydeposits that have greater volume than the originalmetal. In its early stages, aluminum corrosion isevident as a general etching, pitting, or roughness ofthe surface. The surface attack progresses quite slowlyat first; however, the attack will accelerate if thecorroding material is not given immediate attention.

Paint coatings mask evidence of corrosion, butbecause the corrosion products have a greater volume,corrosion will show up as blisters, flakes, chips, lumps,or other irregularities in the paint coating. Often, whiteor gray streaks of corrosion products become readilyapparent at breaks in the paint film. Maintenancepersonnel should investigate such signs further todetermine the extent that corrosion has progressed.

There are three types of aluminum surfaces insofaras corrosion removal is concerned. They are clad,anodized, and exfoliated aluminum surfaces.

Clad Aluminum Surfaces. Pure aluminum hasconsiderable corrosion resistance compared toaluminum alloys. but it has little or no structuralstrength. An extremely thin sheet of pure aluminumlaminated onto each side of an aluminum alloy sheetimproves the corrosion resistance with littleimpairment of strength. The trade name of thisaluminum laminate, as originated by the AluminumCompany of America, is Alcad. From this trade namethe adjective clad and the verb cladding have beenderived. An example of clad aluminum is the surfaceof unpainted aircraft. Not all aircraft sheet aluminumis clad, especially those alloy sheets from which smallbrackets, gussets, and fittings are made. The purealuminum is very soft, and fabrication processeswould severely damage or destroy the clad surfaces.

To remove corrosion from clad surfaces, thecorroded areas should be hand polished withMIL-P-6888 metal polish. It effectively removesstains and produces a high-gloss, lasting polish onunpainted clad surfaces. During the polishingoperation, you should take care to avoid mechanical

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205.166Figure 4-27.—Aluminum corrosion products.

removal of the protective clad layer and exposure ofthe more susceptible, but stronger, aluminum alloybase.

If there is any superficial corrosion present, youshould treat it by wiping down the surface with aninhibitive material, such as the Chemical SurfaceFilms for Aluminum Alloy, available underspecification MIL-C-81706.

Anodized Aluminum Surfaces. Noncladaluminum alloys are the primary type of aluminumused on naval aircraft. Anodizing is the most commonsurface treatment of nonclad aluminum alloy surfaces.In anodizing aluminum alloys, the alloy sheet orcasting is the positive pole in an electrolytic bath inwhich an oxidizing agent produces an aluminum oxidefilm on the metal surface. This aluminum oxide isnaturally protective, and anodizing merely increasesthe thickness and density of the natural oxide film.When this coating is damaged in service, it can onlybe partially restored by chemical surface treatments.Therefore, when processing anodized surfaces,

including corrosion removal, you should avoiddestruction of the oxide film.

Aluminum wool (nylon webbing impregnatedwith aluminum oxide abrasive) or fiber bristle brushesare the approved tools for cleaning anodized surfaces.The use of steel wool, steel wire brushes, or harshabrasive materials on aluminum surfaces is prohibited.A buffed or wire brush finish produced by any meansis also prohibited. Otherwise, anodized surfaces aretreated in much the same manner as other aluminumfinishes.

Exfoliated Surfaces. As previously described,exfoliation is a separation along the grain boundariesof metal and is caused by intergranular corrosion.More severe procedures must be used whenintergranular corrosion is present. All corrosionproducts and visible delaminated metal layers must beremoved by mechanical means to determine the extentof destruction and to evaluate the remaining structuralstrength of the component. Maintenance personnel usemetal scrapers, rotary tiles, and other tools to assurethat all corrosion products are removed and that onlystructurally sound aluminum remains. Maintenancepersonnel should inspect the area with a 5- to 10-powermagnifying glass or use a dye penetrant to determineif all unsound metal and corrosion products have beenremoved. When all corrosion products have beenremoved, maintenance personnel should blend orsmooth out any rough edges, even if it involves theremoval of more metal. Grinding, where required, isbest done by using abrasive nylon wheels into whichtiny particles of aluminum oxide abrasives have beenimpregnated. Chemical treatment of exposed surfacesis applied in the same manner as any other aluminumsurface. An aeronautical engineer should evaluate anyloss of structural strength in critical areas. This isparticularly true if the damage exceeds the permissiblelimits established in the structural repair manual forthe aircraft model involved.

Magnesium

Magnesium and its alloys have limited use inaircraft structural construction. However, they areused extensively throughout avionic systems asantennas, structures, chassis, supports, and frames.Magnesium, without a protective coating, is highlysusceptible to corrosion when exposed to marineenvironments. Magnesium forms a strong anodicgalvanic cell with every other metal and is ALWAYSthe one attacked. Magnesium is subject to direct acid

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attack, deep pitting, stress corrosion, intergranular,and galvanic corrosion.

Corrosion of magnesium or its alloys forms white,powdery, snowlike mounds. The deposits tend to raiseslightly. and the corrosion spreads rapidly. Whenmagnesium corrosion is detected, it requiresimmediate attention or the corrosion will spreadthroughout the entire structure. Magnesium corrosionreprotection involves the maximum removal ofcorrosion products, the partial restoration of surfacecoatings by chemical treatment, and a reapplication ofprotective coatings. After maintenance personnelclean the surface and strip the paint, (if any,) they breakloose and remove as much of the corrosion productsas possible. They do this by using a pneumatic drillwith an abrasive wheel or a Vacu-Blast Dry HoningMachine with glass beads. Steel wire brushes.Carborundum™ abrasives, or steel-cutting toolsshould NOT be used. After corrosion removal,maintenance personnel treat the surface withspecification MIL-M-3171 (type VI) chemicaltreatment solution, as outlined in the NAVAIR01-1A-509. Then restore the protective paint film.

If extensive removal of corrosion products from astructural casting was involved, a decision from astructural engineer may be necessary to evaluate theadequacy of the structural strength remaining.Structural repair manuals for the aircraft modelsinvolved usually include tolerance limits fordimensions of critical structural members. Theyshould be referred to if any question of safety of flightis involved.

Copper and Copper Alloys

Copper and its alloys are generally corrosionresistant, although the products of corrosive attack oncopper are commonly known. Sometimes copper orcopper-alloy surfaces will tarnish to a dull gray-greencolor, and the surface may still be smooth. Thisdiscoloration is the result of the formation of afine-grained, copper oxide crust called “patina.” Thepatina, in itself, offers good protection for theunderlying metal in ordinary situations. However,exposure of copper and copper alloys to moisture orsalt spray causes the formation of blue or green salts,indicating active corrosion. These salts form over thepatina since this crust is not totally moistureproof.Copper alloys used in aircraft have a cadmium-platedfinish to prevent surface straining and decay.

Copper and copper-based alloys are used inavionic systems as contacts, springs, connectors,printed circuit board runs, and wires. Copper andcopper-based alloys (brass and bronze) are resistant toatmospheric corrosion. However, copper is cathodic toiron, steel, aluminum, and magnesium when inelectrical contact with these metals.

Maintenance personnel can remove corrosionproducts by using a pneumatic drill with an abrasivewheel or, as an alternate method, a typewriter eraser(ZZ-E-661. type I or III), depending upon thesituation. Copper and copper alloys used in avionicequipment are not usually painted.

Cadmium and Zinc

Cadmium is used as a coating to protect the part towhich it is applied. It also provides a compatiblesurface when the part is in contact with other materials.The cadmium plate supplies sacrificial protection tothe underlying metal because of its greater activity.That is, during the time it is protecting the base metal,the cadmium is intentionally being consumed. Itfunctions in the same way that an active magnesiumrod inserted in the water system protects the piping ofa hot-water heater. The cadmium becomes anodic andis attacked first, leaving the base metal free ofcorrosion. Zinc coatings are used for the same purpose,but to a lesser extent in aircraft. Attack is evident bywhite-to-brown-to-black mottling of the cadmiumsurfaces. These indications DO NOT indicate decay ofthe base metal and should NEVER be removed forappearance sake alone. Until the characteristic colorspeculiar to corrosion of the base metal appear, no stepsshould be taken,

Cadmium is usually used on bolts as a sacrificialmetal to protect the base metal. Zinc is used inavionic/electronic equipment for the same generalpurpose.

Maintenance personne1 remove corrosionproducts by rubbing lightly with stainless steel wool,abrasive impregnated webbing, or 320-grit or fineraluminum oxide abrasive paper. They do not removethe undamaged cadmium plate adjacent to thecorroded area; this will reduce the amount ofprotection for the underlying base metal. Wire brushesare not used on cadmium-plated surfaces since theywill remove more plating than corrosion. Afterremoving corrosion products from cadmium-platedsurfaces, maintenance personnel apply a protectivecoating to retard the corrosive attack.

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Nickel and ChromiumAlloys

Nickel and chromium alloys are also used asprotective agents in the form of electroplatedcoatings. Also, they are used as alloying constituentswith iron in stainless steels, such as the wearsurfaces of aircraft struts. Nickel and chromiumplates protect by forming a physical, noncorrosivebarrier over the steel. Electroplated coatings,particularly chromium on steel, are slightly porous,and corrosion eventually starts at these pores or pinholes unless a supplementary coating is applied andmaintained.

Titanium

Titanium is often used in engine exhaust areas.Titanium is a highly corrosion-resistant metal.However, it can greatly accelerate corrosion ofdissimilar metal coupled to it. Insulation betweentitanium and other metals is necessary to preventdissimilar metal attack on the other metal.Maintenance personnel must frequently inspect suchareas to make sure that insulation failure has notallowed corrosion to begin.

Q59.

Q60.

Q61.

Q62.

Q63.

Q64.

Q65.

Q66.

Q67.

Q68.

What publication should you refer to forinformation about structural corrosion?

Hydrated ferric oxide is commonly known aswhat kind of corrosion?

What are the three types of aluminum surfacesinsofar as corrosion removal is concerned?

How should you remove corrosion from cladaluminum surfaces?

What is the primary type of aluminum used onnaval aircraft?

What are the approved tools for cleaninganodized aluminum surfaces?

Who should evaluate any loss of structuralstrength in critical areas of an aircraft?

What manual should you refer to for tolerancelimits for dimensions of critical structuralmembers?

Copper and copper-based alloys are used inavionic systems for what purpose?

Where is titanium most often used on aaircraft?

CORROSION REMOVAL ANDTREATMENT

LEARNING OBJECTIVE: Describe themethods of removing and treating corrosion.

Once corrosion is detected, a specific andimmediate program for corrective treatment isrequired. A complete treatment involves paint removaland cleaning of all corroded areas, removal ofcorrosion products, restoration of protective,surface-treatment films, and immediate application ofprotective coating and paint finishes. Each type ofcorrosion has its own peculiarities and requires specialtreatment. Corrosion should always be removed by themildest means available.

CORROSION REMOVAL

Before starting any corrosion removal, you mustconduct an inspection and evaluation of the suspectedarea. When you inspect an aircraft or a particular areaof an aircraft for corrosion, you should follow the stepslisted below.

1. Clean the area thoroughly.

2. If an area is suspected of having corrosion,visually inspect the area by using a magnifying glass.

3. To preclude metal damage, remove paintchemically from areas suspected of having underlyinghidden corrosion. Use abrasive paint removaltechniques only when corrosive products are observed.

4. After removing the paint, use a magnifying glassto determine the extent of the damage, especially if thereis evidence of corrosion on critical parts. Corrosioncracks must be detected as early as possible.

5. Refer to the applicable structural repair manual(SRM) or MIM for damage limits. Metal loss damageis accumulative. When assessing corrosion damage,consider prior metal loss, including areas on theopposite side of the part. Propellers and helicopterblades have critical balance requirements. Refer to thepropeller and blade manuals that apply for theevaluation and repair limits of corrosion, erosion, andabrasive damage.

After the aircraft or aircraft part has beeninspected, the extent of the corrosion damage must becorrectly evaluated. The severity of corrosion damageis grouped into the following categories:

Light corrosion. This type of damage is defined asa protective coating that is scarred or etched by light

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surface corrosion. characterized by discolorizationand pitting to a depth of approximately, 1-mil (0.001inch) maximum. This type of damage can normally beremoved by light hand sanding.

Moderate corrosion. This looks like lightcorrosion except that there may be some blisters orevidence of scaling and flaking of the coating or paintsystem. The pitting depths may be as deep as 10 mils(0.010 inch). This type of damage is normally removedby extensive hand sanding or light mechanicalsanding.

Severe corrosion. This type of corrosion has ageneral appearance that may be similar to moderatecorrosion with severe intergranular corrosion,blistering exfoliation, scaling, or flaking. The pittingdepths are deeper than 10 mils (0.010 inch). Thisdamage must be removed by extensive mechanicalsanding and grinding.

Repairable damage. When corrosion damageexceeds the limits of the applicable MIM or SRM, itis classified as repairable damage. The use of theaffected part may be continued after repair at acognizant field activity (CFA).

Nonrepairable damage. When corrosion damageexceeds the established repair limits and requiresreplacement of the affected parts or special depot-levelrepair, it is classified as nonrepairable damage.

MECHANICAL CORROSIONREMOVAL

The most effective mechanical methods ofremoving corrosion with the least removal of the metalare vapor blasting, soft-grit blasting, and dry, vacuumblasting. For use on assembled aircraft, a portable unit,such as the VACU-Blast Dry Honing Machine, is themost desirable.

VACU-Blast Dry Honer

The VACU-Blast Dry Honing Machine is aportable, air-operated, self-contained, lightweight unitthat uses the dry vacuum return system. Dry honing isthe only approved blasting method of removingcorrosion on assembled aircraft. With this machine,the work is visible, and metal removal can be held tocloser limits. The machine is air-operated, and can beused in shore-based or shipboard operations.

The dry honing machine (fig. 4-28) is composedof the following principal components mounted on atwo-wheel carriage assembly:

A hose rack and storage compartment is providedon the front of the dry honing machine for storage ofhoses, brushes, and accessories.

The dry honing machine can cause damage toaircraft components and systems if used improperly.Small quantities of abrasives will escape from the blastnozzle during normal use; therefore, the equipmentmust not be used where the abrasives may contaminatesystems or components. The following are precautionsyou should use when working with this machine:

Do not use on engines, gearboxes, or other oillubricating systems.

Do not use on fuel, hydraulic, or oxygen systemcomponents.

Mask all vent susceptible systems when blastingnear them to prevent possible contamination.

Use only on exterior surfaces or parts that havebeen removed from the airframe to preventpossible contamination of interior areas.

Do not use on airframe skins or structural partsthat are exposed to more than 500°F in service.

Do not blast Metallite or honeycomb panels.

Q69. What must you do before starting corrosionremoval?

Q70. How should you remove moderate corrosion?

Q71. What is the most desirable method of mechanicalcorrosion removal?

Abrasive Wheel

An abrasive wheel can be used to remove severecorrosion (intergranular or exfoliation) on thick metal.The abrasive wheel is composed of nonwoven nylon,resin reinforced. The wheel is mounted on a mandrelassembly and driven by a pneumatic drill motor. Eyeprotection must be worn when an abrasive wheel isoperated.

CAUTION

After removal of exfoliation corrosion byabrasive wheel, VACU-Blast area with glassbeads to ensure removal of all corrosion. Failureto do so will result in the formation of tinybubbles or flakes.

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Figure 4-28.—VACU-Blast dry honing machine.

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SUPPORT EQUIPMENT (SE)CORROSION REMOVAL ANDSURFACE PREPARATION

The following text discusses surface preparationas well as mechanical and chemical paint andcorrosion removal methods for SE. They are listed inorder from the most effective or preferred to the leasteffective and not preferred. Each SE maintenancestation develops the procedures for operating surfacepreparation equipment according to the applicableMIMs.

The key to achieving a successful, long-lastingcoating system lies in good bonding between coatingand metallic surfaces of SE. Paint will not bond to asurface that is poorly prepared. Dirt, oil, grease,corrosion by-products, moisture, and othercontaminants prevent complete contact between paintand base metal. In addition, a metallic surface must beroughened to enable the paint system to bond to thesurface. This roughened or anchor pattern can beproduced by mechanical means or by chemicaletchings.

You should remove corrosion, scale, and old paintfrom SE by the least destructive method. Where simpletouch-up painting is required. feather the edges ofexisting sound paint with light sanding to provide ananchor for the touch-up paint.

You must apply the initial paint to SE as soon aspossible following surface preparation. A prolongedlapse in time between surface preparation and paintingallows corrosion to form on the prepared surface. Thiscorrosion will cause later coating system failure.

REMOVING DIRT, OIL, ANDGREASE

The first step in surface preparation is the removalof dirt, salt, lubricants. hydraulic oil, and other surfacecontaminants from SE. When grease and oil arepresent during abrasive blasting, grinding, or wirebrushing, they will spread out over the treated surfaceand disrupt the coating bond. The cleaning method thatyou use depends on the type of soil, its extent, and theavailable cleaning equipment. Detergent cleaning,solvent cleaning, emulsifiable solvent cleaning, andacid cleaning are cleaning or degreasing methods.

Detergents and solvents are highly effective inattacking and dissolving grease and oil on metalsurfaces of SE. Most solvents can be either applied byvapor degreasing equipment or by wiping. Solvents

are specially useful for cleaning small parts andspot-cleaning jobs. Disadvantages of degreasers lie intheir toxicity and flammability. Many solvents areparticularly dangerous when used on oxygen serviceequipment.

Emulsifiable solvent (solvents suspended in agelatinlike medium) cleaning is an effective cleaningmethod for removing heavy oil, grease, wax, and othercontaminants of SE.

Acid cleaning combines the forces of oil solventsand detergent cleaners in removing grease, oil, lightrust, and other contaminants. The method is useful onthe heavy steel structures of SE where surface etchingis required. This cleaning method requires a thoroughrinse with clean water.

MECHANICAL CORROSIONREMOVAL ON SUPPORTEQUIPMENT (SE)

Abrasive or grit blasting is the preferred surfacepreparation method for many of the components of SE.Such blasting provides the clean anchor pattern neededby most coating systems. Wet abrasive blasting ispreferred to dry blasting. Before blasting, disassemblethe components according to the applicable technicalmanual. Mask all areas that should not be blasted, suchas tapped holes, key ways, machined surfaces,reflectors, lights, and gauges.

When using abrasive blasting equipment, youmust wear protective clothing, face shield or safetygoggles, and a respirator.

Wet Abrasive Blasting

Water blasting is a technique that requireshigh-pressure producing equipment. It involves thepropelling of water and blasting beads. The water blastmethod removes surface chemical contaminants,deteriorated paint, grease accumulations, oil, andmastic materials from SE.

NOTE: You must use Sodium NitriteMIL-S-24521 during the abrasive process to preventflash rusting.

The Hydroblaster or other water blastmachines can be dangerous if not handled properly orwith sufficient safeguards.

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Dry Abrasive Blasting

Dry abrasive blasting involves propelling abrasiveparticles against the metallic surface by eitherhigh-pressure air or spinning paddle wheel. Thestriking of these particles against the metal abradesaway deteriorated paint and scale. Many abrasive blastmachines (portable dry-honing machines) reclaimused grit by cleaning and sifting out dirt, scale, anddamaged grit. (See figure 4-28.) Grit that has beenrecycled after use on steel, brass, bronze, orcopper-nickel should not be used on aluminum. Do notblast aluminum with steel or copper slag or chilled irongrit. Table 4-3 lists some common abrasive materialsand grit sizes.

CLEANING SURFACES WITHPOWER TOOLS

Power tool cleaning includes devices that impactthe metallic surface with an abrasive substance ormechanical object. Impact tools, powered wirebrushes, and disk sanders are common power toolcleaners for SE.

Usually, electric or pneumatic disk sanders abradethe metal surface of SE with coarse to fine grit. Whenused with the needle gun, the disk sander can producea uniform anchor pattern of very closely spacedscratches.

WARNING

When using abrasive power hand tools, youmust wear eye protection to prevent seriousinjury.

Q72. What is the preferred surface preparationmethod for many of the components of supportequipment?

Q73. What should you use during the abrasive processto prevent flash rusting?

CORROSION DAMAGE LIMITS

LEARNING OBJECTIVE: Recognize thelimits in removing corrosion damage.

Impact tools, such as the needle gun (pneumaticdescaler), provide a rapid means for removing rust andold paint from metal surfaces of SE. These tools mustNEVER be used on aluminum.

A wire brush powered pneumatically or by electricmotor is a method for removing small amounts of paintand rust from SE. Often, the overextended use of a wirebrush results in a metal surface that is polished to aglossy appearance. A polished surface produces a pooranchor pattern for paint bonding.

Corrosion damage limits refer to the amount ofmetal that may be removed from a corroded partwithout impairing the strength and function of the part.When removing corrosion, maintenance personnelmust be very careful not to remove more of the metalthan is necessary to ensure complete removal ofcorrosion. Figure 4-29 shows the maximum corrosiondepths allowed on the various components of the noselanding gear. When damage exceeds the limitsspecified in the SRM or the corrosion control sectionof the MIM, the affected part must be replaced ifstructural repair of the damage is not possible.

Table 4-3.—Recommended Grit for Steel and Aluminum

TYPE OF RECYCLING NON-RECYCLINGMETAL

BLASTED GRIT SAE PRES GRIT SAE PRESMESH PSI MESH PSI

Steel Angular silica 20/40 75 Silica sand 20/40 75Sand Crushed garnet 20/40 75Crushed garnet 20/40 75Aluminum oxide 20/50 50

Aluminum Silica sand 20/40 75 Silica sand 20/40 75Aluminum oxide 20/50 50 Crushed garnet 20/40 75Crushed garnet 20/40 75

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44

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4-29

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max

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cor

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Q74. Information regarding corrosion removallimitations can be found in what publications?

CHEMICAL SURFACE TREATMENT

LEARNING OBJECTIVE: Define the purposefor chemically preparing a surface for primingand painting.

Chemical conversion coatings increase a surface’sresistance to corrosion and improve paint bonding onthe surface.

The metal to be treated must be cleaned to a waterbreakfree surface (fig. 4-30). Metal surfaces not freeof water breaks must be recleaned with a solution of 1part MIL-C-43616 or MIL-C-25769 aircraft cleaningcompound to 16 parts of water, and then rinsed withwater. Surfaces that have been waxed, particularlywith silicone wax, may require special cleaning. Aftercleaning and removal of surface oxides, aluminumshould be treated with MIL-C-81706 and magnesiumwith MIL-M-3171, type VI, chemical conversioncoating material.

214.248Figure 4-30.—Water break comparison.

CAUTION

Personnel must wear protective clothing,rubber gloves, and chemical goggles whenusing a solution of MIL-C-81706 and MIL-M-3171 or serious injury could result.

Apply these chemical conversion coatingsimmediately after cleaning the surface to a waterbreakfree surface and while the surface is still wet.Apply these coatings by brush, nonatomizing spray, orsponge stick moistener. The sponge stick moistener isparticularly useful for small areas.

Soluble salt residues that remain on the surfaceafter treatment accelerate corrosion and can causeblistering of paint finishes. Thus, complete rinsingwith fresh water following the chemical treatment isvery important. Flush the chemical with free-flowingwater only. Allow the chemical conversion coatedsurface to dry (usually 30 minutes) before painting. DoNOT wipe the surface with a damp cloth or brush, asthis will degrade or remove the chemical conversioncoating.

Chemical conversion coatings are often damagedduring aircraft maintenance, or they may becontaminated by grease, oil, or other foreign matter.Therefore, the treated surface should be painted soonafter treating to obtain the best results.

CHEMICAL CONVERSION OFALUMINUM ALLOYS

The procedure to be used for the chemicalconversion of aluminum alloys is as follows: Applythe conversion coating material, MIL-C-81706 (FormV [powdered] is preferred, Form III [premixed] is analternate), until you obtain a golden iridescent color.Immediately rinse the chemical from the surface withlarge amounts of fresh water when you obtain theproper color conversion. This rinsing stops thechemical action and minimizes solution entrapment.Failure to rinse may accelerate corrosion and reducepaint bonding. If a long period of contact beforerinsing is allowed, a powdery, coated surface may bethe result.

CHEMICAL CONVERSION OFMAGNESIUM ALLOYS

The procedure for the chemical conversion ofmagnesium alloys is as follows: Apply the conversion

4-45

coating material MIL-M-3171 until you obtain agreenish-brown or brass-colored yellow color. For aproper conversion coating, keep the surface wet withthe specified solution until you obtain the desiredcolor. Rinse with fresh water. Remove any excessconversion coating solution that collects into poolswithin the aircraft.

Some magnesium parts in later model aircraftwere originally protected by a proprietary (held underpatent) electrolytic process. One process is identifiedby the brown to mottled gray appearance of theunpainted surface. Another process will appear as agreen to grayish-green color. These coatings arethicker than those applied by the immersion or brushmethod, such as MIL-M-3171. The electrolytic finishcannot be restored in the field. Therefore, when failureof the coating occurs, you should remove corrosionand touch up the bare magnesium with MIL-M-3171chemical treatment solution. You should minimizeremoval of the electrolytic coatings, as they affordgreater protection than the replacement coatings.

Q75. What is the purpose for chemically treating asurface for painting?

Q76. When failure of the coating occurs, you shouldremove corrosion and touch up the baremagnesium with what chemical treatmentsolution?

AIRCRAFT PAINTING ANDCOMPONENT TOUCH-UP

LEARNING OBJECTIVE: Identify thematerials used and procedures for paintingaircraft.

The amount of paint touch-up done atorganizational- and intermediate-level maintenancevaries widely. The amount depends upon the activityinvolved, the availability of facilities, and the area ofoperations.

The primary objective of any paint finish is theprotection of the exposed surface against decay. Thereare secondary reasons for particular paint schemes.Glare is reduced by nonspecular (not mirrorlike)coatings. White or light-colored, high-gloss finishesreduce heat absorption. Camouflage, high visibility, orspecial identification marking requirements are met byvarious paint schemes. REPAINTING SHOULDNOT BE DONE FOR APPEARANCE SAKE ONLY.A faded or stained but well-bonded paint finish is

better than a fresh touch-up treatment applied overdirt, corrosion products, or other contaminants.

Complete refinishing (particularly under fieldconditions) should be restricted to those areas whereexisting paint finishes have degraded until they fail toperform their protective function. However, theorganizational and intermediate levels of maintenanceshould evaluate maintenance and repair of paintfinishes. This should be done at the time of aircraftreceipt and through constant surveillance andmaintenance of finishes during an aircraft’s servicetour. Maintenance also should make finalrecommendations for refinishing an aircraft when theaircraft is scheduled for standard depot-levelmaintenance (SDLM).

General safety precautions should be followedwhen you paint and when you use special types ofpaints. These precautions include the following:

No eating, drinking, or smoking is allowed inareas where paint or solvent is being used.

Prolonged breathing of vapors from organicsolvent is dangerous. Prolonged skin contact withorganic solvents or materials containing organicsolvents can have a toxic effect on the affected skinarea.

PAINT REMOVAL

Paint removal operations at the organizational andintermediate levels of maintenance are usuallyconfined to small areas, or possibly a whole panel. Inall cases, the procedures outlined in the MIM thatapplies should be observed. General strippingprocedures are contained in NAVAIR 01-1A-509.

Materials

All paint removers are toxic and caustic; therefore,both personnel and material safety precautions mustbe observed in their use. Personnel should wear eyeprotection, gloves, and a rubber apron.

Paint remover, specification MIL-R-81294, is anepoxy paint remover for use in the field. This removerwill strip acrylic and epoxy finishes. Acrylic windows,plastic surfaces, and rubber products are damaged bythis material. This material should not be stocked inlarge quantities as it ages rapidly, degrading the resultsof stripping action. This paint remover must NOT beused to remove paint from composite materials.

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Procedures and Precautions

The stripping procedures described below aregeneral in nature. When stripping any aircraft surface,you should consult the applicable MIM for the specificprocedures to be used. Stripping should beaccomplished outside whenever possible. If you muststrip aircraft surfaces in a hangar or other enclosure,you should make sure you have adequate ventilation.You should adhere to the following general proceduresand precautions during stripping operations:

CAUTION

Before cleaning and stripping, make surethat the aircraft is properly grounded. Thiswill dissipate any static electricity producedby the cleaning and stripping operations.

Where the paint remover may contact adhesives,mask all seals, joints, skin laps, and bonded joints byusing the approved tapes and papers.

Apply the stripper liberally. Completely coverthe surface with a thick layer of stripper with a paint oracid brush. The stripper should not be spread in a thincoat like paint because it will not loosen paintsufficiently for removal, and the remover may dry onthe surface of the metal. This would require it to bereapplied.

Allow the stripper to remain on the surface longenough for it to wrinkle and lift the paint. This may befrom 10 to 40 minutes, depending upon temperature,humidity, and the condition of the paint coat beingremoved. Reapply paint remover as necessary in theareas where paint remains tight or where the materialhas dried.

Remove loosened paint and residual paintremover by washing and scrubbing the surface withfresh water, fiber scrapers, bristle brushes, and rags. Ifwater spray is available, you should use alow-to-medium pressure stream of water. Apply itdirectly to the surface while scrubbing the surface.

After a thorough cleaning, you should removemasking materials and clean any residual paint from thesurface.

Rinse with water and clean the area with aircraftcleaning compound (1 part MIL-C-85570 to 9 partswater) to remove paint remover residue.

Flap Brush

Paint can be mechanically removed with a flapbrush. The brush consists of many nonwoven,nonmetallic, nylon flaps bonded to a fiber core. Thebrush assembly (fig. 4-31) is made up of a flap brush,flanges, and mandrel. Use a NO LOAD 3200 rpmpneumatic drill motor to power the brush. Do not usea flap brush that is worn down to within 2 inches fromthe center of the hub. Continued use beyond this limitmay cause gouging due to loss of flexibility of thefiber. When you use a flap brush, apply minimumpressure to remove the most paint and the least metal.Excessive pressure will cause some paints to melt,gum up, and streak around the area being worked. Forsafe and efficient operation, the direction of rotationis indicated by an arrow imprinted on the inside of thecore. Wear eye protection when operating a flap brush,and consult your maintenance instruction manuals forlimitations on corrosion removal.

Q77. What is the primary purpose of any paint finish?

Q78. When using paint removers, you should wearwhat type of protective clothing?

Q79. What safety precaution must be taken beforecleaning and stripping old finishes on aircraft?

Q80. What type of motor should you use to power aflap brush?

Figure 4-31.—Flap brush and mandrel.

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SURFACE PREPARATION

The effectiveness of any paint finish and its bondto the surface depends upon the careful preparation ofthe damaged surface before touch-up. The touch-uppaint should overlap onto the existing good paintfinish. The touch-up materials will not bond to glossyfinishes, so the finishes must be prepared. Also, anyedges of the existing film will show through theoverlap unless they are smoothed out.

To break the gloss of existing finishes and tofeather (smooth out) the edges for overlap, you shouldscuff sand by using 240 or 320 grit aluminum oxidecloth. After sanding, use a water rinse to remove theabrasive residues.

You should remove any loosened seam sealants inthe area to be touched up and replace them asnecessary. Also, resecure any loose rubber seals byusing the type of adhesive specified in the applicableMIM.

Then outline the area to be painted with tape andmasking paper, as shown in figure 4-32. This protectsthe adjoining surfaces from overspraying andunwanted paint buildup.

TOUCH-UP PROCEDURES

A standardized paint system for O- and I-levelpainting and paint touch-up is presented in NAVAIR01-1A-509.

Standardized exterior paint touch-up systems fororganizational and intermediate levels of maintenanceconsist of an epoxy primer (MIL-P-23377, type I ortype II, as applicable) overcoated with aliphaticpolyurethane (MIL-C-85285). Paint systems areidentified by a decal or stencil located on the right sideof the aft fuselage.

Standardized interior paint touch-up systems forO- and I-level maintenance consist of zinc chromateprimer (TT-P-1757). Paint materials that are withintheir original shelf life or within an extended shelf lifeare preferred. However, if materials are beyond shelflife date, test them by using a small sample of scrapaluminum.

The following paragraphs furnish the basicinformation for identifying and applying the standardtouch-up paint systems. Complete information on thetypes and applications of aircraft paint systems iscontained in NAVAIR 01-1A-509.

Figure 4-32.—Masking before paint touch-up.

Epoxy-Polyamide Primer(MIL-P-23377)

The epoxy-polyamide primer is supplied as atwo-part kit. Each part must be stirred or shakenthoroughly and separately before they are mixedtogether. One part contains the pigment particles in anepoxy vehicle. The other part is composed of a clearpolyamide solution that functions as a hardener for theepoxy solution. This primer is supplied by variousmanufacturers. You should mix only as much primeras needed. The storage life of the primer is limited afterit is mixed to the amount that can be used in 4 hours.Refer to NAVAIR 01-1A-509 for specifics on mixingthese two components.

Zinc Chromate Primer

Zinc chromate primer (TT-P-1757) is ageneral-purpose, interior, protective coating for metalsurfaces. Depending upon the location, zinc chromateprimer may or may not require a topcoat. Zincchromate primer is easy to apply or remove as it is asingle component. There is no thinning required forbrush or roller application however, for sprayapplication, thin this primer with MIL-T-81772. Donot use zinc chromate primer on exterior aircraftsurfaces, including wheel wells and wing butts, and inareas that are exposed to temperatures exceeding175°F (79.4°C).

Polyurethane Finish Systems

You must have a physical examination before youcan work with polyurethane coatings. Also, you must

4-48

have periodic physicals during the time you areworking with these coatings.

There are two types of polyurethane systems usedon naval aircraft-the aliphatic type (used inMIL-C-85285 and TT-P-2756 polyurethane paints)and the aromatic type (used in polyurethane, rainerosion-resistant coatings, MIL-C-85322). Thesematerials present no special hazard to health whencured (dried), but they require special precautionsduring preparation, application, and curing due to theisocyanate vapors produced. The isocyanates vaporscan produce significant irritation to the skin, eyes, andrespiratory tract even in very small concentrations.They also may induce allergic sensitization ofpersonnel exposed to their vapors and mists producedduring spray applications. Aliphatic polyurethane.MIL-C-85285, is the standard, general-purpose,exterior, protective coating for aircraft surfaces.

The polyurethane finish comes in kits that consistof a two-component material resin and a catalyst. Thetouch-up kits are prethinned and ready for use whenthey are mixed according to the instructions in the kit.Use aliphatic polyurethane over epoxy polyamideprimer and for touch-up and insignia markings overpolyurethane paint systems only.

Acrylic Lacquer

Acrylic lacquer (gloss and camouflage)MIL-L-81352 is the preferred topcoat material foraircraft markings that identify the reporting custodianand for propeller safety stripes.

Enamel Finishes

Most enamel finishes used on aircraft surfaces arebaked finishes that cannot be touched up with the samematerials in the field. Minor damage to conventionalenamel finishes ordinarily used on engine housings isrepaired by touching up with epoxy topcoat materialor air-drying enamel.

Elastomeric Rain Erosion-ResistantCoating (MIL-C-85322)

Elastomeric coatings are used as a coating systemto protect exterior laminated plastic parts ofhigh-speed aircraft, missiles, and helicopter rotaryblades from rain erosion in flight. They offer goodresistance to weather and aromatic fuels in addition torain erosion. Excellent bonding is obtained after a7-day drying period.

Repair to these coatings in the field is not practicaldue to this long curing time. Kits are available forrepair of coatings where limited touch-up is required.These kits contain a primer, neoprene topcoat, andantistatic coating. If the radome or leading edgecoatings are in bad condition, they should be strippedcompletely and recoated with epoxy primer andacrylic topcoat as a temporary measure. If schedulesand conditions permit adequate curing of elastomericcoatings, the original coatings may be replaced.

The repair kits are normally bought as an openpurchase to ensure that fresh materials are available.Since heat accelerates aging, repair kits should bestored in a cool place or refrigerated. Stripping of fiberglass surfaces should be done according to currentmaintenance instructions. Elastomeric coatings aretoxic and flammable, and must be used with care.

PAINTING EQUIPMENT(SPRAY GUNS)

The spray gun atomizes the material to be sprayed,and the operator directs and controls the spray patternthrough manipulation and minor adjustments of thespray gun. Spray guns are usually classed as either asuction-feed or pressure-feed type. The type of spraygun can be determined by two methods-by the typeof container used to hold the paint material and by themethod in which the paint is drawn through the air capassembly. For information on the types of spray guns,refer to NAVAIR 01-1A-509.

Suction-Feed Type

The suction-feed spray gun is designed for smalljobs. The container for the paint is connected to thespray gun by a quick-disconnect fitting, as shown infigure 4-33. The capacity of this container isapproximately 1 quart. The fluid tip of this spray gunprotrudes through the air cap, as shown in figure 4-34.The air pressure rushing by the fluid tip causes alow-pressure area in front of the tip. This causes paintto be drawn up through the fluid tip, where it isatomized outside the cap by the air pressure.

Pressure-Feed Type

The pressure-feed spray gun is designed for use onlarge jobs where a large amount of spray material is tobe used. With this type of spray gun, the material issupplied to the gun through a hose from a pressurizedtank. This spray gun produces a high volume of spraymaterial metered at a low air pressure. This type of

4-49

SEALANTS

Figure 4-33.—Suction-feed type of spray gun.

Figure 4-34.—Suction and pressure fluid tips and air caps.

spray equipment eliminates evaporation of the volatilesubstances of the mixture before they strike the surfacebecause the paint and air are mixed internally. Thus, awetter coating is applied.

CAUTION

Many of the sealants discussed in this sec-tion may be flammable or produce toxic vapors.When materials designated as flammable areused, ail sources of ignition must be at least 50feet away from the work location. Toxic vaporsare produced by the evaporation of solventsor the chemical reaction that takes place in thecuring sealants. When sealants are used in aconfined space, such as a fuel cell, fuselage,wing section, or table or bench operation,adequate local exhaust ventilation must beused. This will reduce the vapors below themaximum allowable concentration and keepthem at that level until repairs have beencompleted. Personnel must NOT eat or smokewhen they work with sealants.

Sealants are used to prevent the movement ofliquid or gas from one point to another. They are usedin an aircraft to maintain pressurization in cabin areas,to retain fuel in storage areas, to achieve exteriorsurface aerodynamic smoothness, and to weatherproofthe airframe. Sealants are used in general repair workin the field and for maintenance and restoration ofseam integrity in critical areas if structural damage orthe use of paint removers has loosened existingsealants.

Conditions surrounding the requirements for useof sealants govern the type of sealants to be used. Somesealants are exposed to extremely high or lowtemperatures. Other sealants are in contact with fuels,lubricants, and so forth. Therefore, sealants aresupplied in different consistencies and rates of cure.The basic types of sealants are classified in threegeneral categories-pliable sealants, drying sealants,and curing sealants.

Pliable sealants are called “one-part” sealants andare ready for use as packaged. They are solids andchange little, if any, during or after application.Solvent is not used in this type of sealant. Therefore,drying is not necessary; and except for normal aging,they remain virtually the same as when first packaged,neither hardening nor shrinking. They bond well tometal, glass, and plastic surfaces. Pliable sealants areused around high-usage access panels and doors, and

4-50

in areas where pressurized cavities must bemaintained.

Drying sealants set and cure by evaporation of thesolvent. The solvents in these sealants provide thedesired consistency for application. Consistency orhardness may change when this type of sealant dries,depending upon the amount of solvent it contains.Shrinkage is a consideration when these sealants areused. Shrinkage occurs upon drying. The degree ofshrinkage depends on the proportion of solvents.

Catalyst-cured sealants have advantages overdrying sealants. They are transformed from a fluid orsemifluid state into a solid mass by chemical reactionof physical change rather than by evaporation of asolvent. A chemical catalyst of accelerator is addedand thoroughly mixed just before sealant applications.Heat may or may not be used to speed up the curingprocess. When a catalyst is used, accurateproportioning and thorough mixing of the twocomponents are very important to assure a completeand even cure.

Application of Sealants

Application of sealants varies according to timeelement, tools required, and the method of application.However, the following restrictions apply to all sealantapplications:

Sealants should be used within the approximateapplication time limits specified by the sealantmanufacturer.

Sealants should not be applied to metal that iscolder than 70°F. Better bonding is obtained and theapplied sealant will have less tendency to flow out ofplace while curing if the metal is warmed to atemperature of 90°F to 100°F before the sealant isapplied.

Sealants should be discarded immediately whenthey become too stiff to apply or work readily. Stiff orpartially cured sealants do not wet the surface to whichthey are applied as well as fresh material. This causesuneven bonding.

Sealants should not be used for close-fitting(faying) surface applications unless they have just beenremoved from refrigerated storage or freshly mixed.

Brushes, dipping, injection guns, spatulas, andspray guns are the methods used to apply sealants.Figure 4-35 shows (black areas) where sealant isapplied to protect some of the most corrosion-prone

areas on an F-14 aircraft. The sealant is applied byusing the spray, spatula, and brush methods.

Sealant MIL-S-81733, type III, is the sealant usedmost extensively for spray application. If type IIIsealant cannot be procured, sealant MIL-S-8802, classA, may be used by thinning it to a sprayableconsistency by the addition of the correct solvent.

When an aircraft is pressure sealed, the sealingmaterials should be applied as a continuous bead, film,or fillet over the sealed area. Air bubbles, voids, metalchips, or oily contamination prevent an effective seal.Therefore, the success of the sealing operationdepends upon the cleanliness of the area and thecareful application of the sealant materials. There arevarious methods of pressure-sealing joints and seamsin aircraft. The applicable SRM will specify themethod to be used in each application.

The sealing of a faying surface is done by brush.The contacting surfaces are coated with the specifiedsealant. Application of the sealant should be madeimmediately before the parts are fastened together.Careful planning of work and equipment are necessaryso faying surface seals on large assemblies may beclosed within the application time limit of the sealant.Once the sealant has been applied, the parts must bejoined, the bolts torqued, and the rivets driven allwithin the application time limit.

When insulating tape has been installed betweenthe faying surfaces to prevent contact of dissimilarmetals, pressure sealing should be done by filletsealing. In fillet sealing, the sealant is spread along theseam with a sealant injection gun in about 3-footincrements. Before proceeding to the next increment,the applied portion of the fillet is worked in with asealant spatula or tool (fig. 4-36). This working of thesealant is done to till in all voids in the seam and toeliminate most air bubbles. The care used in workingout the air bubbles determines the leakfree service lifeof the sealant. After the sealant has cured to a tackfreecondition, the fillet should be inspected for remainingair bubbles. These air bubbles should be opened andfilled with sealant. When a heavy fillet is required, thefillet should be applied in layers. The top layer shouldfair with the metal.

Injection sealing is the pressure filling of openingsor voids with a sealant injection gun. The sealant isforced into the opening until it emerges from theopposite side. Voids and cavities are filled by startingwith the nozzle of the sealant injection gun at thebottom of the space and tilling as the nozzle is

4-51

Figure 4-35.—Sealant applied to aircraft exterior surfaces.

4-52

Figure 4-36.—Applying sealant.

withdrawn. An example of injection sealing is thecaulking of a leaking fuel cell.

Fasteners, such as rivets, Rivnuts, screws, andsmall bolts, should have a brush coat of sealant overthe protruding portion on the pressure side. Washersshould have a brush coat of sealant on both sides.Split-type grommets should have sealant brushed intothe split before installation. After installation, filletsshould be applied to both the base of the grommet andthe protruding tube on the pressure side.

Sealing Compound (MIL-S-8802). MIL-S-8802 isa temperature-resistant (-65°F to +250°F), two-component, synthetic rubber compound used forsealing and repairing fuel tanks and fuel-cell cavities.It is produced in three classifications.

Class Use

A For brushing application

B For extrusion gun and spatulaapplication

C For faying surface sealing

Sealing Compound (MIL-S-81733). MIL-S-81733is an accelerated, room-temperature curing, syntheticrubber compound. It is used in sealing metalcomponents on weapons and aircraft systems forprotection against corrosion. This sealant contains acorrosion inhibitor. Figure 4-37 shows MIL-S-81733sealing compound used to seal an antenna. It comes infour types.

Type Applied by Maximum applicationtime in hours

I Brush 1/2

Dip 2

II Extrusion 1/2

Gun 2

Spatula 4

III Spray gun 1

IV Brush or Spatula 12 to 48

Figure 4-37.—Typical fleet antenna sealing application.

4-53

Sealing Compound (MIL-S-8516). MIL-S-8516 isan accelerated, synthetic, rubber sealing compoundused for sealing low-voltage electrical connectors,wiring. and other electrical equipment againstmoisture and corrosion where temperatures do notexceed 200°F. This sealant has very good resistance tofuels, oils, grease, water, and humidity. However, it isNOT authorized for use in engine bays, keel areas, orareas adjacent to bleed-air ducts. It is manufactured inkit form and comes in sizes from 2.5 ounces to 1 quart.MIL-S-8516 is available in three classes with differentcuring times.

Class Curing time in hours

1 24

2 48

3 72

Silicone Rubber Sealant (MIL-S-23586). Roomtemperature vulcanizing (RTV), silicone rubbersealant is used for sealing small electrical connectorsand electrical components that are located in areaswhere the temperatures are between 200°F and 450°F.This sealant has good resistance to weathering,moisture, and withstands ozone. RTV silicone rubbersealant is available in two types, both used for the samepurposes. The two types are type II, class 2, grade A,and type 1, class 1, grade B- 1. Type II, class 2, gradeA contains cure volatiles and should be used only inwell-ventilated areas.

Adhesive Silicon Sealant (MIL-A-46146). Alsoknown as 3145 RTV. A noncorrosive sealant for useon sensitive metals and avionics equipment in areasthat are exposed to temperatures between 250°F and350°F. This sealant comes in 3-, 8-, and 12-ouncetubes.

CAUTION

Many RTV silicone sealants contain anacetic acid curing agent. These sealants, whenin contact with metal, cause rapid corrosion.RTV sealants that contain acetic acid areNOT authorized for use on electronic or elec-trical circuits. They may be identified by theemission of a vinegar odor while in a liquidor curing state.

Q81. Complete information on the types andapplications of aircraft paint systems iscontained in what publication?

Q82. After it is mixed, the storage life ofepoxy-polyamide primer is limited to the amountthat can be used in how many hours?

Q83. What is the standard, general-purpose, exteriorprotective coating for aircraft surfaces?

Q84. What are the two classes of spray guns?

Q85. When flammable materials are used, all sourcesof ignition must be at least how far away from thework location?

SUMMARY

This chapter identifies the manuals and proceduresused to detect and combat corrosion on naval aircraftand support equipment. It identifies the types andcauses of corrosion. Familiarize yourself with typesand uses of cleaning materials and the procedures andmaterials for preservation and depreservation. This isvital information.

4-54

ANSWERS TO REVIEW QUESTIONS

A1.

A2.

A3.

A4.

A5.

A6.

A 7.

A8.

A9.

A10.

A11.

A12.

A13.

A14.

A15.

A16.

A17.

A18.

A19.

A20.

A21. They must be kept in specially marked containers.

A22. In a separate building or-flammable liquids storeroom.

A23. It is applied by spraying, dipping, brushing, or wiping.

A24. 1,1,1-trichloroethane.

Corrosion reduces the strength and changes the mechanical characteristicsof the material.

Corrosion control.

Weight-to-strength ratio.

Metal corrosion,

Protection from corrosive environments.

Electron flow is established from the cathode to the anode.

They speed the corrosion process.

Thick sections are more likely to have variations in their composition,particularly if heat-treated during fabrication.

Moisture is the single largest contributor to avionics corrosion.

NAVAIR 01-1A-509.

NAVAIR 16-1-540 provides information on cleaning and corrosionprevention and control of avionics equipment.

NAVAIR 15-01-500, Preservation Of Naval Aircraft.

General uses for cements, sealants, and coatings.

A period of intensive care should follow the deployment cycle to bring theaircraft back up to standard.

A good corrosion prevention program.

Every 14 days.

a. Aircraft is exposed to corrosive fire-extinguishing materials.

b. Spilled electrolyte and corrosive deposits are found around batteryterminals and battery area.

c. The aircraft has been exposed to significant amounts of salt water.

d. Salt deposits, relief tube waste, or other contaminants are apparent.

e. Fungus growth is apparent.

f. Chemical, biological, or radiological contaminants are detected.

They must be cleaned or wiped down.

Flammability and toxicity

Inhaling toxic vapors can seriously affect the brain and central nervoussystem.

4-55

A25.

A26.

A27.

A28.

A29.

A30.

A31.

A32.

A33.

A34.

A35

A36.

A37

A38.

A39.

A40.

A41.

A42.

A43.

A44.

A45.

A46.

A47.

A48.

A49.

a. Apply by wiping or scrubbing the affected area with an acid brush ortoothbrush.

b. Air dry or oven dry as applicable.

c. Do not use on acrylic plastics or acrylic conformal coatings.

d. Do not use on unsealed aluminum electrolytic capacitors. Damage mayresult to end caps and cause leakage.

Silicon carbide paper because it is sharp and the individual grains canpenetrate steel surfaces.

Because it conforms to the surface, the applicator allows easier applicationof a constant scrubbing pressure on curved skin panels.

MIL-C-85570.

Select the proper cleaning agent for the method of cleaning chosen.

Upward and outward.

Dry-cleaning solvent.

It is not oxygen compatible and will cause explosion or fire.

A polyethylene sheet, polyethylene-coated cloth, or metal foil barriermaterials.

The maintenance instructions manual (MIM).

NAVAIR 01-1A-509.

Level I—Short term, up to 60 days.

Level II—60 days to 1 year.

Level III—Long term, 1 to 8 years.

Level I preservation.

All three. Grades I, IL and IV.

Antifriction bearings, shock-strut pistons, and other bright metal surfaces.

It is used when a water-displacing, low temperature, lubricating oil isrequired.

Type III.

Level I.

Ground Support Equipment Cleaning and Corrosion Control, NAVAIR17-1-125.

Silicone sealant MIL-A-46146, type I, and polysulfide sealant MIL-S-81733or MIL-S-8802.

Uniform or direct surface attack

Aluminum and magnesium alloys.

White or gray powdery deposit.

Avoid the creation of crevices during repair work.

Intergranular corrosion is an attack on the grain boundaries of alloys underspecific conditions.

4-56

A50. It is usually the result of faulty design or improper maintenance practices.

A51. Stress induced by press-and-shrink fits and those in rivets and bolts.

A52. Fatigue corrosion is caused by the combined effect of corrosion and stressapplied in cycles to a component.

A53. A slight vibration, friction, or slippage between two contacting surfaces thatare under stress or heavy load.

A54.

A55.

A56.

A57

A58.

A59.

A60.

A61.

A62.

A63.

A64.

Steel, aluminum, and magnesium.

Applicable periodic maintenance information cards (PMICs).

A cathode, an anode, and an electrolyte.

Black paint to prevent glare.

Daily.

NAVAIR 01-1A-509.

Iron rust.

Clad, anodized, and exfoliated.

Hand polish the corroded areas with MIL-P-6888 metal polish.

Nonclad aluminum alloys.

Aluminum wool or fiber bristle brushes.

A65. An aeronautical engineer.

A66. Structural repair manuals for the specific aircraft model.

A67. Contacts, springs, connectors, printed circuit board runs, and wires.

A68. In the engine exhaust areas.

A69.

A70.

A71.

A72.

A73.

A74.

A75.

A76

A77.

A78.

A79.

A80.

Conduct an inspection and evaluation of the suspected area,

Extensive hand sanding or light mechanical sanding.

VACU-Blast dry honing portable machine.

Abrasive or grit blasting.

Sodium Nitrite MIL-S-24521.

The applicable aircraft Structural Repair Manual (SRM) or the "Corrosion"section of the Maintenance Instruction Manual (MIM)

Chemical conversion coatings increase a surfaces resistance to corrosionand improve paint bonding to the surface.

MIL-M-3171.

The protection of the exposed surfaces against decay.

You should wear eye protection, gloves, and a rubber apron.

Ensure the aircraft is properly grounded.

Use a NO LOAD 3200 rpm pneumatic drill motor.

4-57

A81. NAVAIR 01-1A-509.

A82. 4 hours.

A83. Aliphatic polyurethane, MIL-C-85285.

A84. Suction feed and pressure-feed spray guns.

A85. 50 feet.

4-58

CHAPTER 5

LINE OPERATIONS AND SPECIAL PROGRAMS

One of the busiest, most important and dangerousdivisions in a squadron is the line division. Uponreporting to a squadron, no matter your rate orpaygrade, you may be assigned to the line division. Asan Airman, or third class petty officer, you maybecome a plane captain. A plane captain has manyresponsibilities in flight operations and in theday-to-day maintenance of modern aircraft.

As a more senior petty officer or a Chief, you maybe assigned as the LPO or Branch Chief. It is importantfor you to know how the line division operates and thesafety factors involved with line operations. Thischapter briefly outlines some of these crucial factors.

ORGANIZATION

LEARNING OBJECTIVE: Identify theorganization of the line division and define theresponsibilities and qualifications of a planecaptain.

The following text discusses the organization ofthe line division. Knowledge about the lineorganization is important because it will help youperform your duties.

The line division is a division within themaintenance department. Figure 5-1 shows how theline division fits within the maintenance department.The aircraft maintenance officer is the department

Figure 5-1.—Navy O-level maintenance department organization.

5-1

head, and each division has a division officer. The sizeof the squadron will determine if you have a branchofficer. The line chief petty officer (CPO) is thedivision CPO. Normally, you will work directly for theline petty officer or a shift supervisor. There are threebranches (two afloat) within the line division. Thefollowing paragraphs discuss these branches.

TROUBLESHOOTER BRANCH

The troubleshooter branch provides a rapid meansof troubleshooting and repairing discrepanciesdiscovered on the flight line. Also, troubleshooters aretechnical advisors to the plane captains.Troubleshooters may be permanently assigned to theline division or they may be temporarily assigned fromother work centers on a daily or hourly basis. Theymust be knowledgeable in line operations, flight linesafety, and aircraft systems.

SUPPORT EQUIPMENT BRANCH

Only shore-based squadrons have supportequipment (SE) branches. Lack of space aboard shipmakes it impossible to store SE; therefore, an SEbranch is not possible. Normally, your squadron willcheck out SE needed on the line. When SE is no longerneeded, it is returned to the aircraft intermediatemaintenance department (AIMD). The SE branch isresponsible for the SE used by the squadron. Thisresponsibility includes the daily/operationalinspections performed on the equipment, and in somecases, minor maintenance. Refer to local procedureswhen you work with SE.

PLANE CAPTAIN BRANCH

The plane captain branch of the line division is madeup of qualified plane captains and trainees (persons intraining to become qualified plane captains). This branchnormally has between 75 and 95 percent of the totalpersonnel assigned to the line division. The branch doesroutine maintenance (daily/turnaround inspections andcleaning) and other organizational maintenance assignedby maintenance control.

You cannot become a qualified plane captainautomatically. You must work long hours anddemonstrate that you know the aircraft and itsoperation (orally and in writing). After demonstratingyour ability. you will be designated, in writing, as aplane captain by the commanding officer. Thefollowing paragraphs discuss the duties andqualifications of a plane captain.

Plane Captain Duties

Because naval aircraft are very complex, the planecaptain does not have in-depth knowledge of all thesystems contained in the aircraft. Therefore,technicians other than the plane captain must performthose portions of the daily and turnaround/preflightinspections that are beyond the technicalqualifications of the plane captain. This assistancedoes not relieve the plane captain of their overallresponsibility for the aircraft. The following is a list ofthe minimum duties of a plane captain:

Perform daily, preflight, postflight, andturnaround inspections with assisting personnel,and assist others in performing O-levelmaintenance.

Assists the pilot in flight preparation and advisesthe pilot of the material condition of the aircraft.

Responsible for the cleanliness and prevention ofcorrosion on the aircraft by pursuing an effectiveand continual preventive maintenance program.

Perform the work required and assist on phase,special, and conditional inspections within therating specialty as required by maintenancerequirements cards (MRCs).

Plane Captain Qualifications

Assignment as a plane captain carries a high degreeof responsibility. The selection of the right person to bea plane captain is important. Regardless of rating, thisperson must possess the mechanical aptitude, personalintegrity, and motivation necessary for the job. Thesequalities help to ensure that the aircraft is properlyinspected and serviced before each flight. A broadscreening of available personnel in the aviation ratingsand comprehensive formal and on-the-job (OJT)training programs ensure that only the most qualifiedindividuals are designated as plane captains. Thefollowing is a list of qualifications for plane captains.

Possess the qualities of personal integrity,maturity, judgement, and aptitude.

Demonstrate knowledge of the particular type ofaircraft and its systems, including its cockpit, ejectionseats, and controls.

Demonstrate knowledge of the ordnance orarmament equipment installed in or on the aircraft, andensure that the armament, ejection seat, and othercartridge-activated devices are in a safe and readycondition during daily, preflight, postflight, andturnaround inspections.

5-2

Demonstrate knowledge of and compliance withfueling and defueling procedures, and follow theapplicable safety instructions.

Demonstrate ability to use the methods of aircraftsecurity required for various weather conditions andshipboard operations. Give particular attention to thesecurity of control surfaces and the correct points forattaching tie-downs.

Demonstrate, in writing and by practicalapplication, knowledge of the procedures for ridingbrakes and any peculiarities of the braking system of theassigned aircraft, as well as a knowledge of the standardsignals (including those contained in NATOPS, bothhand and wand) used for controlling aircraft on theground or flight deck.

Q1. To what department is the line division assigned?

Q2. What branch is responsible for the supportequipment used by the squadron?

Q3. In most squadrons, 75 to 95% of the personnelassigned to the line division are assigned to whatbranch?

Q4. After demonstrating your abilities as a planecaptain, who has the final authority to designateyou a plane captain?

AIRCRAFT SERVICING

LEARNING OBJECTIVE: Recognize safetyprocedures and the proper equipment used inservicing aircraft.

Aircraft servicing is an important part of daily andturnaround inspections that plane captains perform,Even when plane captains do not personally perform theservicing, they must still ensure that it is done correctly.

A typical daily/turnaround record is shown infigure 5-2. However, the aircraft may require servicingat more frequent intervals. Daily and turnaroundinspections are covered later in this chapter.

The servicing of an aircraft includes replenishingfuel, oil, hydraulic fluid, and other consumablematerials. Also, the tires are checked for properinflation, struts for proper extension, and the variousair storage units for proper pressure.

GENERAL SAFETY PRACTICES

This section lists some general safety practices thatare important in day to day maintenance operations.

5-3

Fire Hazards

Smoking is not permitted around the aircraftduring fueling. Also, smoking or naked lights (such asoil lanterns, candles, matches, exposed electricswitches, slip rings or commutators, dynamos ormotors, any spark-producing electrical equipment, orany burning material) are not permitted within 100 feetof an aircraft that is being refueled or the fuel storagetanks. No lights other than approved explosionprooflights are permitted within 50 feet of refuelingoperations. No light of any sort may be placed whereit can come in contact with spilled fuel. Warning signsshould be posted as a precautionary measure.

All accidental spillage of aircraft fuels or othercombustible liquids must be contained and removedimmediately with absorbent material, by coveringwith a foam blanket, or by neutralizing by other meansto prevent ignition. Notify the proper fire authoritiesanytime a large amount of aviation fuel is spilled.

Nonspark tools must be used when work is doneon any part of a system or unit that is designed forstoring or handling combustible liquids. The use ofleaky tanks or fuel lines is not permitted. Repairs mustbe made upon discovery. Always keep in mind thehazards involved.

Aircraft should be fueled in a safe place.Shore-based aircraft may not be fueled or defueled ina hangar or other enclosed space except in anemergency. Aircraft should be free from fire hazards,have the engine switches in the OFF position, and havechocks placed under the wheels before fueling ordefueling operations are begun.

CAUTION

You should guard against breathing hydro-carbon (fuel) vapors. They may cause sick-ness, or they may be fatal. Do not let fumesaccumulate. Use adequate ventilating meas-ures. Also, avoid getting fuel on your clothes,skin, or eyes because of the high lead content.If your clothing becomes saturated with fuel,remove them as soon as possible. The parts ofyour body that are exposed to fuel should bewashed thoroughly with soap and water.Clothing saturated with fuel creates a danger-ous fire hazard. Also, painful blisters similarto fire burns may be caused by direct contactof the skin with fuel. If fuel gets in your eyes,flush them with water and obtain medical at-tention.

Figure 5-2.—Preflight/Daily/Turnaround/Postflight Maintenance Record.

Aircraft Walkways discussed in the following text and are shown in figure5-3.

NO STEP markings provide guidance on how touse walkways on aircraft wings and stabilizers as wellas on the fuselage. These markings vary with different

NO STEP markings on the wings form a boundaryalong leading and trailing edges. The area within theboundary is the walkway. Do not step on the wingtips

models of aircraft; however, some general areas are or leading or trailing edges of the wings.

5-4

Figure 5-3.—Aircraft walkways and maintenance platform placement.

5-5

There are NO STEP markings on the leading andtrailing edges of the horizontal stabilizer. Thesemarkings form a boundary around the surface onwhich maintenance personnel must not step or kneelupon unless they cover it with an approvednonabrasive surface mat. The mat distributes the loadover a greater area. Stepping or kneeling on theunprotected horizontal stabilizer causes localizedstressed areas that could result in structural damage tothe surface.

CAUTION

Do not step or kneel on the overwing fair-ings.

There are four NO STEP areas on the fuselage.These areas are aft center body, the upper speed brake,the area directly aft of overwing fairings, and the areadirectly behind the canopy. The NO STEP markingson the upper speed brake, aft center body, and the areadirectly aft of the over-wing fairing form a boundaryaround each of these surfaces on which maintenancepersonnel should not step.

Maintenance Platform Placement

The placement of maintenance platforms about anaircraft is shown in figure 5-3. Use the B-4 and B-5Aadjustable maintenance platforms to gain access to thetop of the aircraft. Then use aircraft walkways to moveto the maintenance area.

NOTE: The B-1 stand may be used as an alternatefor the B-5A stand.

FUEL REPLENISHMENT

5-6

Q5. Smoking and naked lights are not permittedwithin how many feet of a fueling operation?

Q6. What type tools must be used when work is beingperformed on a system or unit that is designedfor storing or handling combustible liquids.

Q7. What are the four NO STEP areas on thefuselage?

Aviation fuel is a highly volatile liquid that givesoff a vapor. The vapor can be ignited by static sparksfrom tools, hot exhaust pipes, lighted cigarettes, andelectrical devices. Thus, you must follow all fireprecautions during the fueling process.

When an aircraft is to be fueled by a truck, do notlocate the aircraft near possible sources of ignition,such as grinding, drilling, or welding operations.When possible, refueling an aircraft from a truckshould be carried out 50 feet from any other aircraft orstructure and 75 feet from any operating radar set. Youshould consider wind direction so fuel vapors will notbe carried toward a source of ignition.

The tank truck should be driven to a point as farfrom the aircraft as the length of hose permits, butnever within 10 feet of the aircraft, and preferably tothe windward (upwind) side of the aircraft. The truckmust be parked parallel to or heading away from thewing, or in such a position that it can be driven awayquickly in case there is a fire. As soon as the fuelingoperation has been completed, the truck should bedriven away from the vicinity of the aircraft.

Refueling crews consist of a minimum of threepeople. One person stands with the fire-fightingequipment. A second person stays with the truck. Thethird person handles the fuel hose at the aircraft andfills the tanks. A member of the refueling crew makessure that both the aircraft and truck are properlygrounded. This prevents sparks from static electricity.Before starting fueling operations, the plane captainshould check to see that all radio equipment andunnecessary electrical switches are turned off. Unlessit is necessary to operate equipment involved withrefueling, the crew should not connect outsideelectrical power to the aircraft. Before beginningrefueling, the refueling crew should identify theaviation fuel. The type of fuel contained in the tank ofa fuel truck is displayed across the side of each tank in6-inch-high red lettering superimposed on8-inch-high white reflective tape.

As a plane captain or trainee who services anaircraft, you must know the various grades of fuel andthe fuel requirements of the aircraft. This knowledgeensures that you will always use the correct fuel.

Several systems are used to refuel naval aircraft.Some are refueled by the gravity system. Other aircraftmay be refueled by either the gravity or pressurefueling system. Still other aircraft are fueled from asingle point by the pressure fueling system.

Gravity Fueling

The hookup used for gravity fueling is shown infigure 5-4. The nozzle is grounded and then insertedinto the cell filler neck. The tank is filled to the bottomof the filler port neck. The nozzle is always grounded

Figure 5-4.—Gravity fueling.

before it is placed in the filler neck to prevent sparkscaused by static electricity. Static electricity is built upby the fuel flowing through the hose. The nozzle shouldbe supported while it is in the filler neck. This willprevent damage to the filler neck and, in the case ofaircraft that use bladder-type fuel cells (cells made froma type of rubberized nylon cloth), prevent the possibilityof damaging the cell with the end of the nozzle.

Pressure Fueling

Most naval aircraft are refueled by the pressurefueling system. This system gives the aircraft a fasteroperational turnaround time.

Pressure fueling on an aircraft is usually done froma single point. Fuel from this point is supplied to thevarious wing and fuselage tanks. In some cases, thedrop tanks and flight refueling package may berefueled from this point.

The pressure-fueling station on the aircraft has apressure-fueling and defueling receptacle and anelectrical control panel (fig. 5-5). The pressure-fuelingreceptacle is standard on all aircraft that use thepressure-fueling method. However, the electricalpanel and controls differ from one aircraft to another,depending upon the complexity of the fuel system. Thegeneral and servicing section of the applicable

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Figure 5-5.—Pressure fueling.

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maintenance instruction manual (MIM) containsillustrations of and instructions for the pressure fuelingsystem.

The pressure nozzle shown in figure 5-5 ispermanently attached to the fuel hose. The pressurenozzle has a ground wire, which is used to drain offany static electricity that has built up in the nozzle.Once the nozzle is attached to the aircraft, however, itacts as a ground.

When the pressure nozzle is connected to theaircraft, it opens a spring-loaded valve within the inletto the fuel tanks. Aircraft that use this system haveautomatic equipment for shutting off the fuel flowwhen the tanks are full.

Because the controls differ from one aircraft toanother, you should always check the applicable MIMbefore pressure fueling an aircraft. The generalprocedures for pressure fueling are as follows:

1. Remove the pressure-fueling receptacle safetycap by turning it counterclockwise. Pull thepressure-fueling nozzle dust cover up and to one side ofthe outer shell.

2. Ground the nozzle by inserting the groundingplug into its receptacle on the aircraft.

3. Visually inspect aircraft adapter for anydamage or significant wear. (A worn or broken adapterwill allow the poppet valve to open and spray or spillfuel.)

4. Lift the nozzle by its handles into position.Engage the lower slot over the lower lug on the fuelingreceptacle. Tip the nozzle so that the upper slots engagethe upper lugs. Press the nozzle in firmly so that all threenozzle lock keys are depressed. Lock the nozzle byrotating the lifting handles clockwise.

5. Set the refueling panel switches in the properposition, and apply electrical power to the aircraft.

6. Position the vent monitors, as necessary,according to the applicable MIM.

NOTE: The vent monitors are assigned to thevarious fuel system vents to ensure that the aircraft’sfuel cells are venting properly. If the cells are notvented properly, there is the possibility that the cellwill rupture and cause major structural damage.

7. When the nozzle is locked in place, the openinghandle is free to turn when fueling is started. Turn thehandle to the FULL OPEN position to start fueling.Rotating the opening handle more than 180° opens thepoppet valve in the nozzle and locks it in the OPEN

position. Position the appropriate switch on the fuelpanel to the FUEL position. The fuel should shut offautomatically when the ceils are full.

CAUTION

During pressure fueling, the fuel systemshould be inspected carefully for leakage. Ifany leaks are apparent, fueling should bestopped and corrective action taken. A fuelleak may cause injury or death to personnel.

8. When the fueling operation is complete, removethe pressure nozzle by rotating the lifting handlescounterclockwise until the nozzle is unlocked from thefueling receptacle. Pull the dust cover up over the nozzleface immediately. Then replace the safety cap on theaircraft receptacle.

You must take every safety precaution to makesure that no dirt or foreign matter enters the nozzle.The nozzle nose should be completely clean before itis connected to the aircraft. The dust cover mustalways be kept on the nozzle except when actuallyfueling an aircraft.

The pressure fueling nozzle can be damaged bycareless handling. Do not drop the nozzle or allow itto swing heavily against structures or equipmentduring handling. Never drag the nozzle on thedeck.

The operating action of the nozzle should never beforced. If the unit does not couple freely or open orclose readily, locate and correct the misalignment ormechanical jam.

Defueling

Defueling may be necessary for many reasons,some of which are fuel cell repairs, removal of externalfuel tanks, failure of fuel system components, andchanging fuel loads. Aircraft that use pressure fuelingare normally defueled from the pressure fuelingadapter. This allows the entire system to be defueledfrom a single point. Some older aircraft have one ormore defueling valves. Some residual fuel will oftenbe left in the bottom of the fuel cell followingdefueling. Usually, residual fuel can be emptied ordrained through the fuel cell water drain valves. Aspecial adapter and appropriate container are used tocatch the fuel. When external fuel tanks are defueled,

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it maybe necessary to insert the defueling hose in thefiller port.

Normally, defueling operations are done outsidethe hangar and under controlled conditions. Theseconditions are specified in the general information andservicing volume of the applicable MIM. When it isabsolutely necessary to defuel an aircraft in the hangar,the doors should be open to provide ventilationthrough the hangar. All shop doors leading into thehangar should be closed. No work should be done onor around the aircraft during the defueling operation.All sources of ignition should be prohibited in the area.

Additional information on fueling and defuelingaircraft can be found in the appropriate aircraft MIMsand the Aircraft Refueling NATOPS Manual,NAVAIR 00-80T-109.

Q8. Why is wind direction an importantconsideration in fueling operations.

Q9. Refueling crews consist of a minimum of howmany people?

Q10. Before beginning refueling operations, what isthe first thing the refueling crew should do?

Q11. What is the advantage of pressure fueling overgravity fueling?

Q12. What manuals provide detailed fuelinginformation for a specific aircraft?

OIL REPLENISHMENT

Aircraft engine oils are identified by either theirmilitary specification number (such as MIL-L-23699)or a four-digit number (such as 2085). The four-digitnumbering system identifies the intended use and theviscosity of the oil. The first digit designates theintended use of the oil. The last three digits indicatethe viscosity. For example, in the oil number 2085, the2xxx series is for aircraft engine lubrication, and the085 identifies the oil as having a viscosity rating of 85.Viscosity is defined as the internal fluid resistance toflow caused by molecular attraction.

NOTE: Both the Navy and the Air Force use theSaybolt scale for determining viscosity. Sayboltviscosity numbers should not be confused with Societyof Automotive Engineers (SAE) numbers that you seeon automotive oil containers.

The synthetic oils used in most turbojet enginesare referred to by their military specification number,such as MIL-L-23699.

Some aircraft engines use a combination of dryand wet sump-type lubrication systems. Others arelubricated entirely with a dry sump type. Wet sumpengines store the lubricating oil in the engine proper(an automobile engine is an example of a wet sumpengine), while dry sump engines use an external tankmounted on or near the engine. Oil in jet engines servesthe two-fold purpose of lubricating and cooling.

Servicing of the engine oil system is usually asimple task. It involves checking the tank for theproper oil level and bringing the oil level up to therequired amount. On aircraft that have a dry sumpsystem, servicing may consist of pumpinguncontaminated oil directly into the supply tank.However, on some aircraft the tank is located in aninaccessible compartment, and a pressure tank isrequired to fill the oil tank. For specific servicinginstructions of the engine oil system, refer to theapplicable MIM.

HYDRAULIC FLUIDREPLENISHMENT

Aircraft hydraulic fluids are identified by theirmilitary specification number. Hydraulic fluid,MIL-H-83282, is now being used in the hydraulicsystems of all naval aircraft. This fluid is also used inthe shock struts, shimmy dampers, and brake systems.MIL-H-83282 hydraulic fluid is colored red. It isavailable in 1-quart, 1-gallon, 5-gallon, and 55-galloncontainers, and 16-ounce spray cans. The spray can isnormally used to spray the exposed portions of oleos(the shiny part) of actuating cylinders and struts, asrequired during most daily inspections of aircraft.

NOTE: Hydraulic fluid MIL-H-46170 is apreservative type of hydraulic fluid used in thepreservation of hydraulic systems and components.While it is red in color and considered compatible withMIL-H-83282 hydraulic fluid, it should NOT be usedto service aircraft hydraulic systems.

Naval aircraft hydraulic systems are serviced bychecking the fluid level (on a sight gauge usuallylocated on the side of the reservoir) and filling thesystem to the prescribed level. Before fluid is added tothis type of reservoir, the reservoir instruction plateshould always be checked for the proper fillinginstructions. The instruction plate is attached to eitherthe reservoir or to the aircraft structure near the filleropening of the reservoir. The instruction plate containsthe following information:

Total capacity of the system

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Reservoir capacity

Refill level

Specification and color of fluid

Correct position of all actuating cylinders duringfilling

Other information considered necessary duringthe filling of the reservoir

NOTE: After opening a can of hydraulic fluid, theentire contents should be poured into the fill stand orservicing unit immediately. This will prevent the fluidfrom absorbing dust and grit from the air. AviationHydraulics Manual, NAVAIR 01-1A-l7, requires thatany remaining fluid left in the hydraulic fluidcontainer, after servicing a fill stand/servicing unit, bediscarded, and that the empty fluid container bedestroyed immediately and not used to store or handleother fluids.

Q13. Define viscosity.

Q14. What scale is used by both the Navy and the AirForce to determine oil viscosity?

Q15. What is the military specification number for thehydraulic fluid presently used in the hydraulicsystems of all naval aircraft?

Q16. What should be done with the fluid remaining inthe can after filling a servicing unit?

PNEUMATIC SERVICING

Landing gear struts, hydraulic accumulators, andvarious air storage bottles found on most naval aircraftmust be serviced with compressed air or nitrogen.These components are serviced by Aviation StructuralMechanics (AMs). You should refer to the applicabletraining manuals and technical manuals for in-depthdiscussions of the servicing of rate-peculiarcomponents.

Servicing Air Storage Bottles

Nitrogen and air storage bottles are used on someaircraft for various emergency operations. Thesebottles are necessary for the safe operation of theaircraft and the safety of the crew. Air storage bottlesare used for such functions as emergency brakes,emergency landing gear extension, and emergencycanopy operation. Some aircraft have a pneumaticsystem that will maintain the required pressure in thesebottles while in flight. However, most of thesepneumatic systems require servicing on the groundwith an external source of high-pressure air or nitrogenbefore each flight.

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Air storage bottles and accumulators are servicedsimilarly. Most air bottles have an air filler valve anda pressure gauge. They usually require higherservicing pressures than accumulators. Ahigh-pressure compressor and other specialequipment, such as the nitrogen booster, must be usedto obtain these higher pressures.

Inflation of Tires

For aircraft tires to perform satisfactorily, thecorrect air pressure must be maintained. Aircraft tiresmust be inflated to the pressure specified for the typeof operation (ashore or afloat) that the aircraft isperforming and for the gross weight of the aircraft. Airpressure must be checked daily with an accurategauge. Tire inflation data is usually attached to theaircraft, as shown in figure 5-6. When the aircraft doesnot have this plate, you can find the information in thegeneral information and servicing section of theapplicable MIM.

Overinflation or underinflation of aircraft tirescauses specific problems. Overinflation reduces the

Figure 5-6.—Tire inflation chart.

contact area of the tire, causing it to wear faster at thetread center. Failure due to carcass ruptures and breaksin the tire cords that result from contact with foreignobjects are usually caused by overinflation.Underinflation increases the contact area and causesthe tire to wear rapidly and unevenly at the outer edgesof the tread. An underinflated tire flexes excessivelyand develops high temperatures that weaken tire cords.An underinflated tire also may slip on the wheel duringlanding and shear off the valve stem.

To determine the proper inflation pressure, youshould check an inflation chart like the one shown infigure 5-6. If the gross weight of an aircraft is 20,000pounds, the correct tire pressure for that aircraft whenshore based is 310 psi. If the aircraft is carrier based,the pressure is maintained at 350 psi, regardless of thegross weight. When aircraft tire pressure is low, youshould add air from a regulated source.

CAUTION

An unregulated, high-pressure air sourcefor tire inflation is a hazard. Tire inflationsource pressure should be carefully moni-tored. If high-pressure cylinders (such as theportable air bottle or the air or nitrogen serv-icing trailer) are used, a regulator must beused to prevent inadvertent overinflation.

Maintenance personnel must always use a remoteinflator unit when inflating tires. The operator of thisunit should always stand at right angles to the landinggear axle, directly in front or in the rear of the tire. Theoperator should also stand at the full length of theinflator unit hose. This will prevent the operator frombeing struck by pieces of the wheel if it were to fail

CAUTION

When an aircraft wheel is to be removedfrom the aircraft, maintenance personnel mustdeflate the tire before removing the wheelassembly from the aircraft. This precaution isnecessary because of the possibility that thebolts in split-type wheels might have beensheared during landing, causing the wheelhalves to separate when the axle nut is re-moved. Personnel have been killed becausethey failed to remove the air from the tirebefore removing the axle nut.

Oxygen Servicing

Plane captains are responsible for making sure thatthe liquid oxygen systems of the aircraft are serviced.Personnel in the Aviation Structural Mechanic, SafetyEquipment, (AME) rating refill these converters.

A typical liquid oxygen converter is shown infigure 5-7. Liquid oxygen is dangerous to handle andrequires special handling procedures. These specialhandling procedures are discussed later in this chapter.

SERVICING EQUIPMENT

The following text discusses the equipment usedto service aircraft, such as the high pressure air valve,servicing trailers, preoiler hand pumps, and fluidservice unit HSU-1.

High-Pressure Air Valve

The high-pressure air valve is used to servicestruts, accumulators, air storage bottles, and othercomponents serviced with high-pressure air. Thehigh-pressure air valve, shown in figure 5-8, is usedon most naval aircraft. It is referred to by its militaryspecification (MS) number MS 28889-1. Air valve MS28889-1 does not have a valve core.

When servicing a system equipped with ahigh-pressure air valve, you should exercise extreme

Figure 5-7.—Typical liquid oxygen converter.

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Figure 5-8.—High-pressure air valve, MS 28889-1.

caution. To release the air pressure from a systemequipped with a high-pressure air valve, you shouldremove the dust cap from the valve and release thepressure by slowly turning the swivel nutcounterclockwise.

NOTE: Dust covers are not used in most operatingsquadrons because they are a foreign object damage(FOD) hazard.

CAUTION

When loosening the swivel nut, you shouldmake sure that the hex body nut is eitherlockwired in place or held tight with awrench. If it were to be loosened before theair pressure is relieved, serious injury to per-sonnel may result.

Low pressure indicates a leak in the system. Thisleak must be found and corrected. When a leaking,high-pressure air valve must be replaced, a newpacking must be installed with the replacement airvalve assembly. Ensure the required torque, asrequired by the MIM, is applied to the hex body. Afterthe hex body is torqued, it is lockwired to thecomponent or surrounding structure, as specified inthe MIM, by using the holes provided in the hex bodynut.

When the correct pressure has been reached in thesystem that is being serviced, you should secure the airvalve by tightening the swivel nut in a clockwisedirection. Once again, torque the swivel nut to therequired torque listed in the MIM.

After using the high-pressure air valve, you shouldsecure the pressure source, remove the air/nitrogenpressure charging chuck, and replace the valve cap.Install the valve cap fingertight.

Air or Nitrogen Servicing Trailer

A servicing trailer, similar to the one in figure 5-9,is found at most naval air activities for servicingaircraft hydraulic and pneumatic systems. This trailercarries six air or nitrogen storage cylinders and thenecessary flow-controlling mechanisms. The trailerhas a 30-foot hose stowed in a box that is mountedbetween the top two bottles.

The air or nitrogen servicing trailer has a purifier(dehydrator) assembly. This purifier assembly isessentially a reservoir that contains a chemical dryingagent. The chemical drier removes moisture that mayhave adhered to the valves or have been accidentallyintroduced into the system. The chemical is containedin a metal cartridge or can, which is changedperiodically. The gas passes through the drier justbefore it enters the servicing hose. The trailer has a setof manifold control valves and two regulator valves.The bottle on the air or nitrogen servicing trailer maybe recharged by using a high-pressure compressor.

NOTE: When recharging the cylinders on the airor nitrogen servicing trailer, you should ensure that thecylinder pressure does not exceed the pressurespecified for the equipment being recharged.

When operating the servicing trailer, you shouldobserve the following safety precautions.

When a system or component is being charged,only a qualified licensed operator should operate thetrailer. Complete familiarity with the trailer is a basicprerequisite to ensure safe operating techniques.

The servicing hose end and installationconnection fitting should be thoroughly inspectedbefore servicing, and any particles of foreign materialremoved.

Never charge a system or component without theproper fusible safety plug and blowout disc in the trailercharging system.

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Figure 5-9.—Air or nitrogen servicing trailer.

Always know the pressure existing in the systemto be filled and the pressures in all the cylinders to beused up in the cascading process before beginning acharging operation.

A malfunctioning pressure regulator should bedisconnected from the line, closing its associatedshutoff valve. The trailer can then be operated with theremaining regulator.

The charging hose must never be stretched toreach a connection. Position the trailer so the hose is notunder tension while servicing an aircraft.

After servicing an aircraft system, stow theservicing hose in its container to ensure that it is notdamaged by dragging along behind the trailer.

Preoiler (PON-6)

The preoiler (PON-6) is a portable, hand-carried,hand pump with a 3-gallon capacity. Figure 5-10shows the major components of the PON-6. It willdeliver oil at a pressure up to 100 psi. A sight glass(not shown in fig. 5-10) is located on the side of thereservoir and shows the level of the oil. An oil pressuregauge indicates oil line pressure. An oil meter recordsthe amount of oil delivered. The meter is calibrated inounces (outer scale) and quarts (inner scale). Apush-button bleed valve relieves pressure on the meterand service hose and bleeds oil back to the reservoir.The service hose is 6 feet long. A complete drain bottleassembly is provided for overflow oil from the aircraft

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system. All components are rigidly mounted in a steeltubular framework.

Fluid Service Unit Model HSU-1

The hydraulic fluid service unit, Model HSU-1, isshown in figure 5-11. It has a fluid-holding capacityof 3 gallons. This unit accepts a standard l-galloncontainer, and it contains an integral 2-gallon reservoirassembly. The HSU-1 has a replaceable, 3-micron,disposable filter incorporated to ensure delivery ofcontamination-free fluid.

Figure 5-10.—Preoiler PON-6.

The 2-gallon reservoir assembly (along with ahand pump assembly) is mounted to a cast aluminumbase. The lower can piercer is mounted on top of thereservoir and allows fluid to flow from the installedl-gallon container into the reservoir, automaticallyreplenishing it. A sight gauge indicates the fluidlevel of the reservoir. It reads from 0 to 2 gallons inl/4-gallon increments. An indicated level of 2gallons or less means that the l-gallon container isempty and can be removed for replacement. Acapped deaeration port is located on top of thereservoir to permit bleeding the air from the pumpand output hose.

Figure 5-11.—Fluid service unit, Model HSU-1.

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The can-holder and handle assemblies aremounted above the 2-gallon reservoir. The can holderpositions the installed l-gallon fluid container directlyabove the reservoir. Also, it provides a means ofplacing the handle assembly over the container top.The handle assembly is hinged to a bracket on thecan-holder assembly. It has a spring-loaded latch tolock the handle in the closed position. In addition tothe carrying handle, the handle assembly contains anupper can piercer, a vent check valve, and a filter. Avent hose is connected between the top of the reservoir(sight gauge) and the upper can piercer.

Fluid is delivered by a hand pump. The pump candeliver 1.5 fluid ounces per full stroke at 0 to 250 psi.The pump is operated with a sliding pump handle,which is held in the extended or retracted position bya spring-loaded ball detent. The 3-micron filter on thepump base removes particulate contamination fromthe hydraulic fluid being delivered to the suction sideof the pump. The filter unseats a shutoff valve, whichcloses the suction port when the filter element is beingreplaced.

The HSU-1 service unit has a 7-foot service hoseconnected to the unit’s fluid output port at the pumpassembly. The hose assembly ends with a shortbent-tube assembly for direct connection to fill fittingson the aircraft or components being serviced. A3-micron, in-line filter located between the hose endand the tube prevents reverse-flow contamination andserves as a final filter. When the fluid service unit isnot in use, it is stored by wrapping the hose assemblyaround the can-holder assembly and fastening the tubeend to the hose storage fitting on the base. This keepscontaminants from entering the hose while the unit isnot in use.

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Q17. The air pressure in aircraft tires must be checkedhow often?

Q18. Why is it important for the operator of the remoteinflator unit to stand directly fore or aft of the tirebeing inflated?

Q19. Why must a tire be deflated prior to removing awheel assembly from an aircraft?

Q20. Liquid oxygen converters are refilled bypersonnel from what rating?

Q21. The high-pressure air valve, shown in figure 5-8.is used on most naval aircraft for what purpose?

Q22. What purpose does the purifier serve on thenitrogen servicing trailer?

Q23. What is the holding capacity of the fluid servicingunit (HSU-1)?

SAFETY

LEARNING OBJECTIVE: Identify safetyprecautions used when working around aircrafton the flight line and aboard ship.

Safety is the responsibility of everyone in theNavy. You are responsible for your own safety, and,as a sailor, you have the moral responsibility for thesafety of your shipmates. As a plane captain, you willbe exposed to dangerous situations. In fact, manyinsurance companies rate flight line operations and, inparticular, the flight deck environment among themost dangerous jobs in the world. The following textwill introduce you to some of the many hazards of yourwork area.

LINE SAFETY PRECAUTIONS

In addition to the more specific safety precautionspresented in various sections of this chapter, there area number of miscellaneous precautions that you mustobserve when working on the aircraft flight line andthe carrier flight deck. The following precautions areof special importance to ensure your safety as well asthe safety of your coworkers.

Propellers and Rotors

When working on the line around propeller-drivenaircraft or helicopter rotors, the first generalprecaution that you must observe is to BEWARE OFPROPELLERS. When you see a propeller, let it be aconstant reminder to STAY CLEAR! In general, donot cross in front of moving propellers because theyare not easily seen. A good habit is to always walkaround propellers. Unless you are inspecting orperforming maintenance on the propeller blades,NEVER walk through a prop arc, even when it is notoperating. The area around the aircraft must be keptclear of loose gear and debris.

Intake Ducts

Maintenance of jet engines presents majorhazards. The air intake duct of operating jet enginesrepresents an ever-present hazard to personnelworking near the inlet duct of the aircraft. It can alsobe a hazard to the engine itself if the turnup area aroundthe front of the aircraft is not kept clear of debris. Jet

engines will “eat” anything and they have no respectfor life or limb. This hazard is greatest duringmaximum power settings (high-power turnup).

The air inlet duct may develop enough suction topull hats, eyeglasses, loose clothing, and rags frompockets. Secure or remove all loose articles beforeworking around operating jet engines. In someengines, the suction is strong enough to pull a person

up to or, in some cases, into the inlet and pull theeyeballs from their sockets. Keep clear of the intakes.

Protective screens (fig. 5-12) are supplied as partof the ground handling equipment for most jet aircraft.These screens should be installed before allmaintenance turnup. Turnup screens protect bothpersonnel and engines. It does NOT eliminate the needfor caution; serious injury can still result by being

Figure 5-12.—Engine inlet protective screen.

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pulled against the screen, and small items can be pulledthrough the screen. This results in thousands of dollarsof damage to the engine.

Exhaust Area Hazards

Jet engine exhaust also creates hazards. Testsshow that while the carbon monoxide content of jetexhaust is low, other gases are present that irritate theeyes. Less noticeable, but as important, is therespiratory irritation that may be caused by exhaustfumes.

The two major hazards of jet engine exhaust arethe high temperature and high velocity of the exhaustgases from the tailpipe. High temperatures are foundup to several hundred feet from the tailpipe, dependingon wind conditions. Closer to the aircraft,temperatures are high enough to damage asphaltpavement. The blast from the exhaust is strong enoughto knock a person down at close distances and can evenblow a body off of the flight deck overboard. Do nottake the signs lightly. BEWARE OF JET BLAST.

When a jet engine is started, excess fuelaccumulates in the tailpipe. When the fuel ignites, longflames can be blown out of the tailpipe. All flight linepersonnel should be aware of this hazard, and allflammable materials should be kept clear of the dangerarea.

During maximum power settings, the highvelocity of the exhaust gases may pick up and blowloose dirt, sizable rocks, sand, and debris severalhundred feet. This is an eye and FOD hazard.Therefore, you should use caution when parking anaircraft for run-up. The general information section ofthe applicable MIM contains information concerningthe exhaust area hazards. These instructions should bestrictly followed. No one should foolishlyexperiment with the specified safety margins.

After engine operation, no work should be done tothe exhaust section for AT LEAST ONE-HALFHOUR (preferably longer). If work is necessaryimmediately, you must wear leather gloves.

Engine Noise

Jet engines produce noise capable of causingtemporary as well as permanent loss of high-frequencyhearing. When working around jet engines, you shouldtake the following precautions to protect your hearing:

Wear the proper ear protection (ear plugs orsound attenuators and sometimes both).

Do not exceed the time limits on exposure to thevarious sound intensities.

Have periodic checks on your hearing ability.

Engine noise is broadcast from the aircraft inpatterns, which vary in direction, distance, andintensity with engine speed. The most intense soundareas are in the shape of two lobes extending out andaft from the aircraft center line. However, dangerousintensities are also present to the side and forward ofthe aircraft. (See fig. 5-13) This information is foundin the applicable Naval Air Training and OperatingProcedures Standardization (NATOPS) manual.

Damage to hearing occurs when the ear is exposedto high sound intensities for excessive periods. Thehigher the sound intensity, the shorter the period ofexposure that will produce damage. Above 140 decibel(dB) sound intensity, any exposure without earprotection can cause damage.

NOTE: Sound intensity is measured in decibels(dB). A dB is a number that relates a given soundintensity to the smallest intensity that the averageperson can hear.

By wearing regulation earplugs or soundattenuators, you can raise the limits of time exposure.Personnel working within danger areas should befamiliar with calculated noise dB levels (as specifiedin the applicable MIM), and should wear the necessaryprotective equipment.

Q24.

Q25.

Q26.

Q27.

Q28.

According to many insurance companies, whatis considered the most dangerous environment inthe world?

When you work around aircraft with propellers,when is it safe to walk through or stand in theprop arc?

Does a protective screen over the inlet of anoperating aircraft engine eliminate thepossibility of serious injury?

What are the two major hazards of jet engineexhaust?

Any exposure, without ear protection, can causehearing damage above what decibel (dB) level?

Movable Surface Hazards

Moveable surfaces, such as flight control surfaces,speed brakes, power-operated canopies, and landinggear doors, are a major hazard to flight line personnel.These units are normally operated during ground

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Figure 5-13.—Noise danger areas.

operations and maintenance. Therefore, you shouldmake sure that all personnel and equipment are clearof the area before operating any movable surface.

Power-operated canopies have safety locks thatmust be installed during ground-handling operations.These safety locks prevent the accidental closing of

the canopy, preventing personnel from being crushedas the canopy closes.

The general information and servicing section ofeach MIM contains specific information concerningthe various movable surface hazards and specifies thesafety locks that must be used. Personnel involvedwith line operations and maintenance should pay

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particular attention to this information because someof these units move extremely fast with terrific power.

Seat Ejection Mechanisms

You must strictly observe all safety precautionswhen working around an aircraft equipped with anejection seat. These safety precautions cannot beoveremphasized because accidental actuation of thefiring mechanism can result in death or serious injuryto anyone in the cockpit area.

Each ejection seat has several ground safety pins;the exact number depends upon the type of seat. Thesesafety pins are provided on red-flagged lanyards foruse at every point of potential danger. They must beinstalled when the aircraft is on the ground or deck,and must never be removed until the aircraft is readyfor flight.

Always keep in mind the following generalprecautions when you are working on or aroundejection seats:

Treat ejection seats with the same respect as aloaded gun.

Always consider an ejection seat system loadedand armed.

Before entering a cockpit, know where theejection seat safety pins are and be certain theyare installed.

Only authorized personnel may work on ejectionseats and components and only in an authorizedarea.

Overheated Wheel Brakes

If an aircraft has been subjected to excessivebraking, the wheels may be heated to the point there isdanger of a blowout or fire.

NOTE: Excessive brake heating weakens the tireand wheel structure, increases tire pressure, andcreates the possibility of fire in magnesium wheels.When the brakes on an aircraft have been usedexcessively, the fire department should be notifiedimmediately. All unnecessary personnel should leavethe immediate area.

If blowout screens, such as the one shown in figure5-14, are available, they should be placed around both

Figure 5-14.—Blowout screen for overheated brakes.

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main wheels. These screens help prevent damage orinjury if a blowout occurs. If the tire is flat, explosivefailure of the wheel or tire will not result. However,upon sudden cooling, an overheated wheel mayfracture or fly apart, which could hurl bolts orfragments through the air with sufficient speed toinjure personnel.

Required personnel should approach overheatedwheels with extreme caution in the fore or aftdirections—never in line with the axle.

NOTE: The area on both sides of the tire andwheel, in line with the axle, is where the fragmentswould be hurled if the tire were to explode. Therefore,it is called the danger area (fig. 5-14).

Heat transfer to the wheel will continue until thebrake is cooled. Therefore, the danger of explosivefailure may exist after the aircraft is secured if theoverheated brake is not cooled. The recommendedprocedure for cooling overheated wheel, brake, andtire assemblies is to park the aircraft in an isolatedlocation. Then, allow the assembly to cool in ambientair for 45 to 60 minutes. Cooling agents should not beused to accelerate cooling unless operational necessitydictates their use. If such an operational necessity wereto occur, the cooling should be supervised by someonein the AM rating.

WARNING

Never use CO2 to cool overheated brakes.A violent explosion can occur.

Liquid Oxygen (LOX)

When working with or around liquid oxygen, youmust take the following safety precautions:

Do not operate liquid oxygen equipment unlessyou are qualified, licensed, or working under thesupervision of qualified personnel.

Do not permit smoking, open flames, or sparksin the liquid oxygen handling areas.

Do not carry matches in liquid oxygen handlingareas.

Always call oxygen by its proper name. Do notconfuse it with compressed air. Never use oxygen inplace of compressed air for any purpose.

Handle converters, storage tanks, and transferequipment with care to avoid damage to the insulatingspace.

Keep work areas and equipment free from oil,grease, or any other combustible material.

Keep tools and clothing free from oil and grease.

Avoid spilling liquid oxygen on the floor or deckareas. In case of accidental spillage, ventilate the areathoroughly.

If the body comes into contact with liquid oxygenor there is reason to suspect some part of the body hasbeen frozen or chilled, thaw the exposed area, preferablyby immersion or by bathing it in water that is slightlyabove normal body temperature. Then wrap the exposedarea loosely with a clean, dry dressing. Report to adoctor immediately. Do not apply anything else to theaffected area other than a clean, dry dressing.

CAUTION

Liquid oxygen can explode when it comesinto contact with oil or grease.

LOX Protective Clothing

Protective clothing allows you to work safely withLOX. Wear clothing in the following ways:

Wear goggles or safety glasses with side shieldsor a face shield when handling LOX.

If LOX is spilled on clothing, remove theclothing immediately and air it promptly. In general,wear all clothing so that, if there were spillage, the liquidwould roll off the clothing and not become trapped ingloves, shoes, or pockets. Other items of protectiveclothing are plastic or rubberized fabric aprons, high-topshoes or rubber boots, and cuffless trousers wornoutside the shoe tops. The clothing should not havepockets, and sleeves and trousers should not be rolledup.

Do not handle with your bare hands any tubingor fittings through which LOX is flowing. Wear clean,dry gloves when handling parts of equipment cooled byLOX. Use loose-fitting leather gloves so they can bethrown off quickly if any of the LOX gets into them.

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FLIGHT DECK SAFETY

The flight deck of an aircraft carrier is a very busyand dangerous place during launching, recovery, andrespotting of aircraft. Plane captains and othermaintenance personnel assigned specific dutiesassociated with the flight deck must be constantlyaware of the dangerous environment in which theywork.

You should receive predeployment traininglectures on aircraft handling procedures, flight andhangar deck safety precautions, responsibilities duringlaunch and recovery of aircraft, tie-down requirementsand techniques, and special shipboard maintenanceprocedures and safety precautions. This trainingrequirement is in addition to the general indoctrinationgiven all personnel concerning flight quarters, generalquarters, fire, abandon ship, man overboard, and othergeneral drills. Also, this indoctrination covers shipconditions, smoking and safety precautions, andwatchstanding requirements peculiar to shipboardoperations.

Flight line safety precautions (previouslydiscussed) apply to flight deck operations. Theprimary difference is the limited space and tempo ofoperations experienced on the flight deck, causingflight deck operations to be more dangerous.

During launch and recovery of aircraft, allpersonnel not required should leave the flight deck andcatwalk areas. The safe parking area aft of the islandis also an unauthorized space for personnel duringaircraft recovery.

Personnel should not stand in or otherwise blockentrances to the island structure or exits leading off thecatwalks. Never turn your back on aircraft taxiing onthe flight deck. Always be alert for the unexpected.There is never room for carelessness, daydreaming, orskylarking on the flight deck.

All personnel assigned flight quarters on or abovethe hangar deck must wear appropriate jerseys andhelmets. Personnel on the flight deck during flightquarters must wear the cranial impact helmet or itsequivalent, goggles, sound attenuators, flight deckshoes, flotation gear, an adequately secured whistle,and a survival light. The authorized flight quartersclothing for the different flight deck jobs is shown infigure 5-15.

Any maintenance performed on aircraft that willrequire wingspread/fold, respot, turnup, blade track,jacking, or maintenance that will prevent the aircraft

from being moved must be approved through theactivity’s maintenance control. This is true regardlessof how much or how little time is required for the workto be performed. The activity’s maintenance control,before it can grant approval, must obtain permissionfrom the aircraft handling officer by way of the airwing, group maintenance liaison officer, or his or herrepresentative.

When an aircraft is being turned up or jackingoperations are being performed, make sure that thepermission of the aircraft handling officer has beenreceived and that all ship’s safety regulations areobserved. Safety men, with sufficient line to block offthe area, must be stationed around the aircraft.

Each ship may have safety precautions unique tothat ship due to operational requirements and specialcircumstances. Petty officers are responsible forknowing and enforcing the safety precautions thatapply to their area of work and their personnel.

Q29.

Q30.

Q31.

Q32.

Q33.

What system or mechanism should you alwaystreat with the same respect as a loaded gun?

In relation to overheated wheel brakes, whatarea is considered the “danger area”?

What item, if used to cool overheated brakes, islikely to cause an explosion?

Why is it important to keep tools, work areas, andclothing free from grease and oil when workingaround LOX?

What are the primary differences between flightline and flight deck operations?

SPECIAL PROGRAMS

LEARNING OBJECTIVE: Identify the Navy’sspecial maintenance programs related to NavalAviation and their purposes.

The special programs discussed in this chapter arecovered in detail in the Naval Aviation MaintenanceProgram, OPNAVINST 4790.2. Until Volume V ofOPNAVINST 4790.2 is issued, which covers NavalAviation Maintenance Standard Operation Procedures(NAMSOP), a local, more convenient source ofinformation on these special programs is yoursquadron maintenance instructions (MIs). Technicalinformation and local policy are issued through MIs.MIs describe techniques that do not direct theperformance of work at defined intervals but aresustaining in nature. MIs include policy, procedures,and methods of managing specific maintenance

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PERSONNEL HELMET FLOTATION VEST SYMBOLS, FRONT AND BACK

Aircraft handling crew and chock men Blue Blue Crew number

Aircraft handling officers and plane Yellow Yellow Billet title—crew number (note 1)directors

Arresting gear crew Green Green A

Aviation fuels crew Purple Purple F

Cargo handling personnel White Green “SUPPLY”/“POSTAL” as appropriate

Catapult and arresting gear officers Green Yellow Billet title

Catapult crew Green Green C

Catapult/AG QA Green White ALRE QA

Catapult safety observer (ICCS) Green (Note 4) Billet title

Crash and salvage crews Red Red Crash/Salvage

Elevator operators White Blue E

Explosive ordnance disposal (EOD) Red Red “EOD” in black

GSE troubleshooter Green Green “GSE”

Helicopter LSE Text T e x t Text

Helicopter plane captain Red Brown H

Hook runner Green Green A

Landing signal officer None White LSO

Leading petty officers:

Line Geen Brown

Maintenance Green Green

Quality assurance Brown White

Squadron plane inspector

Squadron designator and “Line COP”

Squadron designator plus “Maint. COP”

Squadron designator and “QA”

Green White Black and white checkerboard pattern andsquadron designator

LOX crew White White LOX

Maintenance crews Green Green Black stripe and squadron designator

Medical White White Red cross

Messengers and telephone talkers White Blue T

Ordnance Red Red 3-inch black stripe and squadrondesignator/ships billet title

Ordnance QA White (Note 6) Squadron designator and“ORDNANCE QA/SAFETY”

Photographers Green Green P

Plane captains Brown Brown Squadron designator

Safety White White “SAFETY”

Figure 5-15.—Authorized flight quarters clothing.

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HELMET FLOTATION VEST SYMBOLS, FRONT AND BACK

“SUPPLY COORDINATOR”

PERSONNEL

Supply VERTREP coordinator White Green

Tractor driver Blue Blue Tractor

Tractor king Blue (Note 5) TK

Transfer officer White White “TRANSFER OFFICER”

1. Only personnel charged with the actual control or direction of aircraft movements on the flight or hangar deck shall wearyellow jerseys. Personnel in charge of a detail, such as aviation fuels, ordnance, and maintenance, shall wear a helmet andjersey corresponding in color to that of their respective detail and with their billet title on the jersey and flotation vest.

2. Helmets for the following personnel shall be marked with three reflective international orange stripes, one inch wide,evenly spaced, running fore and aft:

a. All air department officers.b. Air department chief petty officers and leading petty officers.c. EOD team members.d. All ordnance officers and gunners.e. Ordnance handling officer and air gunner.

3. Helmets for all other personnel shall be marked with a 6-inch square (or equivalent) of white reflective tape on the backshell and a 3-inch by 6-inch (or equivalent) of white reflective tape on the front shell. Landing signal officers are not requiredto wear helmets or sound attenuators when engaged in aircraft control. Helmets shall have a 2-inch piece of velcro on theleft side of the front shell and velcro on the survival light.

4. New requirement for ICCS is green jersey and yellow vest.

5. Yellow jersey/blue flotation vest.

6. White jersey/red flotation vest.

Figure 5-15.—Authorized flight quarters clothing—Continued.

programs. When issued, the NAMSOP will eliminatethe need for maintenance instructions at commandlevel. NAMSOPs will standardize these programsthroughout aviation maintenance. As a plane captain,you will be involved with these programs. Therefore,you must know the purpose and scope of the specialprograms discussed in the following text.

FOREIGN OBJECT DAMAGE (FOD)PREVENTION PROGRAM

FOD is damage to aeronautical equipment causedby objects and debris foreign to that equipment.Foreign objects are also major safety hazards topersonnel if the objects are left on the flight line/flightdeck to be blown around by aircraft.

The ingestion of foreign objects and debris intogas turbine engines is a problem that accounts for thelargest percentage of premature engine removal. Theremoval of these engines consumes maintenanceman-hours, imposes unscheduled workloads onsupporting activities, and creates an unwarrantedshortage of engines and spare engine parts in the

supply system. Thus, the training capability and fleetoperational readiness are drastically reduced. Themajority of gas turbine engines undergoing depotrework exhibit some degree of FOD.

Most FOD is caused by poor housekeeping,facility deterioration, improper maintenance practices,and carelessness. FOD cannot be tolerated; thus, therequirement to reduce FOD is mandatory. A successfulFOD prevention program depends upon commandsupport, personnel knowledge and awareness, and itsintegration into the total maintenance effort.

As a plane captain, you can help prevent FOD bychecking the deck for loose gear (nuts, bolts, washers,and safety wire) after maintenance is completed. Also,you should check the intakes and exhausts of youraircraft during the daily/turnaround inspection.

TOOL CONTROL PROGRAM (TCP)

The Tool Control Program (TCP) reduces thepotential for tool FOD-related mishaps and keepsdown the cost of tool replacement. This program givesyou a fast way to account for all tools, both before and

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after completing a maintenance task on an aircraft orits related equipment. The material control officercoordinates the Tool Control Program and makes surethat tools are procured and issued according to theapproved tool control plan (TCPL). A TCPL containsinformation that includes material requirements, toolinventories, and detailed instructions for operation ofthe TCP for a specific type/model of aircraft.

The TCP is based upon the instant inventoryconcept. It provides internally configured, silhouettedtool containers. All tools have individual locations tohighlight a missing tool. An inventory listing isincluded within each container. On containers thatcannot be silhouetted, a note with the inventory anddrawing of the container outline is fastened to thecontainer. It is securely fastened so it will not becomea FOD hazard. Either system lets you quicklydetermine that all tools have been retrieved after amaintenance action. The most significant benefit ofthis program is the saving of lives and equipment byeliminating tool FOD-caused accidents. Additionalbenefits of the Tool Control Program are listed below.

Reduced initial outfitting and tool replacementcosts

Reduced tool pilferage

Reduced man-hours required to complete eachmaintenance task

Assurance that proper tools are available forspecific maintenance tasks

METROLOGY AND CALIBRATIONPROGRAM (METCAL)

Most maintenance shops are provided with avariety of calibrated support equipment that is used tomaintain many different systems. This calibrated SEis used to measure, gauge, test, inspect, or otherwiseexamine material, supplies, and equipment todetermine compliance with requirements establishedin technical documents. The accuracy of thisequipment is vital in everyday maintenance. TheMETCAL program was designed to make sure that allequipment requiring calibration/servicing ismaintained at maximum dependability. The recall ofequipment for calibration at established intervals isassisted by the Metrology Automated System forUniform Recall and Reporting (MEASURE). TheMEASURE goal is to provide a single, uniformmanagement information system for the NavyMETCAL Program.

As a plane captain, you are responsible forchecking each piece of equipment (hydraulic servicingunit, oil servicing unit, etc.) to make sure that thecalibration label is valid (has the current date on it). Ifyou find an out-of-date calibration label, the piece ofequipment should not be used, and you should makean immediate report to your supervisor.

JOINT OIL ANALYSISPROGRAM (JOAP)

The Joint Oil Analysis Program (JOAP) wasdesigned so the oil condition of equipment can bediagnosed and monitored without removing orextensively disassembling equipment. As a planecaptain, you will be directed by maintenancecontrol through a Visual Information DisplaySystem/Maintenance Action Form (VIDS/MAF) orNALCOMIS to take an oil sample. The oil sample youtake might be from a certain aircraft engine,transmission, or other aircraft component. You mustbe careful when taking the sample. You must be surethat you do not cause the sample to becomecontaminated. Additionally, you must fill out an OilAnalysis Request Form (DD Form 2026), shown infigure 5-16. After you have completed this form, thesample is sent to the appropriate oil laboratory whereit is checked for contamination. If contamination ispresent in the sample, corrective action is taken.

HYDRAULIC CONTAMINATIONCONTROL PROGRAM

Hydraulic fluid contamination is the presence ofundesirable foreign matter, which may or may not bevisible to the unaided eye. Typical fluid contaminantsinclude metallic and nonmetallic debris (bothself-generated and externally introduced), water, andother foreign fluids. This contamination degradessystem performance and component life. TheHydraulic Contamination Control Program alsoincludes other systems that contain fluid. Examplesare the F-14 aircraft’s radar liquid coolant and missilecoolant systems. Also, some pieces of SE are includedin this program.

Hydraulic system contamination levels aremonitored by means of a fluid surveillance program.When systems fail to meet required cleanliness levels,decontamination procedures are used to restoresystems to an acceptable level. The acceptablecontamination levels, related maintenance doctrine,and detailed maintenance requirements are specifiedin the Aviation Hydraulics Manual, NAVAIR01-1A-17.

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Figure 5-16.—Oil Analysis Request, DD Form 2026.

The prime objective of the Hydraulic thereby providing for safe and efficient operation ofContamination Control Program is to maintain a naval aircraft and SE. Undetected and uncontrolledsatisfactory level of fluid purity in hydraulic systems, contamination in an aircraft hydraulic system poses a

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serious threat to flight safety. This program is anongoing effort to control hydraulic fluidcontamination.

AIRCRAFT FUEL SURVEILLANCEPROGRAM

Foreign contaminants and water in aircraft fuelsystems constitute a major hazard in naval aircraft.Harmful effects of water, particulates, andmicrobiological growth include erratic or incorrectfuel quantity indications; icing of filters, valves, andother fuel system components; engine failure causedby carburetor/fuel control icing or malfunction; and jetengine starting difficulties. Further, if contaminationremains undetected, rubber fuel cells deteriorate andbecome permanently damaged. Constant vigilance bymaintenance personnel is required to ensure that clear,bright, and dry fuel is delivered to the aircraft, andsubsequently to its engines.

All aviation fuels are produced under rigidlycontrolled specifications. To maintain its high quality,maintenance personnel must take careful andcontinual measures to prevent contamination.

Contamination can occur from fuel mixing withother bulk petroleum products as well as from dirt,rust, and water. Serious engine and airframe problemsdevelop if inadequate attention and effort are given tomaintaining fuel quality. Since no two fuel systems areidentical, it is not possible to establish rigid anddetailed procedures that will apply in all situations.

The plane captain takes fuel samples fromlow-point drains of all fuel cells/tanks before the firstflight of the day. This action is normally accomplishedduring the daily inspection. This also includes anyauxiliary, external, or in-flight refueling tanks.Additional information on this program can beobtained in the Aircraft Refueling NATOPS Manual,NAVAIR 00-80T-109.

Q34. What builds a successful FOD program?

Q35. What officer coordinates the Tool ControlProgram?

Q36. What is the most significant benefit to the ToolControl Program?

Q37. What is the prime objective of the hydrauliccontamination control program?

Q38. What publication contains detailed informationon the Aircraft Fuel Surveillance Program?

AVIATORS BREATHINGOXYGEN (ABO) SURVEILLANCEPROGRAM

Aviator’s breathing oxygen (ABO) comes in bothgaseous and liquid states. Liquid oxygen (LOX) isconverted to a gaseous state before its delivery to theaircrew. Because oxygen can be contaminated easily,LOX requires frequent and continual monitoring bypersonnel to ensure detection of contamination. Thesafety of the aircrew is of the utmost priority.

An oxygen surveillance program is the primarymethod of ensuring that each operation in the LOXsupply system is carried out in strict compliance withestablished procedures. Surveillance begins withprocurement or generation of LOX and continuesthroughout storage, handling, transfer, and servicingin the aircraft. This program is also applicable to allnaval activities involved in the support andmanufacture of LOX and related equipment.

Each person associated with the AviationBreathing Oxygen Surveillance and ContaminationProgram should have a thorough knowledge of thecharacteristics of liquid oxygen and gaseous oxygenand the hazards of contamination. Each person shouldalso know the quality standards listed in the ABOSurveillance Program Laboratory Manual and FieldGuide, A6-332A0-GYD-000.

EGRESS SYSTEM CHECKOUTPROGRAM

The high-performance aircraft used by the Navyplaces extreme demands on emergency escapesystems. These systems contain high-explosivedevices that are designed for onetime use only.Actuation of these devices could result in severe injuryor death to personnel and damage to or destruction ofaircraft. Therefore, because of the inherent dangersassociated with ejection seats and canopy systems, anegress systems checkout procedure is required.

The egress/environmental work center (AMEshop) indoctrinates all personnel in the hazards andsafety precautions associated with these systems. Asystem checkout must be given by a qualified AME toall new maintenance personnel before they performany aircraft maintenance work. Maintenancepersonnel must be checked out every 6 monthsthereafter before the last day of the requalificationmonth. In addition, any personnel removed fromaircraft maintenance responsibilities for more than 90

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days must receive an egress system checkout beforeperforming any aircraft maintenance. Theegress/environmental work center and the othermaintenance work centers maintain records of systemcheckouts. including date given, date due, and thesignature of the AME performing the checkout. Theplane captain must make sure that new personnelassigned to him or her for training have a currentegress system checkout before entering the cockpit.

ELECTROSTATIC DISCHARGE(ESD) CONTROL/PREVENTIONPROGRAM

ESD is the transfer of electrostatic charge betweenbodies at different electrostatic potentials. This iscaused by direct contact or induced by an electrostaticfield.

ESD-safe areas are required in such areas assupply. production control, and maintenance shops. Inthese areas, the technician is tied to a soft ground thatreduces high current flow for personal safety.

The QA division ensures the following guidelinesare followed in the work center.

All work centers involved in avionicmaintenance and handling of ESD-sensitiveassemblies have ESD training programs.

ESD protective equipment and materials areused to ensure personnel and equipment safety.

WARNING

For personnel safety, all energized equip-ment must be isolated from the work stationmat and other conductive material.

TRAINING PROGRAM

The Navy places great emphasis on effective andcontinual training. A supervisor in a maintenanceactivity has an ongoing responsibility for training hisor her personnel. An efficient training programminimizes the loss when experienced maintenancepersonnel transfer from the activity. Since theactivity's operational readiness depends largely on thecapability of the maintenance department, the qualityof the training program is important.

In-service training is a command responsibility.Since this training represents a major contribution to

the Navy’s overall training effort, a systematicin-service training program must be conducted.

In-service training is conducted in twomethods-formal and informal. Formal in-servicetraining is conducted through formal lectures andcomputer-based training (CBT). Informal in-servicetraining is conducted through the performance ofon-the-job training (OJT) and the completion ofPersonal Qualification Standards and requiredreading.

As a plane captain, you will be exposed to all typesof training. Portions of this training will improve yourskills as a plane captain and prepare you for furtheradvancement. Other portions of this training, such asfire fighting, may, in an emergency situation, saveyour life. You should always learn all you can in anytraining situation.

HEARING CONSERVATIONPROGRAM

Hearing loss is a source of concern within theNavy, both ashore and afloat. Hearing loss can occurfrom exposure to impulse or blast noise (gunfire,rockets, etc.) or from continuous or intermittentsounds, such as jet engines or machinery noise inindustrial-type activities. Such loss may be temporary,disappearing after a brief period of nonexposure, or itmay become permanent through repeated exposures tointense noise levels. Hearing loss caused by exposureto hazardous noise and the high cost of associatedcompensation claims pose a significant problem,which requires action to reduce or eliminate hazardousnoise levels.

Your responsibilities as a plane captain make itimpossible for you to avoid noise in day-to-day flightoperations, but you are provided with the means ofprotecting your hearing. Always wear your soundattenuators (often referred to as ears) and follow therules for noise exposure for the type of aircraft you areworking on. The hearing conservation program isoutlined in Navy Occupational Safety and HealthProgram Manual, OPNAVINST 5100.23, and hasestablished as its goal the elimination and preventionof hearing loss.

RECOVERY AND RECLAMATION OFCRASH-DAMAGED AIRCRAFT

Aircraft accidents/incidents involving exposure togross amounts of salt water. fire-extinguishing agents,or other corrosive agents require emergency action to

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prevent further damage to the aircraft and/or systems.The majority of emergency reclamation actions arecaused by carelessness or the lazy attitudes ofindividuals. For example, overhead sprinkler systemsare often triggered by improper use of ground supportequipment (exhausts not vented properly). Failure toclose a canopy on an aircraft compounds the problemby making the aircraft subject to water damage. Propertraining or supervision should keep reclamationactions to a minimum. General procedures and basicpolicies for the recovery, reclamation, and transfer ofcrash-damaged aircraft are contained in The NavalAviation Safety Program, OPNAVINST 3750.6;Aircraft Material Condition Definitions,Mission-Essential Subsystems Matrices (MESMs),and Mission Descriptions, OPNAVINST 5442.4; andPolicy and Procedures for Aircraft, Aircraft Enginesand Related Aeronautical Items Reclamation andDisposal Program, NAVAIRINST 4500.11. Thesepublications are available on a need-to-know basisonly.

SUPPORT EQUIPMENTTRAINING AND LICENSINGPROGRAM

The assistant aircraft maintenance officermanages the Support Equipment (SE) Training andLicensing Program. The quality assurance (QA)division monitors it. The results of improper use ofsupport equipment are excessive ground handlingaccidents, excessive repair costs to equipment andaircraft, the reduction of operational readiness, andpersonnel injuries-the most expensive cost of all.The major reason for the improper use of SE isattributed to the lack of training and effectivesupervision.

The training program consists of classroomtraining conducted by the supporting activity’s AIMD,on-the-job training, and completing any personnelqualification standard (PQS) for that equipment.Classroom training is given so that personnel willknow the proper operation and organizationalmaintenance for a particular piece of supportequipment. Upon satisfactory completion of thetraining conducted by the supporting activity, acompletion certificate for the individual trained on aspecific item of SE is forwarded to the permanentactivity. The activity, upon receiving the completioncertificate, forwards it to the appropriate divisionofficer. The division officer ensures that the individualhas received the appropriate amount of “on aircraft”

training to become qualified to use the specific unit ofSE. The Restriction block on the SE license mustidentify the type, model, and series of aircraft on whichthe equipment can be used.

Once satisfied that the individual is qualified, thedivision officer will endorse the completion certificateand initiate the support equipment operator’s license(fig. 5-17). The individual will sign the license, andthen it is forwarded to the maintenance officer forsignature. Each piece of equipment must be itemized;for example, NC8, NC1O, etc. Any license containinggeneral equipment statements (aircraft tow tractor,mobile electric power plant, etc.) is not valid. Only oneitem per line is listed. After the signatures have beenobtained, the license issued is valid for 3 years forequipment and aircraft regardless of the activity towhich the licensee is assigned.

Activities honoring licenses issued by othercommands verify the operator’s proficiency beforeallowing the individual use of the equipment. Transferto an activity operating the same SE detailed on thelicense, but with a different type/model aircraft,invalidates the license. Transfer to an activityoperating the same type/model but a different seriesmerely requires verification of proficiency. Licenserenewal on a new card, whether issued at the time ofexpiration or transfer, is granted only after a newdetermination of qualifications has been made.

Qualification for license renewal consists ofpassing the same written and practical tests used forinitial licensing to ensure equipment O-levelmaintenance/operation and on-aircraft proficiency.Failure requires personnel to repeat the course ofinstruction for the equipment concerned. Theexpiration date for each specific type of SE is noted incolumn 8B on the license. The "Date Expires" blockon the front of the license should be marked "NA."Commanding officers (COs) of issuing activities may,as conditions warrant, require personnel in theiractivities to be requalified sooner.

SUPPORT EQUIPMENT MISUSE/ABUSEPROGRAM

Support Equipment Misuse/Abuse forms can besubmitted by anyone witnessing misuse or abuse (fig.5-18). The division of the individual originating thereport retains a copy of the Support EquipmentMisuse/Abuse report, and the original report is sent tothe organization that has Individual MaterialReadiness List (IMRL) reporting responsibility for the

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Figure 5-17.—CSN Aviation Support Equipment Operators’ License.

SE. Also, a copy of the report is sent to thecommanding officer of the command to which theoffender is attached and/or the commanding officer ofthe command that held custody of the item where themisuse or abuse occurred for appropriate action. As aminimum, the QA division of the command receivingthe report conducts an investigation. QA also performsanalysis to provide appropriate recommendations forcorrective action. Reports will be returned to thecommand having IMRL reporting responsibilitywithin 10 working days.

Q39.

Q40.

Q41.

Q42.

Any personnel removed from aircraftmaintenance responsibilities for more than howmany days must receive a egress system checkoutprior to performing aircraft maintenance?

What manual outlines the hearing conservationprogram?

What person manages the Support EquipmentTraining and Licensing Program?

Who init iates a Support EquipmentMisuse/Abuse form?

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Figure 5-18.—Support Equipment Misuse/Abuse Form (OPNAV 4790/108).

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AIRCRAFT INSPECTIONS

LEARNING OBJECTIVE: Define the types ofaircraft inspections required for propermaintenance and safety of naval aircraft.

Aircraft are subject to a variety of stresses, strains,vibrations, and detrimental environments. If notinspected regularly, the aircraft would soon becomeinoperable. Maintenance is performed in conjunctionwith inspections. This enables the aircraft to be flownsafely until the next inspection. The types ofinspections that are performed by activitiesresponsible for the maintenance of naval aircraft aredefined in the following paragraphs.

Acceptance inspection. This inspection isperformed at the time a reporting custodian accepts anewly assigned aircraft, and upon receipt of or returnof an aircraft from standard depot level maintenance(SDLM) or other major depot level work. It includesan inventory of all equipment listed in the AircraftInventory Record (AIR), a configuration verification,hydraulic fluid sampling, and a full systems functionalcheck flight (FCF). It also includes an inspection ofemergency systems and egress equipment. This shouldinclude functionally checking such items as fuel, oil.hydraulic shutoff valves, and prop feathering, as wellas the verification of cartridge-actuated devices(CADS) and aircrew escape propulsion systems(AEPSs). In addition, a daily inspection, as requiredby the applicable Planned Maintenance System (PMS)publication, should also be done. Activities may electto increase the depth of inspection if the equipmentcondition indicates such action is warranted.

Transfer inspection. This inspection is performedat the time a reporting custodian transfers an aircraft,including transfers to SDLM. It includes an inventoryof all equipment listed in the AIR, verification ofCADS and AEPS, a configuration verification,hydraulic fluid sampling, and a daily inspection asrequired by the applicable PMS publication. Activitiesmay elect to increase the depth of inspection if theequipment condition indicates such action iswarranted.

Daily inspection. Daily inspections areaccomplished between the last flight of the day and thenext scheduled flight. The daily inspection is valid fora period of 72 hours, provided no flight occurs duringthis period and no maintenance other than servicinghas been performed. If more than 72 hours elapsebetween the inspection and the next flight, the

inspection must be repeated. This inspection isperformed to check equipment that requires a dailyverification of satisfactory functioning. It alsoinvolves the search for and correction of relativelyminor problems to prevent their progressing to a statethat would require major work to remedy theproblems. Other items that require inspection atintervals more frequent than prescribed for calendarinspections are also included on the daily inspection,and thus are done along with the daily inspection onthe day they become due.

Conditional inspection. Conditional maintenancerequirements are unscheduled events required as theresult of a specific overlimit condition, or as a resultof circumstances or events that create anadministrative requirement for an inspection. Alogbook entry is required for a conditionalmaintenance requirement that prescribes inspectionsto determine equipment condition; for example,airframe hard landing, precarrier/predeployment,aircraft ferry, acceptance/transfer, or engineoverspeed/overtemp inspections. Those conditionalrequirements that specify servicing or fluid samplingneed not be logged.

Preflight inspection. The preflight inspectionconsists of checking the aircraft for flight readiness byperforming visual examinations and operational teststo discover defects and maladjustments that, if notcorrected, would cause accidents or aborted missions.This inspection is conducted before each flight toensure the integrity of the aircraft for flight and toverify proper servicing. It is valid for a period of 24hours, provided no flight and no maintenance otherthan servicing occurs during this period. When allpreflight requirements are contained within the dailycard set, accomplishment of the daily requirementsbefore the first flight of the day satisfies the preflightinspection requirements. When all preflightrequirements are not included in the daily card set, thepreflight inspection must be performed before flight.The application statement contained on the applicablemodel weapons system MRC introduction card statesspecific requirements.

Postflight inspection. The postflight inspection isaccomplished after each flight or ground operation ofthe aircraft. The postflight inspection is mainly a checkfor obvious defects (hydraulic, fuel, and oil leakage orstructural damage) and the installation of thenecessary safety locks and pins.

Turnaround inspection. Turnaround inspectionsare conducted between flights to ensure the integrity

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of the aircraft for flight, verify proper servicing, andto detect degradation that may have occurred duringthe previous flight. The turnaround inspection is validfor a period of 24 hours, provided that no flight and nomaintenance other than servicing occur during thisperiod. The accomplishment of the daily inspectiondoes not satisfy the turnaround requirements. Onaircraft that are furnished turnaround inspectionrequirements, the preflight and postflightrequirements do not apply.

Phase inspection. The phase maintenance conceptdivides the total scheduled maintenance requirementsinto small packages or phases of approximately thesame work content. These are done sequentially atspecified intervals. Completion of all required phasesat their specified intervals completes the phaseinspection cycle. The cycle is repetitive for the servicelife of the aircraft and is not interrupted during SDLM.Phase inspections are not included in the SDLMspecifications, and are not done during the SDLMprocess. Aircraft returning from SDLM/specialrework have the next phase due upon expiration of theauthorized interval from the last phase inspectioncompleted.

Special inspection. A special inspection is ascheduled inspection with a prescribed interval otherthan daily or phase. These intervals are specified in theapplicable PMS publication and are based on elapsedcalendartime, flight hours, operating hours, or numberof cycles/events; for example, 7, 28 days; 50, 100, 200hours; 10, 100 arrestments; or 5,000 rounds fired.

Zonal inspection. A zonal inspection is a generalinspection of a specific area of an aircraft. Theseinspections are for obvious defects, such as leaks,frayed cables, cracks, corrosion, or physical damage.Zonal inspections are normally performed inconjunction with other scheduled maintenance tasksby the rating assigned, such as an Aviation ElectronicsTechnician (AT) rating assigned to perform aninspection on a radar antenna may also be assigned a

zonal inspection of the compartment for obviousdefects.

NOTE: You should refer to the Naval AviationMaintenance Program (NAMP), OPNAVINST4790.2, for added information about the maintenanceprogram and the forms and records used in theprogram.

Q43.

Q44.

Q45.

Q46.

Q47.

Q48.

What type inspection is performed at the time areporting custodian accepts a newly assignedaircraft?

What type inspection is performed to checkequipment that requires a daily verification ofsatisfactory functioning.

What type inspection is required as the result ofa specific overlimit condition?

A preflight inspection is valid for a period of howmany hours?

What type inspection consists of checking theaircraft for fright readiness by performing visualexaminations and operational tests to discoverdefects and maladjustments that, if not corrected,would cause accidents or aborted missions?

What type inspections are normally performed inconjunction with other scheduled maintenancetasks by the rating assigned?

SUMMARY

This chapter identified the organization of the linedivision. Responsibilities and qualification of a planecaptain were covered but were not all inclusive.Special safety requirements and safety precautions foraircraft ashore and afloat were also mentioned. Specialprograms covered in this chapter touch on the basics.The information contained in these programs is morethan any individual could be expected to memorize orbe solely responsible for. You should keep informedof changes to programs at your command that mightaffect your work center.

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ANSWERS TO REVIEW QUESTIONS

A1. Maintenance department.

A2. The Support Equipment Branch.

A3. The Plane Captain Branch.

A4. The commanding officer.

A5. 100 feet.

A6. Nonsparking tools.

A7. Aft center body, upper speed brake, directly aft of overwing fairings anddirectly behind the canopy.

A8. The wind may carry fuel vapors toward a source of ignition.

A9. Three.

A10. Identify the aviation fuel.

A11. Pressure fueling gives aircraft a faster turnaround time.

A12. The appropriate aircrafr Maintenance Instruction Manuals (MIMs) and theAircraft Refueling NATOPS Manual, NAVAIR 00-80T-109.

A13. The internal fluid resistance to flow caused by molecular attraction.

A14. The Saybolt scale.

A15. MIL-H-83282.

A16. It should be properly disposed of immediately.

A17. Daily.

A18. This prevents the operator from being struck by debris if the tire were to fail.

A19. The wheel halves may separate when the axle nut is removed.

A20. AME rating.

A21. It is used to service struts, accumulators, air storage bottles, and othercomponents serviced with high-pressure air.

A22. It removes moisture that may have adhered to the valves or that wasaccidentally introduced into the system.

A23. 3 gallons. 2 gallons in the unit reservoir and 1 gallon in the can.

A24. The flight deck.

A25. Only when actually performing maintenance on the propeller.

A26. No! Serious injury can still result by being pulled against the protectivescreen.

A27. High temperature and high velocity of exhaust gases.

A28. 140 decibels (dB).

A29. Ejection seats.

A30. The area on both sides of the tire and wheel, in line with the axle.

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A31. CO2.

A32. LOX can explode when it comes in contact with oil or grease.

A33. Limited space and tempo of operations.

A34. Command support, personnel knowledge and awareness, and its integrationinto the total maintenance effort.

A35. The material control officer.

A36. Saving lives and equipment by eliminating tool FOD-related accidents.

A37. To maintain a satisfactory level of fluid purity in hydraulic systems to providesafe and efficient operation of naval aircraft and SE.

A38. The Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109.

A39. 90 days.

A40. Navy Occupational Saftey and Health Program Manual, OPNAVINST5100.23.

A41. The assistant aircraft maintenance officer (AAMO).

A42. Anyone witnessing the misuse or abuse.

A43. Acceptance inspection.

A44. Daily inspection.

A45. Conditional inspection.

A46. 24 hours, provided no flight and no maintenance have occurred during thisperiod.

A47. Preflight inspection.

A48. Zonal inspections.

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CHAPTER 6

WORK CENTER MANAGEMENT AND QUALITYASSURANCE

To most personnel, an assignment to a supervisoryposition is a welcome challenge. They like the feelingof the added prestige, authority, and the responsibilitythat accompanies the assignment. However, when youdo reach this level, you may soon realize that theposition of Work Center Supervisor is not as easy asit may have seemed when viewed from anotherposition.

Each day you may be confronted with many newproblems and situations that require immediate action.If you know the duties, responsibilities, personnel,equipment, tools, and job priorities, it will be easier tofunction in a supervisory capacity. However, if youdon’t possess this knowledge, your troubles maymultiply at an alarming rate.

A supervisor sets in motion the plans, schedules,and policies of his superiors. When you become asupervisor, you are primarily concerned with seeingthat the job is done correctly, safely, and efficientlywith no waste of materials. You will not necessarilyperform the work yourself. You must know yourpersonnel, know their limitations, assign them thework to be done, train them to do the best job possible,and, if necessary, direct them through the performanceof the work. YOU assume the responsibility for seeingthat the job is done, and done right. This role demandsskill, common sense, and mutual respect.

OBJECTIVES OF THE WORKCENTER SUPERVISOR

The first part of this chapter will discuss some of A specific list of duties and responsibilities can

the general duties and responsibilities of a supervisor be made concerning only a specific position.and a few ways to prevent some problems before they However, listed below are some typical duties andare problems. responsibilities common to all work center supervisors:

THE WORK CENTER SUPERVISOR

LEARNING OBJECTIVES: Describe theprimary concerns of the work center supervisor.Describe how the work center layout affectsefficiency and safety.

To be a supervisor, you must clearly understandthe terms supervision and supervisor. SUPERVISIONcan be defined as the act of guiding, directing,overseeing, evaluating, and controlling the activitiesof others in the accomplishment of an objective. ASUPERVISOR can be defined as the one who isresponsible for and directs the work of others.

Get the right person on the job at the right time

Use and place materials economically

Ensure personnel and equipment safety

Promote high morale

Maintain quality work

Keep accurate records and reports

Maintain discipline within the work center

Plan and schedule work

Train personnel

Procure the proper tools and equipment to do thework

THE SUPERVISORY POSITIONInspect, preserve, and protect tools andequipment

The job of supervising your personnel in a workcenter is a many sided task. Some of the techniques arelearned through past experience; others will be learnedduring actual supervision. Still other techniques maybe learned from self-study courses and technicalpublications.

Give clear orders and directions

Maintain liaison with other work centers

Check and inspect jobs and workmanship

Promote teamwork

Maintain good housekeeping

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By analyzing the typical duties and responsi-bilities listed above, you will find that they can begrouped into three broad objectives.

1. Operate with maximum efficiency and safety

2. Operate with minimum expense and waste

3. Operate free from interruption and difficulty

While these are the primary objectives of a workcenter supervisor, it is important for you to keep inmind that it also affords you the opportunity to gainpractical experience toward eventual promotion toChief Petty Officer.

Q1. What is the primary concern of a work centersupervisor?

Q2. The typical duties and responsibilities of thesupervisor can be grouped into broad objectives.List these three objectives.

OPERATING WITH MAXIMUMEFFICIENCY AND SAFETY

The operational efficiency of a work center isdependent to a large extent upon how conveniently thework spaces and equipment are arranged. Asequipment in your work center becomes obsolete, newequipment and new models are phased into theinventory. With this occurrence, efficiency naturallyincreases. This happens even in a poorly arrangedwork center, but the full work center potential may notbe realized. It may not be economically feasible tomake drastic changes in the work center spaces andequipment. However, if drastic changes result inimproved use of equipment, personnel safety, and ingenerally improved working conditions, then thechange should be made. The supervisor should makean assessment of the existing work center layout toensure the most efficient arrangement possible.

The supervisor, by virtue of the position, hasauthority over other individuals. The supervisor tellsthem what to do, when to do it, and if necessary, howto do it. This authority alone is not enough to gainmaximum effectiveness performance from the crew.A good supervisor must know the limitations andcapabilities of subordinates to obtain the most efficientperformance from them. The capabilities of the crewshould be exploited. If at all possible, a well qualifiedperson should be assigned to each job. Individuals thatare less qualified but who are ready for advancedon-the-job training should be assigned to assist.

A good supervisor anticipates the eventual loss ofexperienced personnel through transfers, separations,etc. These things can be offset by establishing aneffective and continuing training program. Use theNaval Aviation Maintenance Program, OPNAVINST4790.2, manual as a guideline for this program. Inaddition to raising the skill level of the work center,the training program ensures that personnel otherwisequalified will be prepared for the next Navy-wideadvancement examination.

A work center safety program must be organizedand administered if the work center is to functionefficiently. Current Navy directives and local policiesare quite specific as to the establishment of safetytraining programs.

Accurate, complete, and up-to-date records are theprimary factors in the efficient operation of a workcenter. This includes records of usage data, workaccomplishments, and personnel qualifications. Themost efficient record keeper is one who has enoughinformation without having records and files bulgingwith useless and outdated materials.

As supervisor, you should schedule your workloadin such a way that planned absences of key workers donot interrupt the daily routine. When scheduling theworkload, keep in mind the skill level required forvarious tasks, and assign jobs to individuals in such away that the work may still progress if any worker isunexpectedly absent.

The discussion thus far indicates that an efficientand safe work center is one in which the supervisorpractices balanced supervision. Balanced supervisionmeans applying sufficient attention to each phase ofthe supervisor’s responsibilities. Do not emphasizeproduction at the expense of safety or training. Also,do not become so concerned with the human elementthat production is neglected. Keep paperwork currentand updated to prevent having to spend long periodscatching up at the expense of other important interests.Always strive to place the proper emphasis on eachphase of responsibility to promote work centerefficiency and harmony.

Q3. How does work center efficiency naturallyincrease?

Q4. How can an effective supervisor offset the loss ofexperienced personnel?

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OPERATING WITH MINIMUMEXPENSE AND WASTE

LEARNING OBJECTIVE: Describe thesupervisor's responsibility to operate withminimum expense and waste.

As a work center supervisor, you don’t actuallyhandle money, but you still must be aware of expenses.Remember that not only will such things as amisdirected effort, broken tool, wasted time, wastedmaterial, and injuries actually add to your expenses,they also cut down on efficiency. You have theresponsibility for properly ordering and accounting forspare parts and material. Impress upon your personnelthe need for thrift in the use of these materials. Trainyour less experienced personnel to becomecost-conscious without sacrificing efficiency.

OPERATING FREE FROMINTERRUPTION ANDDIFFICULTY

LEARNING OBJECTIVE: Describe theeffects of judicious delegation of authorty.

The success of this objective depends largely uponthe extent to which the work center, files, testequipment and tools are maintained. Also, the skilllevel and training of assigned personnel must beconsidered in meeting this objective. Accuratetracking of test equipment requiring calibration,ensuring tools are in safe working condition, andup-to-date files and publications are also importantfactors. They contribute to an efficient job completionwith minimal interruption or difficulty.

Smooth functioning of the work center may befurther enhanced if you delegate authority to otherresponsible petty officers. Delegation of authoritydoes not relieve you, as supervisor, of the overallresponsibility for work accomplishment. It isprimarily a means of relieving you of details. If youbecome too involved with details, you can lose youeffectiveness as a supervisor. If your work center canrun smoothly and efficiently under normal conditionswithout your personal directions and efforts, (for areasonable period of time) your delegation of authorityto other members of the crew has been successful.

Q5. Which of the three broad objectives are affectedby wasted materials?

Q6. Describe the primary purpose of delegation ofauthority.

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PLANNING WORK CENTERARRANGEMENT

LEARNING OBJECTIVES: Identify the twotypes of maintenance that concern thesupervisor. Describe the purpose of the dailymaintenance meeting.

It is entirely possible that you may never have theopportunity to plan or assist in planning a work centerin a new facility. In almost every case, the supervisortakes charge of an existing functional work center. Ifyour unit is moved to a new base or facility, you areusually assigned to spaces already equipped or laid outfor your specific needs. In either case, as thesupervisor, you should evaluate the work center’slayout. This reevaluation of the work center’s layoutshould include researching applicable allowance liststo determine if the work center equipment allowanceshave been updated or changed in any way. If changeshave been made and the equipment is not available,you should initiate efforts to procure it immediately.There is no use in relocating work center equipment ifthere are lighting, wiring, ventilation, or plumbingchanges to be made if improved replacement modelsare authorized and available.

Purpose of the Work Center

A basic consideration in planning a work centerlayout is the purpose of the work center. When morethan one working space is available, the supervisormust decide which space is best suited for a particularjob. For example, if two spaces are identical in size,one may be completely unacceptable for performinghydraulic sample patch tests, yet may be perfectlysuited for a drill press, vise, and workbench.

The general function of the work center must beconsidered in the allocation of space and equipment.The ideal arrangement contains enough space to haveworkbenches, special tools, parts and tool stowagespace, technical publication stowage, and ample spacefor the workers. Since this is not always possible,especially aboard ship, the supervisor must decidewhich of these is most important and what can besacrificed. It may be decided that all of the toolboxesand special tools should be located in a centraltoolroom. At the intermediate level, the supervisormay simply have to decide which work centers are tobe combined. However, the decision to combinedifferent maintenance functions should be based on

safety, economy, functional compatibility, andconvenience.

Arrangement

The arrangement of the furnishings should bemade on the basis of use rather that appearance.Moving shop-installed equipment into anout-of-the-way corner may improve the appearance ofthe space but greatly reduces the efficiency of thepersonnel using the equipment. It may also create asafety hazard. A good rule to follow is to locate theequipment where it can be safely used by the greatestnumber of authorized persons with minimum effort inthe least amount of time.

Work tables and benches should be positionedwith respect to fixed equipment so that the equipmentmost often used is most quickly and easily reached.Electrical and compressed air outlets should be readilyavailable to workbenches. Needless delays are causedby having to rig unnecessarily long connections frompoorly located outlets.

You should give special considerations to theinstallation of special lighting, such as explosionproof,vaporproof, or interference-free lights, nearworkbenches where specific or intricate work is to beperformed. Another special consideration is that ofventilation. All work spaces should have adequateventilation under all conditions that are expected toexist in that work space.

The use of paint in various colors to emphasizeportions of intricate machinery for safety andreflective purposes is known as dynamic painting.Painting in this category should be kept in an efficientstate for maximum effectiveness; however, this typeof paint should not be used for normal buildingmaintenance.

The work center layout plan should have aprovision for an information or bulletin board. Safetyposters, maintenance posters, instructions, notices,plan of the day (POD), and such other information asappropriate should be placed on this board. This boardshould be located in a prominent place in the workcenter, preferably near the entrance where everyoneassigned must pass at sometime during the day.Material on the bulletin board should be kept current,expired notices removed promptly, the current PODposted early, and safety posters rotated periodically. Ifthe same material is presented in the same format dayafter day, personnel begin to ignore the board. A newarrangement will arouse curiosity and interest.

Scheduling and Assignment ofWorkload

Your most important concern as a supervisor is theassignment and accomplishment of the scheduled andunscheduled workload.

Scheduled maintenance can be defined asmaintenance that is required by hours, calendarperiods (days or weeks), and starts. This type ofmaintenance is always anticipated and planned. Bytracking flight or operating hours, maintenance controlknows exactly when a particular aircraft is due for aphase inspection. It is also easy to determine when anaircraft or piece of equipment is due for a 28-dayinspection.

Unscheduled maintenance is defined asmaintenance that occurs on aircraft or equipment otherthan scheduled. For example, an aircraft develops ahydraulic fluid leak on preflight, or perhaps whileperforming scheduled maintenance on an aircraftengine, a worker discovers a cracked or chaffed line.The repair or replacement of that line is unscheduledmaintenance.

As the work center supervisor, you should attemptto coordinate the installation of technical directives(TDs) and correct minor discrepancies to coincidewith scheduled maintenance. You may not beauthorized to wait until the next scheduledmaintenance period for the installation of a TD; theassigned category (priority) determines the maximumallowable time period for compliance with thedirective. A directive classified IMMEDIATEACTION may be issued with instructions to becompleted "prior to further use of equipment" or "priorto next flight"; a directive classified ROUTINEACTION must be accomplished within 18 months ofthe date of issue.

The supervisors objective is the satisfactorycompletion of assigned tasks in a reasonable amountof time, using available personnel and materials asefficiently as possible. To achieve this objective, thesupervisor must become skilled in estimating theamount of time required for each task and the numberofworkers required. To be able to estimate effectively,you, as the supervisor, must be familiar with the taskand know the capabilities of your personnel. You mustrealize the importance of assigning qualified andunqualified persons to the same job, when possible.Allow for planned interruptions, and yet do not operateon so tight a schedule that minor, unplanned

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interruptions completely disrupt the maintenanceeffort.

Q7. Describe scheduled and unscheduledmaintenance.

Estimating Time and PersonnelRequirements

Estimating times for completion of maintenancetasks will be one of the supervisors responsibilities.The quality and quantity of personnel assigned toperform these tasks directly affect the time requiredfor completion. Other items that affect time are thetype and complexity of maintenance, the availabilityand condition of materials, work center tools andequipment, and working conditions or job site(in-shop, cold flight deck, etc.).

Probably the most important single aid inestimating time and personnel requirements formaintenance tasks is a JOB PLAN. Within an office,a work center, or on the line, job planning is one of themost important functions of the supervisor. The personwho allows an organization to run haphazardly, whonever thinks ahead, who is never ready for anemergency or extra workload, and who does notdelegate work or trust subordinates is not a goodsupervisor.

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Proper planning saves time, reduces cost, andmakes the work easier, safer, and more pleasant foreveryone. Proper planning can eliminate friction andconfusion, as well as make better use of in-port periodsfor tasks that cannot be performed underway; it alsofrees the supervisor from petty details. Planningexpedites the work, eliminates "bottlenecks," andmakes the supervisor's job easier.

The following hints can help you as a supervisor.In planning a job, use the BIG SIX—WHAT, WHY,WHERE, HOW, WHO, and WHEN.

1. WHAT is the task? What does it involve andwhat special tools may be required?

2. WHY is the work to be done? (This helps toestablish priorities.)

3. WHERE can the job be done? (In-shop, hangerbay, etc.)

4. HOW is the job done? (Electrical or airrequirements, etc.)

5. WHO is affected? (Are there other work centersinvolved? Who is the best qualified?)

6. WHEN is the job to be started and what are thetime constraints?

It is not necessary to have an answer to all of thesequestions; however, the more you can answer, thebetter plan you will have. As supervisor, start each newshift by checking over the work to be done; plan formaximum use of manpower, equipment, and material.Also, ensure that you attend the maintenance meetingwith other work center supervisors. Periodicallyduring the shift, make checks to ensure that work isprogressing as planned.

Daily Maintenance Meeting

The daily maintenance meeting is one of the besttools for ensuring a smooth flow of information aboutmaintenance between shifts and other supervisors.This meeting allows all the supervisors within yourdepartment or division to brief the maintenance chiefon the status of equipment, components, or aircraft thatcurrently have ongoing work or are scheduled to havemaintenance performed. It also allows supervisors tocoordinate time frames for sharing certain facilities,equipment, or electrical power requirements. Inaddition, these maintenance meetings may bring to theattention of the maintenance chief items of materialthat may be difficult to obtain. It may identify certaindocument numbers that require "hand massaging" bythe supply chief.

Q8. What is the most effective tool for ensuring asmooth flow of information regardingmaintenance between shifts, other work centers,and maintenance control?

Personnel Work Assignments

Rotate work assignments so that each person inyou work center can develop skills in all phases ofmaintenance. Personnel in lower paygrades should beencouraged to get involved in many different types ofmaintenance. A worker who understands a system oraircraft will be a better troubleshooter. Additionally,when you rotate work assignments and encourage awide range of maintenance skills, the work becomesmore interesting to the worker. More interest, morequality! If one highly skilled mechanic performs all ofthe work of a certain type, the supervisor and the workcenter would suffer if that technician were to transfer,be assigned TAD, or even take a period of well earnedleave; this is another reason for rotating workassignments. Assign less experienced workers to workwith the skilled mechanics so they can become

proficient at a particular skill. This also permits eachperson to broaden his/her knowledge.

Allowing for PlannedInterruptions

During an average workday, personnel will needto leave their work center for various personal reasons;this may easily interrupt the scheduled workload.Some reasons can be anticipated and some cannot.Among those that can be anticipated are traininglectures, inspections, immunization schedules, ratingexaminations, meals, watches, and other militaryduties.

Before assigning a task, the supervisor shoulddetermine what delays can be anticipated. It may bepossible to arrange assignments so that workinterruptions are held to a minimum. It is much easierfor the same technician to complete a task that hestarted than for another to pick up where the firstworker left off. If interruptions cannot be avoided, thesupervisor should allow for these predictable delayswhen estimating completion times.

QUALITY ASSURANCE

LEARNING OBJECTIVE: State the purposeand concept of Quality Assurance.

When you progress up the ladder of responsibilityin aviation maintenance, you become more involvedin quality assurance (QA). You may be assigned as aQA representative or a collateral duty inspector.Therefore, you must become quality conscious.

The quality assurance (QA) division determinesdeficiencies, analyzes discrepancy trends, prescribesinspection procedures, and determines the quality ofmaintenance accomplished. The division alsoprovides follow-up action and functional guidance tostimulate QA at the departmental level.

NOTE: At the time of publication of this trainingmanual, the NAMP Policy Committee has determinedthat Naval Aviation Maintenance Program StandardOperating Procedures (NAMPSOP) will take the placeof Maintenance Instructions (MIs) throughout navalaviation. MIs are mentioned frequently throughoutthis chapter as they are still referred to in the NAMP.The next update of the NAMP may reflect the use ofNAMPSOP rather than local MIs. Refer to OPNAVNOTICE 4790 for further information regardingNAMPSOP.

CONCEPTS OF QUALITYASSURANCE

The QA concept is fundamentally the preventionof the occurrence of defects. This includes all eventsfrom the start of maintenance operations until theircompletion. Quality is the responsibility of allmaintenance personnel. Achievement of qualityassurance depends on prevention, knowledge andspecial skills.

Prevention of the occurrence of defects relies onthe principle of eliminating maintenance failuresbefore they happen. This principle extends to safety ofpersonnel, maintenance of equipment, and virtuallyevery aspect of the total maintenance effort.Prevention is concerned with regulating events ratherthan being regulated by them.

Knowledge is obtained from factual information.This knowledge is acquired through the proper use ofdata collection and analysis programs. Themaintenance data collection system providesmaintenance managers limitless quantities of factualinformation. Correct use of this information givesmanagement the knowledge needed to achievemaximum readiness of aircraft and weapons systems.

Special skills, normally not possessed byproduction personnel, are required by a staff oftrainedpersonnel for the analysis of data and supervision ofQA.

The terms inspection, quality assurance, and audit(as used in this context) have distinct meanings andshould be used accordingly. The following definitionsare provided to clarify the differences in these terms.

Inspection is the examination (including testing)of supplies and services, including raw material,documents, data, components, and assemblies.Inspection is done to determine if the supplies andservices conform to technical requirements.

Quality assurance is a planned and systematicpattern of actions necessary to provide confidence thatthe product will perform satisfactorily in service. QAis also the monitoring/analyzing of data to verify thevalidity of these actions.

An audit (as it applies to QA) is a periodic orspecial evaluation of details, plans, policies,procedures, products, directives, and records.

QA provides an efficient method for gathering,analyzing and maintaining information on the qualitycharacteristics of products, on the source and nature of

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defects, and their impact on the current operation. Itpermits decisions to be based on facts rather thanintuition or memory. It provides comparative data thatwill be useful long after the details of the particulartimes or events have been forgotten. QA requires bothauthority and assumption of responsibility for action.

A properly functioning QA points out problemareas to maintenance managers so they can act toaccomplish the following:

Improve the quality, uniformity, and reliabilityof the total maintenance effort.

Improve the work environment, tools, andequipment used in the performance ofmaintenance.

Eliminate unnecessary man-hour and dollarexpenditures.

Improve the training, work habits, andprocedures of maintenance personnel.

Increase the quality and value of reports andcorrespondence originated by the maintenanceactivity.

Distribute technical information moreeffectively.

Establish realistic material and equipmentrequirements in support of the maintenanceeffort.

Support the Naval Aviation MaintenanceDiscrepancy Reporting Program.

Support the Foreign Object Damage (FOD)Prevention and Reporting Program.

QA serves both management and productionequally. Management is served when QA monitors thecomplete maintenance effort of the department andfurnishes the factual feedback of discrepancies anddeficiencies. In addition, it acts to improve the quality,reliability, and safety of maintenance. Production isserved by having the benefit of collateral dutyinspectors who are formally trained in inspectionprocedures; it is also served by receiving technicalassistance in resolving production problems. Theintroduction of QA to the maintenance function doesnot relieve production personnel of the basicresponsibility for quality work; instead, thatresponsibility is increased by adding accountability.This accountability is the essence of QA.

RESPONSIBILITIES FOR QUALITYOF MAINTENANCE

The commanding officer is responsible for theinspection and quality of material within a commandand the full cooperation of all hands to meet thisresponsibility. The responsibility for establishing asuccessful program to attain high standards of qualityworkmanship cannot be discharged by merely creatinga QA division within a maintenance organization. Tooperate effectively, this division requires the fullsupport of everyone in the organization. It is not theinstruments, instructions, and other facilities forinspection that determine the success or failure inachieving high standards of quality; it is the frame ofmind of all personnel.

Quality maintenance is the objective. Thesupervisor must know that high quality work is vitalto the effective operation of any maintenanceorganization. To achieve this high quality work, eachperson must know not only a set of specification limits,but also the purpose for those limits.

The person with the most direct concern forquality workmanship is the production supervisor.This concern stems from the supervisor’sresponsibility for the proper professional performanceof assigned personnel. A production supervisor isresponsible for the assignment of a collateral dutyinspector (CDI) at the time work is assigned. Thisprocedure allows the inspector to conduct theprogressive inspection required so the inspector is notthen confronted with a job already completed,functionally tested, and buttoned up. The completionof production work is not a function of the QAdivision. Production personnel in the added role ofinspector cannot certify inspection of their own work.

Direct liaison between the QA division andproduction divisions is a necessity and must beenergetically pursued. Although the QA officer isresponsible to the aircraft maintenance officer (AMO)for the overall quality of maintenance within thedepartment, division officers and work centersupervisors are responsible for ensuring that requiredinspections are conducted and that high qualityworkmanship is attained.

Q9. What is the purpose of the quality assurancedivision?

Q10. The prevention of the occurence of defects relieson what principle?

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Q11. What are the three factors that ensure theachievement of quality assurance?

Q12. State the definition of a Q/A audit.

Q13. What does the frame of mind of all personnelassigned to a department determine?

Q14. When must the production supervisor assign acollateral duty inspector to a task?

QUALITY ASSURANCEDIVISION RESPONSIBILITIESAND ORGANIZATION

LEARNING OBJECTIVE: Describe thequality assurance division’s responsibilitiesand its organization.

The quality assurance responsibilities assigned tothe QA division include the following:

Maintain the central technical publicationslibrary for the department, including technicaldirectives (TDs). Control classified technicalpublications for the department. Ensure that eachdivision or branch receives all publications applicableto its respective work areas and that these are keptcurrent and complete.

Establish qualification requirements for qualityassurance representatives (QARs), collateral dutyquality assurance representatives (CDQARs), andcollateral duty inspectors (CDIs). Review thequalifications of personnel nominated for thesepositions, and endorse these nominations to thedepartment head.

Periodically accompany CDIs during scheduledand unscheduled maintenance tasks to observe theirproficiency.

Ensure that all work guides, checklists, checksheets, maintenance requirements cards, etc., used todefine or control maintenance operations are completeand current before they are issued to crews orindividuals.

Review all engineering investigation (EI)requests, quality deficiency reports (QDRs), technicalpublications deficiency reports (TPDRs), hazardousmaterial reports (HMRs), hazard reports (HRs), andaircraft discrepancy reports (ADRs) to ensure that theyare accurate, clear, concise, and comprehensive beforemailing.

Monitor inspections of precision measuringequipment (PME) to ensure compliance with calibrationintervals and safety instructions.

Perform inspections of all maintenanceequipment and facilities to ensure compliance with fireand safety regulations; that satisfactory environmentalconditions exist; that equipment operators and driversare properly trained, qualified, and licensed; and thatequipment is maintained in a safe operating condition.

Provide a continuous training program intechniques and procedures pertaining to the conduct ofinspections. When directed or required, provide atechnical task force to study trouble areas and submitrecommendations for corrective action.

Use information from the maintenance datareports (MDRs) and NALCOMIS reports to developdiscrepancy trends, and to identify failure areas or othermaintenance problems.

Review source documents and periodicinspection records, and note recurring discrepancies thatrequire special actions.

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Maintain liaison with contractors via thecontracting officer’s representative (COR), NavalAviation Engineering Services Unit (NAESU), NavalAviation Depot Operations Center (NAVAV-NDEPOTOPSCEN), and other available field technicalservices. Establish and maintain liaison with othermaintenance and rework activities to obtain informationon ways to improve maintenance techniques, quality ofworkmanship, and QA procedures.

Obtain and use appropriate inspectionequipment, such as lights, borescopes, mirrors,magnifying glasses, fluorescent inspection kits,tensiometers, pressure gauges, and carbon monoxidetesters. Ensure that production personnel have suchequipment available, in operating condition, calibrated,if applicable, and in use.

Ensure that established standard procedures areobserved for conducting scheduled and unscheduledinspections, ground tests and bench checks ofcomponents, including engines. Periodically (at aminimum, once a quarter) accompany check crews orplane captains during inspections. Check theperformance of their work to ensure that the desiredquality level is obtained.

Ensure check pilots and aircrew members arebriefed before the post maintenance functional checkflight (FCF) so the purpose and objective of the flightare clearly understood. After completion of the FCF,

conduct a debrief with the check pilot, aircrewmembers, a maintenance control representative, andapplicable work center representatives for compliancewith objectives outlined on the FCF checklist, and toclarify discrepancies noted. The completed check flightchecklists are retained in the aircraft maintenance filesfor a minimum of 6 months, or one phase cycle,whichever is greater.

Ensure the configuration of aircraft, aeronauticalcomponents, and support equipment (SE) is such thatall essential modifications have been incorporated.

Ensure an inspection is conducted on allequipment received for use, returned for repair, or heldawaiting repair to verify that its material condition,identification, packaging, preservation, andconfiguration are satisfactory; and, when applicable,that shelf-life limits are not exceeded.

Review all incoming technical publications anddirectives to determine their application to themaintenance department.

Prepare or assist in the preparation ofmaintenance instructions to ensure that QArequirements are specified (until Naval AviationMaintenance Program Standard OperatingProcedures, NAMPSOP, Volume V, of OPNAVINST4790.2 is issued).

Maintain current assignments of personnelqualified for specific QA responsibilities. Activitiesusing Naval Aviation Logistics Command ManagementInformation System (NALCOMIS) should refer to theUser’s Manual for specific procedures.

Be responsible for the effective monitoring of theEnhanced Comprehensive Asset Management System(ECAMS).

Be responsible for effective monitoring ofhazardous material and hazardous waste procedureswithin the aircraft maintenance department.

The QA division is organized with a small groupof highly skilled personnel. These permanentlyassigned personnel, under the QA officer, areresponsible for conducting and managing the QAeffort of the department. The maintenance personnelassigned to the QA division are known as QARs. Toobtain more efficient use of the information collectedby the aviation Maintenance Data System (MDS) andto increase the scope of QA for commands stilloperating under VIDS, a qualified data analyst isassigned to the QA/A division. The primary duties ofthe data analyst or NALCOMIS system administrator

are discussed briefly in Chapter 1 and are outlinedspecifically in OPNAVINST 4790.2.

The number of personnel assigned to the QAdivision varies among activities, depending on the sizeof the unit and number of work shifts. When activitieswith four or less aircraft assigned or small OMDs electto organize a QA division, the QA officer and the QAsupervisor will be permanently assigned. Usually, in asmall OMD under a one work center concept, qualifiedpersonnel are designated as CDQARs to carry out theQA verification functions.

Q15.

Q16.

Q17.

Q18.

At a minimum, how often must plane captainshave their qualifications monitored by Q/A?

Why must a QAR brief the check pilots andaircrew prior to a functional check flight (FCF)?

What division is responsible for reviewing allincoming technical publications and directivesto determine their application to themaintenance department?

In relation to the organization of a qualityassurance division, what determines the numberof assigned personnel?

QUALITY ASSURANCEREPRESENTATIVES

LEARNING OBJECTIVE: Describe thefunctions and qualifications of QARs,CDQARs, and CDIs.

The need for quality control requires that onlyhighly skilled maintenance personnel be designated asQA representatives/inspectors. QARs and CDIs mustbe highly qualified personnel with the ability to ensurequality of maintenance within their technical areas.Under this concept, the personnel in the productiondivisions are ultimately responsible for the quality ofwork performed in the department. The QA divisionmonitors the production and ensures that high qualityworkmanship is accomplished by maintenancepersonnel and that specifications and quality standardsare met. QA is concerned with the completeness andadequacy of inspections, and emphasis is placed on thethoroughness of the inspection rather than the numberof units inspected.

Quality Assurance RepresentativesFunctions

The nucleus of the QA division is a group ofQARs. These permanently assigned representatives

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are, in most activities, supplemented by designatedCDIs. The QARs perform the following functions:

Review incoming technical publications anddirectives to determine their application to themaintenance department.

Assist in the certification of productionpersonnel.

Participate as members of technical task forcesto investigate trouble areas and recommend correctiveactions.

Ensure QA objectives and requirements aredefined during MI preparation (until completely underthe NAMPSOP).

Review qualifications of personnel nominated tobecome CDIs or CDQARs, and providerecommendations as appropriate.

Investigate Hazard Reports (HRs), as defined inOPNAVINST 3750.6 (series), applicable to the unit thatare received from other activities. Assist in thepreparation of NAMDRP reports. Review all reportentries for adequacy and correctness before distribution.

Provide technical assistance to CDIs andproduction personnel. Periodically accompany CDIs onassigned inspections and evaluate their performance.

Review MDRs, NALCOMIS reports,Maintenance Action Forms (MAFs), NAMDRPreports, and HRs to determine discrepancy trends andspecific problem areas in areas of responsibility.

Upon completion of tasks that requirecertification by QARs, conduct final inspections.

Monitor the calibration or certification status ofequipment, tools, and personnel used in each workcenter.

Coordinate with the analyst in the developmentof discrepancy trends and such charts and graphs thatare necessary to depict quality performance.

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Maintain liaison with contractors via the CORNAESU, NAVAVNMAINTOFF, cognizant fieldactivities (CFAs), and other available field technicalservices. Establish and maintain liaison with othermaintenance and rework activities to obtain informationfor improving maintenance techniques, quality ofworkmanship, and QA procedures.

Develop checklists for auditing work centers,specific maintenance programs, and processes thatrequire monitoring by QA.

If flight control malfunctions occur, comply withthe applicable type/model/series conditionalmaintenance requirements cards.

Perform QA inspections, ensuring eachinspection includes an examination of the work area forsources of potential FOD. Ensure contractor and fieldmaintenance teams are briefed about the FODPrevention Program requirements and reportingprocedures.

Quality Assurance RepresentativeQualifications

All personnel considered for selection as a QARshould possess the following qualifications:

Senior in grade and experience. This means apetty officer (E-6 or above) with a well-roundedmaintenance background. Unusual circumstances maytemporarily require the use of other than E-6 or abovepersonnel. Under such circumstances, the mostexperienced personnel available, as determined by theAMO, may be temporarily designated as a QAR.

Fully developed skills and experience related tothe technical-fields under their cognizance.

The ability to research, read, and interpretdrawings, technical manuals, and directives.

The ability to write with clarity and technicalaccuracy.

Stability and excellence in performance.

The motivation and personal desire to developgreater knowledge of his or her technical specialty.

An observant, alert, and inquiring nature.

The ability to work with others.

Billet descriptions are prepared for QA divisionpersonnel to ensure that all QA functions andresponsibilities, covered in the Naval AviationMaintenance Program (NAMP), are assigned.

COLLATERAL DUTY QUALITYASSURANCE REPRESENTATIVES

When CDQARs are assigned to work centers orproduction divisions, they function in the samecapacity as QARs and must meet the same minimumqualification requirements as their QA divisioncounterparts. When CDQARs are assigned to workcenters or production divisions because of temporaryshortages of skills, and these shortages have not been

alleviated within 90 days, a letter must be submittedto the aircraft controlling custodian (ACC), throughthe chain of command, advising of the personnelproblems, action taken, and intent to continue theassignments. ACCs will take action to authorizeactivities to continue or to curtail the assignment. Theletter will contain name, rate, Navy enlistedclassification (NEC), and functional area.

Permanent CDQARs may be assigned toorganizational maintenance activities that haveminimal ordnance delivery in their assigned mission,and where manning the armament billet would not bejustified. An organizational activity may alsodesignate a permanent a i rcrew personalprotective/survival equipment CDQAR and anegress/environmental systems CDQAR when theactivity’s aircraft are not equipped with ejection seats.Permanent CDQARs also may be designated tosupplement multiple work shifts or detachments,provided QA division billets are fully manned.Permanent CDQARs may also be assigned when theactivity maintains four or less aircraft and is organizedaccording to guidelines set forth in the NAMP.

COLLATERAL DUTYINSPECTORS

The CDIs assigned to the production ormaintenance training unit (MTU) work centers inspectall work and comply with the required QA inspectionsduring all maintenance actions performed by theirrespective work centers. They are responsible to theQA officer when performing these functions. CDIsspot check all work in progress. This requires them tobe familiar with the provisions and responsibilities ofthe programs that QA manages and monitors.

The QA division establishes minimumqualifications for personnel selected for CDI. Divisionofficers are responsible for ensuring that sufficientqualified personnel are nominated for CDI to complywith QA inspections required during all maintenanceactions. Due to the importance and responsibility ofduties performed by CDIs, division officers and workcenter supervisors must carefully screen all candidatesfor these assignments. CDIs must demonstrate theirknowledge and experience on the particular type ofequipment by successfully passing a locally preparedwritten test administered by the QA division. Inaddition, a locally prepared oral or practicalexamination may be administered. When a CDI istransferred from a production work center, his or herdesignation as a CDI for that work center remains valid

for only as long as his or her qualifications are current,as judged by the cognizant division officer.

NOTE: A CDI will NOT inspect his or her ownwork and sign as inspector.

QUALITY ASSURANCEREPRESENTATIVE TRAINING

The QA officer ensures that personnel assigned toperform QA functions receive continuous training ininspecting, testing, and quality control methodsspecifically applicable to their area of assignment. TheQA officer also ensures that QARs receive crosstraining to perform those QA functions not in theirassigned area. This training should include localtraining courses, on-the-job training (OJT), rotation ofassignments, personnel qualifications standards(PQS), and formal schools. According toOPNAVINST 4790.2, QARs should attend a FleetAviation Specialized Operational Training GroupDetachment QA course.

Division officers are responsible for establishingand maintaining training programs for productionpersonnel involved with QA functions. Thisresponsibility includes training in troubleshooting,testing, and inspection techniques; ensuring thatoperations requiring certified operators areaccomplished; and that steps are taken to qualify andcertify affected personnel.

QARs, CDQARs, and CDIs must be designated inwriting by the AMO. The only deviation authorizedallows the officer in charge (OIC) of a detachment todesignate QA personnel provided (1) the deploymentperiod is more than 90 days, and (2) all procedures andrequirements for designating QA personnel areaccomplished by the detachment. See figure 6-1 for asample of a Quality Assurance Representative/Inspector Recommendation/Designation form.

ISSUE AND CONTROL OF QUALITYASSURANCE STAMPS

QA stamps may be used in place of a signature.They are required in an intermediate maintenanceactivity/aircraft intermediate maintenance department(IMA/AIMD), but are optional at organizational-levelmaintenance. In an IMA/AIMD, all QARs, CDQARs,and CDIs receive QA stamps.

At the organizational level, QA stamps are to beused by QARs and CDQARs only. Theseopen-purchased, numbered, impression stamps, which

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Figure 6-1.—Quality Assurance Representative/Inspector Recommendation/Designation (OPNAV 4790/12).

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identify the inspector, are used in place of signaturesto certify completion of inspections on maintenancedocuments and in place of initials where use of initialsis specifically authorized. The QA division closelycontrols these stamps. Once a QA stamp is turned inby an inspector, either due to transfer or loss ofqualifications, it may not be reassigned within a periodof 3 months.

Q19.

Q20.

Q21.

Q22.

Q23.

Q24.

Who has the responsibility to review MDRs,NALCOMIS reports, and VIDS/MAFS todetermine discrepancy trends and specificproblem areas?

Under normal circumstances, what paygrade isusually assigned as a QAR?

How long may a CDQAR be assigned to a workcenter without having to notify the aircraftcontrolling custodian?

When may a CDI inspect his own work and signas inspector?

When a deployment period is more than 90 daysand all requirements for assigning QA personnelhave been met by the detachment, who maydesignate QA personnel?

What is used to annotate an inspection on aVIDS/MAF in place of a signature at an AIMD?

QUALITY ASSURANCEINSPECTIONS

LEARNING OBJECTIVE: Identify the typesof quality assurance inspections.

QA inspections are essential elements of aneffective QA program. To comply with assignedresponsibilities, QA personnel perform the followingQA inspections:

Mandatory QA inspections specified inmaintenance instruction manuals (MIMs), TDs, andlocal MIs.

Those inspections required to be conducted byQA personnel during and/or upon the completion of amaintenance action.

QA maintenance requirements cards (MRCs)provided for all maintenance tasks that, if improperlyperformed, could cause equipment failure or jeopardizethe safety of personnel. The "QA" appearing on MRCssignifies that a QA function is required. Localcommands must determine and designate, in writing, byannotating the master and the work center decks,

whether a QAR, CDQAR, or CDI performs the QAfunctions listed in the MRCs. QA inspections areperformed during or after task performance.

If the proper performance of a task cannot bedetermined after the task is completed, a QA inspectionis required while the task is being performed. Workcannot proceed past the inspection point indicated onthe task MRC without the approval of the inspector.For these inspections, the notation "QA Required"appears on the MRC containing the task. If the properperformance of a task can be determined by a visualinspection after the task was completed, a QAinspection is required after task completion.

Each work center sets up procedures to ensure thatthe QA inspection requirements are complied withduring all maintenance evolutions. With theseprocedures developed, inspections normally fall intoone of the three following inspection areas.

RECEIVING OR SCREENING INSPEC-TIONS. These inspections apply to material,components, parts, equipment, logs and records, anddocuments. CDIs normally conduct these inspections todetermine the condition of material, properidentification, maintenance requirements, disposition,and accuracy of accompanying records and documents.

IN-PROCESS INSPECTIONS. Theseinspections are specific QA functions that are requiredduring the performance of maintenance requirementsand actions when satisfactory task performance cannotbe determined after the task has been completed. Whendesignated, these inspections include witnessingapplication of torque, functional testing, adjusting,assembling, servicing, installation, and similar tasks.

FINAL INSPECTIONS. These inspectionscomprise specific QA functions performed followingthe completion of a task or series of tasks. QA inspectionof work areas following task accomplishment by severaldifferent personnel is an example of a final inspection.

In-process and Final Inspections

CDIs normally conduct these inspections;however, QARs and CDQARs must conductin-process and final inspections of all tasks that requirethe aircraft to have a functional check flight (FCF) inan O-level maintenance activity. QARs and CDQARsalso must perform inspections of maintenance tasksinvolving egress systems, personnel parachutes, andflotation devices when the affected mechanism orfunction of that equipment is not reinspected or

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functionally tested before flight. Aircraft maintenanceofficers determine which additional maintenance tasksrequire QAR or CDQAR level in-process and finalinspections. Only those personnel designated asQARs, CDQARs, and CDIs are authorized to sign asinspector for QA inspection requirements. While notall QA inspections conducted during the variousphases of maintenance require a signature, allspecified QA inspections are conducted, witnessed,and/or verified by designated QA personnel.

Quality Assurance InspectionSign-offs

The QA inspector who actually performs theinspection of the standards of the work signs the"INSPECTED BY" block on all VIDS/MAFs. Thesign-off on documents that do not involve an actualinspection (for example, a control document for aphase inspection) is a certification that all QAfunctions associated with the inspection have beenperformed and that the designated QA inspectorsreceived and accepted all necessary documentation. Inactivities using NALCOMIS, refer to the NALCOMISUser’s Manual for specific details and proceduresrelated to QA inspection sign-offs.

NOTE: Do not be tempted by operational tempoor commitment to sign off any maintenance taskwithout physically inspecting the job.

In-flight Maintenance Sign-offs

In the absence of designated QA personnel duringin-flight maintenance, the senior aircrew maintenanceperson is authorized to sign as inspector. He or sheinspects the work performed from a technicalstandpoint to ensure that sound maintenanceprocedures were followed and that areas wheremaintenance was performed are free of foreignobjects. If the discrepancy involves safety of flight, aQAR inspects the repairs upon return to home base.This is in addition to the inspection already performedby the in-flight personnel.

Transient Maintenance Sign-offs

In the absence of designated QA expertise duringtransient maintenance, the pilot in command isauthorized to either sign as inspector or designate aqualified member of the aircrew to function in thiscapacity. The pilot or person designated inspects thework performed from a technical standpoint, ensuresthat sound maintenance procedures were followed,

and that the areas where maintenance was performedare free from foreign objects. If the discrepancyinvolves safety of flight, a QAR reinspects the repairsupon return to home base.

Q25.

Q26.

What person or activity decides if a CDI,CDQAR, or QAR is to perform inspectionsrequired by "QA " annotated on an MRC?

During a maintenance evolution, inspectionsnormally fall into three categories. What are thethree categories?

Q27.

Q28.

QAR and CDQAR are required to conductin-process and final inspections of allmaintenance tasks that require what actions?

When must a QAR reinspect in-flightmaintenance sign-offs?

QUALITY ASSURANCE PROGRAMS

LEARNING OBJECTIVE: Describe theprograms that are managed and monitored byquality assurance.

The QA division manages or monitors manydifferent types of programs. Until Volume V of theNAMP, OPNAVINST 4790.2 (NAMPSOP), isdistributed, local MIS should be prepared by youractivity for each program

QUALITY ASSURANCEMANAGEMENT

Currently local maintenance instructions containprocedures for implementing management programsthat contain information, techniques, local policyprocedures, and methods to manage each program.Soon NAMPSOP will replace these MIs. Theprograms managed by QA are covered in the followingparagraphs.

Quality Assurance Audits

Audits are essential elements of an effective QAprogram. Audits provide an evaluation of performancethroughout the department and serve as an orderlymethod of identifying, investigating, and correctingdeficiencies. They also evaluate various maintenancetasks and procedures. Audits monitor those specificmaintenance programs assigned to QA for monitoring.Audits fall into two categories—work center auditsand special audits.

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THE WORK CENTER AUDIT.—QA conductsthese audits quarterly to evaluate the overall qualityperformance of each work center. As a minimum, QAevaluates the following items:

Personnel and skills

Technical publications

Compliance with NAMP programs and MIs (orNAMPSOP)

Adherence to directives, procedures,inspections, and applicable end-to-end testing

Adequacy and availability of written process,test, and inspection procedures

Availability, calibration status, and proper use oftest and measuring devices

Accuracy and proper use of the MaintenanceData System (MDS)

Certification of personnel performing specialprocesses, such as nondestructive inspection(NDI) and welding

Designation of plane captains, if applicable

Licensing of personnel for taxi, turnup, andoperation of SE

Handling, packaging, protection, and storage ofaeronautical material

Cleanliness and condition of working spaces

Compliance with fire and safety regulations

Configuration of aircraft, components, and SE

Accuracy of equipment logs and records

Material condition of aircraft and SE

Validation of VIDS boards and VIDS operatingprocedures if operating using VIDS. If operatingNALCOMIS OMA, review and verify newlyinitiated. MAFs by using the work centerworkload report; if NALCOMIS IMA,validation of current job status

Compliance with the FOD prevention program

Industrial Radiation Safety Program

SPECIAL AUDITS.—In addition to scheduledwork center audits, QA conducts special audits toevaluate specific maintenance tasks, processes,procedures, and programs. These audits provide asystematic, coordinated method of investigatingknown deficiencies, evaluating the quality ofworkmanship, and determining the adequacy of andadherence to technical publications and instructions.

QA uses special audits to monitor maintenanceprograms and processes specifically assigned to QAfor monitoring. In addition, QA conducts specialaudits of periodic inspections, testing, and servicing ofaircraft by organizational maintenance activities. TheQA officer normally directs special audits.

Quality assurance develops audit forms withchecklists for each work center. The QA division alsoprepares an audit MI and includes the audit checklistsas enclosures to the MI.

Upon completion of an audit, QA reviews thefindings with the work centers involved. QA submitsa report of the findings, with recommendations whenrequired, to the AMO with a copy to the cognizantdivision(s). Records of audits are maintained for 1year. Follow-up procedures ensure that discrepanciesfound during a QA audit are resolved in a timelyfashion.

Maintenance Department orDivision Safety

The QA division is assigned the overallresponsibility for the maintenance department safety.The intent of this program is to assist in thecoordination of the total safety effort.

The maintenance department safety program helpsto identify and eliminate hazards. Effectiveness andsafety result when properly trained personnel useproperly designed equipment and follow proceduresunder competent supervision. It is an all hands effort.

Any safety effort must address aviation andindustrial safety. OPNAVINST 3750.6 contains theinstructions for maintenance personnel participationin command aviation safety programs. It also containsthe instructions for investigating and reporting navalaviation hazards that are not reportable under theNAMP. Even though OPNAVINST 3750.6 calls forspecific reports, you still have to follow reportingprocedures called for in the NAMP.

Other references you may use in relation tomaintenance department safety are as follows:

Navy Occupational Safety and Health Programsfor Forces Afloat, OPNAVINST 5100.19, whichcontains safety precautions to be followed while aboardship.

Standard Organization and Regulations of the U.S. Navy, OPNAVINST 3120.32, which contains thestandards for organizing a ship/station/squadron’s

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safety department and information on billet descriptionsand responsibilities.

NAVAIROSH Requirements for the ShoreEstablishment, NAVAIR A1-NAOSH-SAF-000/P-5100-1, which contains safety precautions to befollowed while ashore.

QA’s responsibilities to the maintenancedepartment safety program are as follows:

Disseminate safety posters and literature.

Report all hazards, mishaps, and unsafe practicesin the department.

Conduct safety meetings within the department,at least monthly.

Coordinate aspects of safety with the aviationsafety officer.

Participate in the activity’s safety surveys andstand downs.

When a report is required by OPNAVINST3750.6, the QA division collects and providesmaintenance and material data necessary forpreparation of required reports.

Q29. What programs are managed by qualityassurance?

Q30. What are the two categories of audits performedby Q/A?

Q31. Upon completion of an audit, the findings areforwarded to the AMO, with a copy going where?

Q32. How long are past audits maintained by Q/A?

Q33. In addition to reporting naval aviation hazardsin accordance with OPNAVINST 3750.6, youstill must follow reporting procedures called forin what manual?

Q34. With regard to maintenance department safety,what does the Q/A division have a responsibilityto do at least monthly?

The Naval Aviation MaintenanceDiscrepancy Reporting Program(NAMDRP)

NAMDRP is the method for reporting hazardousdeficiencies in material, publications, substandardworkmanship, and improper QA procedures.

The QA division manages the program and assiststhe various work centers in determining if one or moreof these reports are needed for a maintenance problem

or occurrence within the activity. They are alsoresponsible to review all HMRs, EI requests, QDRs,and TPDRs to ensure they are accurate, clear, concise,and comprehensive. The work center supervisorprovides assistance to the QA representative withinformation needed to complete the message request.

The QA division also initiates and maintains areport log and assigns a report control number (RCN)to each NAMDRP report. RCNs are assignedsequentially throughout the calendar year, regardlessof the type of report.

The RCN is composed of 12 elements as follows:

Element (1) is the Service Designator code of theoriginating activity. Refer to the OPNAVINST4790.2 for Service Designator codes.

Elements (2) through (6) are the UnitIdentification Code (UIC) of the originatingactivity, followed by a dash (-).

Elements (7) and (8) are a two-characteridentification of the calendar year, followed bya dash (-).

Elements (9) through (12) are the locallyassigned "control numbers." These numbers aresequential, beginning with 0001 each calendaryear.

The various reports required under the NAMDRPare as follows:

Hazardous Material Report (HMR)

Engineering Investigation (EI) request

Quality Deficiency Report (QDR)

Technical Publication Deficiency Report(TPDR)

Aircraft Discrepancy Report (ADR)

The aviation safety officer, with assistance fromQA, reviews all correspondence concerning aircraft,ground, flight, flight-related, and explosive mishaps.

All hands have a responsibility to be alert forsafety-related defects or discrepancies, which is theprimary reason for submitting each report.

If a report meets the criteria for an HMR andwarrants an EI Request, a Category (CAT) I QDR, orTPDR, is sent as a dual message report.

Exceptions to the NAMDRP and its reportingprocedures are as follows:

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Changes or corrections to the Naval Air Trainingand Operating Procedures Standardization (NATOPS)manuals or tactical manuals are reported by usingprocedures found in OPNAVINST 3710.7 andNAVAIRINST 3710.10 using OPNAV 3710/6.

Deficiencies resulting from incorrectpreservation, packaging, marking and/or handling(when reported by supply activities) or deficiencies inshipment that are the result of overage, shortage, expiredshelf life, or misidentified material are reportedaccording to instructions found in NAVSUPINST4440.179.

Locally procured material found to be deficientby the procuring activity is reported according toinstructions contained in NAVSUPINST 4440.189.

Deficiencies in letter-type instructions andnotices are reported by letter to the sponsor.Discrepancies in OPNAVINST 4790.2 are reported bynaval letter to Naval Aviation Maintenance Office(NAMO) (Code 46), via the chain of command.

Incorrect source, maintenance, and recover-ability (SM&R) codes are reported according toNAVAIRINST 4423.11.

Recommendations for improvements inprocedures that do not result from incorrect informationcontained in publications are reported by letter to NavalAir Technical Services Facility (NAVAIRTECH-SERVFAC).

Explosive incidents, dangerous defects, andmalfunctions or failures involving explosive systems,launch devices, and armament weapons supportequipment are reported under OPNAVINST 8600.2 asan Explosive Mishap Report (EMR) or a ConventionalOrdnance Deficiency Report (CODR). These reportsstill fall under the NAMDRP for accounting andmonitoring purposes.

A brief description of each of the programs of theNAMDRP is contained in the following paragraphs.

HAZARDOUS MATERIAL REPORT.—Thisreport provides a standard method for reportingmaterial deficiencies that, if not corrected, could resultin death or injury to personnel, or damage to or loss ofaircraft, equipment, or facilities. Report such incidentsregardless of how or when the discrepant conditionwas detected. Submit an HMR priority precedencemessage within 24 hours of discovery under one ormore of the following conditions:

Malfunction or failure of a component that, if notcorrected, could result in death or injury to personnel,or damage to or loss of aircraft, equipment, or facilities.In case of a naval aircraft mishap, as defined inOPNAVINST 3750.6, submit required reportsaccording to that instruction. The submission of reportsrequired by OPNAVINST 3750.6 does not eliminateany of the requirements for submission of reportsrequired by the NAMP.

A configuration deficiency discovered inaeronautical equipment (aircraft, SE, components, etc.)that constitutes a safety hazard.

An urgent action or assistance required and acorrective action completed at an early date because ofan operational requirement.

A system malfunction or failure may occurbecause of a part design, which might allow the part tobe installed improperly.

A potential or experienced in-flight oron-the-ground loss of aircraft parts in whichmaintenance or material factors are involved. Use theterm things falling off aircraft (TFOA) when referringto such incidents. TFOA includes incidents generallycategorized in other areas, such as a foreign objectdamaged engine, which sheds parts, or a helicopter rotorblade pocket failure.

ENGINEERING INVESTIGATION.—EIsapply to all aircraft and weapons systems, theirsubsystems, equipment, components, related SE,special tools, fluids, and materials used in operatingthe equipment. The three types of EIs are (1)disassembly and inspection, (2) material analysis, and(3) engineering assistance.

Submit EI requests under one or more of thefollowing conditions:

Safety is involved. This includes EI requestsprepared in conjunction with aircraft mishaps, andHMRs when it is evident that an unsafe condition exists.

Additional technical or engineering informationis required to complete an aircraft mishap investigation.

Aircraft readiness is seriously impaired due topoor material reliability (including SE).

A component is rejected through the Joint OilAnalysis Program (JOAP) after authorized repairs areattempted and exhausted at the O and I levels ofmaintenance.

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When environmental issues force material orprocess changes that conflict with existing publicationsor TDs.

When directed by higher authority.

Submit the EI request by routine precedencemessage within 5 working days after discovery of thedeficiency unless combined with the HMR, in whichcase the combined report is to follow HMR reportingcriteria. The supporting supply department and theCFA supply department are information addressees onthe EI message.

QUALITY DEFICIENCY REPORT.—Thisreport provides maintenance activities with a methodfor reporting deficiencies in new or newly reworkedmaterial. Unless the materials are under warranty,failures must have occurred at zero operating time,during initial installation, operation, test, check,turnup, or first flight. It differs from the EI program inthat it reports on possible deficiencies in qualityassurance during the manufacturing or reworkprocess. The goal is to improve the quality of workdone by naval aviation depots (NAVAVNDEPOTs),contractors, and subcontractors returning reworkedmaterial to supply stock.

There are two types of QDRs.

CAT I. A quality deficiency which will, or may,affect safety of personnel, impair the combat efficiencyof an individual or organization, or jeopardize missionaccomplishment.

CAT II. All quality deficiencies that are assessedto have significant and widespread material or humanresource impact and do not affect the conditions of aCAT I.

CAT I QDRs are reported by routine precedencemessage within 1 working day after the discovery ofthe deficiency unless combined with an HMR. Acombined HMR CAT I QDR follows HMR reportingguidelines.

CAT II QDRs are submitted on an SF 368 to theCFA within 5 working days of the discovereddeficiency.

TECHNICAL PUBLICATION DEFICIENCYREPORT.—This report applies when a technicalpublication deficiency is detected that, if notcorrected, could result in death or injury to personnel,or damage to or loss of aircraft, equipment, orfacilities. The action addressees for the message reportis NAVAIRTECHSERVFAC and the CFA for the

aircraft weapons system or item being reported. If theCFA for the weapons systems or material cannot bedetermined, the action addressee is NAVAIR-TECHSERVFAC. This report is a CAT I TPDR andmust be submitted within 24 hours of the discovereddeficiency.

A CAT II TPDR is a simplified procedure forreporting technical publication deficiencies.Publication deficiencies include technical errors,wrong measurement values, incorrect use of supportequipment, wrong sequence of adjustments, partnumber errors or omissions, and microfilmdeficiencies, such as poor film quality.

Technical publications include MRCs, checklists,Work Unit Code (WUC) manuals, MIMs, illustratedparts breakdowns (IPBs), and other technical manuals.The TPDR program does not apply when deficienciesin instructions or notices are reported. Submitimprovement procedures that do not result fromincorrect information contained in the publication butare recommendations by letter to NAVAIR-TECHSERVFAC.

AIRCRAFT DISCREPANCY REPORT.—TheADR is a method for reporting defects discovered innewly manufactured, modified, or reworked aircraftthat require immediate attention to ensure acceptablestandards of quality in aircraft maintenance andrework procedures. The cognizant defense plantrepresentative office, administrative contractingoffice, or NAVAVNDEPOT will enclose sufficientcopies of the ADR form (Standard Form 368) withenvelopes preaddressed, in each aircraft logbook fordelivery with the aircraft. Additionally, they ensurethat a copy of the previous reporting custodian’s workrequest is furnished to the ferry pilot and functionalwing. Naval Aviation Depot Operations Center(NAVAVNDEPOTOPSCEN) is the ADR screeningpoint on aircraft commercially reworked under theprocuring contract office.

An acceptance inspection is performed and afunctional check flight flown as soon as possible afterthe aircraft is delivered and prior to maintenance(other than required to complete the acceptanceinspection) or further flight. Only those discrepanciesnoted by the ferry pilot or crew and those found duringthe acceptance inspection and check flight arereported.

In reporting the initial acceptance of an aircraft,use "Initial Acceptance Inspection of Aircraft" as thesubject of the Standard Form 368. Submit this initial

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report within 5 working days of the acceptance checkflight. A supplemental report, if needed, must be

The division of the individual originating the

submitted not later than 30 days after completion ofreport retains a copy of the SE Misuse/Abuse report.

the check flight.The report is sent to the organization that hasIndividual Material Readiness List (IMRL) reporting

Support Equipment Misuse/Abuse

SE Misuse/Abuse forms can be submitted byanyone witnessing misuse or abuse (fig. 6-2).

responsibility for the SE. A copy of the report is sentto the CO of the command to which the offender isattached and/or the CO of the command that heldcustody of the item where the misuse or abuse occurredfor appropriate action. As a minimum, the QA division

Figure 6-2.—SE Misuse/Abuse Form (OPNAV 4790/108).

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of the command receiving the report conducts aninvestigation. Also, QA performs an analysis toprovide appropriate recommendations for correctiveaction.

Aviation Gas Free Engineering(AVGFE)

The purpose of the AVGFE program is to ensurea safe environment when aeronautical fuel systems areworked on. NAVAIR 01-1A-35 outlines requirementsfor the AVGFE program. Technicians certified underthe AVGFE program must be qualified QARs orCDQARs and have graduated from an approvedAVGFE program course. O-level activities normallyprovide their own AVGFE technicians; however,those activities with less than three gas freeengineering (GFE) requirements in a 6-month periodmay request the services of the supporting I-levelAVGFE technician.

Q35.

Q36.

Q37.

Q38.

Q39.

Q40.

Q41.

Q42.

Q33.

Q44.

What is the Naval Aviation MaintenanceDiscrepancy Reporting Program?

What division assists the aviation safety officerin reviewing all correspondence about aircraft,ground, flight, or flight-related mishaps andexplosive mishaps?

Who has the responsibility to be alert for safetyrelated defects or discrepancies?

OPNAVINST 3710.7 contains procedures toreport discrepancies in what type of publication?

If a system failure or malfunction occurs becauseof a part design, which could allow improperinstallation of the part, an HMR priorityprecedence message must be submitted withinwhat time frame?

What term should be used in conjunction with anHMR when an aircraft part is lost in flight?

What are the three types of engineeringinvestigations (Els)?

What type of report provides activities with ameans of reporting deficiencies in new or newlyreworked material?

How long does the accepting activity have tosubmit a supplemental ADR?

Where is the original misuse/abuse report sent?

QUALITY ASSURANCEMONITORING

The QA division monitoring includes thecontinuous collection and distribution to cognizantpersonnel of all messages, letters, instructions, andother information concerning the programs orprocesses being monitored.

The QA division does not manage any of theseprograms and processes. However, they areresponsible for overall surveillance of these programsand processes to identify problems and to verifycompliance. Audits are one of the tools used inmonitoring these programs and processes. QA givescontinuous attention to program performance. Theyprepare checklists that describe the specific functionsneeded to effectively monitor each assigned programand process. These checklists are the same for O- andI-level maintenance with a few exceptions.

QA monitors the programs and processes listedbelow:

FOD

Fuel surveillance

Joint Oil Analysis Program (JOAP)

Aviators’ breathing oxygen (ABO)

Hydraulic contamination control

SE Operator Training/Licensing and SE PlannedMaintenance Systems (PMS)

SE testing

Calibration

Nondestructive inspection (NDI)

Tool Control Program

Corrosion prevention and control

Plane captain qualification

Tire and Wheel Maintenance Safety

Individual Component Repair List (ICRL)

Egress system checkout

Explosives Handling Personnel Qualificationand Certification Program

Electrostatic Discharge (ESD) Control/Prevention Program

Miniature/microminiature (2M)

Laser hazard control

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Aeronautical Equipment Welder Certificationand Recertification

Vibration analysis

Aircraft battle damage repair (ABDR)

Enhanced Comprehensive Asset ManagementSystem (ECAMS)

Under the NAMP, local MIs must show theresponsibilities of personnel concerning theseprograms and processes. The QA division should usethe MI with the checklists to monitor each of theseprograms and processes. These programs andprocesses are covered in detail in the NAMP. Some ofthese programs and processes that are included in theNAMPSOP do not require additional instructionsor maintenance instructions (MIs). As newinstructions are included in the NAMPSOP, existing

MIS will be discarded. Refer to the NAMP for furtherinformation on NAMPSOP.

SUMMARY

Throughout this chapter, we have discussed thenumerous responsibilities of the work centersupervisor as well as many of the programs andresponsibilities of the QA division. This is by nomeans all inclusive. To ensure mission accomplish-ment, both positions require dedication, diligence,and, most of all, experience. So when you become thework center supervisor, remember you are ultimatelyresponsible for the work performed by your personnel,so take the initiative to stay involved in every aspect.When you become a quality assurance representative,remember that you are there to assist, train, andmonitor, not just to be a policeman.

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ANSWERS TO REVIEW QUESTIONS

A1. Seeing that the job is done correctly, safely, and efficiently with no waste ofmaterials.

A2. Operate with maximum efficiency and safety, operate with minimum wastean expense, and operate free from interruption and difficulty.

A3. Update equipment as old models become obsolete.

A4. Through an effective and continuing training program.

A5 Operating with minimum expense and waste.

A6. A means of relieving the work center supervisor of the details of a task.

A7.

A8.

A9.

A10.

A11.

Al2.

A13.

A14.

A15.

A16

A17.

A18.

A19.

A20.

A21.

A22.

A23.

A24.

A25.

A26.

A27. Functional check flights.

A28. When the discrepancy involves safety of flight.

Scheduled maintenance is maintenance required by hours, calender periods(days or weeks), and starts. Unscheduled maintenance is maintenance thatoccurs on aircraft other than scheduled.

The daily maintenance meeting.

Determine deficiencies, analyze discrepancy trends, prescribe inspectionprocedures, and determine the quality of maintenance.

Eliminating maintenance failures before they happen.

Prevention, knowledge, and special skills.

A periodic or special evaluation of details, plans, policies, procedures,products, directives, and records.

The success or failure in achieving high standards of quality.

At the time the task is assigned.

Quarterly.

To ensure the purpose and objective of the check flight are clearlyunderstood.

Quality assurance division.

The size of the unit and the number of work shifts.

Quality assurance representatives.

Normally, an E-6 or above is assigned as a QAR.

90 days.

Never.

The officer in charge.

A Q/A stamp.

Local commands make the decision and annotate the master and work centerMRC decks.

Receiving or screening inspection, in-process inspection, and finalinspection.

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A29. a. QA audits.

b. CTPL.

c. Department/division safety.

d. NAMDRP.

e. SE misuse/abuse.

f. Aviation gas free engineering (AVGFE).

A30. Work center audits and special audits.

A31. The cognizant division.

A32. One year.

A33. NAMP, OPNAVINST 4790.2.

A34. Conduct maintenance department safety meetings.

A35. The NAMDRP is a method for reporting hazardous deficiencies in material,publications, substandard workmanship, and improper Q/A procedures.

A36 Quality assurance division.

A37. All Hands.

A38. Naval Air Training and Operating Procedures Standardization (NATOPS)manuals.

A39. Within 24 hours of discovery.

A40. TFOA (Things falling off aircraft).

A41. Disassembly and inspection, material analysis, and engineering assistance.

A42. Quality deficiency report (QDR).

A43. Within 30 days after completion of the check flight.

A44. The report is forwarded to the organization that has IMRL reportingresponsibility for the item abused.

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CHAPTER 7

MAINTENANCE AND PRODUCTION CONTROL

This chapter is designed to assist senior personnelin preparing for a maintenance managers position. Itis not all inclusive of a maintenance or productionchiefs daily tasks, but it should help you to understandsome of their required functions.

MAINTENANCE MANAGEMENT

LEARNING OBJECTIVE: Recognize thedefinitions of "maintenance" and "management."

Management is defined as "the efficientattainment of objectives" and maintenance is definedas "all actions taken to retain material in a serviceablecondition or to restore it to serviceability." Whencombined, maintenance management can be definedas "the actions necessary to retain or restore materialor equipment to a serviceable condition with aminimum expenditure of resources." It is theresponsibility of every maintenance manager tomanage resources in an efficient manner.

Q1. Define the term "management."

Q2. What is the definition of maintenance?

Q3. Define the term "maintenance management. "

MAINTENANCE CONTROL

LEARNING OBJECTIVE: Identify theresponsibilities of Maintenance Control.

Maintenance control (M/C) is at the nucleus of theproduction divisions. It manages and coordinates theoverall production effort to maintain squadron aircraftin a mission-capable condition. The generalresponsibilities of M/C include, among others, thefollowing:

Coordinates/monitors the maintenancedepartment workload.

Maintains liaison with the supporting activitiesand the local supply department to ensure that thesquadron requirements are known and satisfied.

Controls the daily workload, and assigns workpriorities to the various division work centersupervisors.

Issues maintenance instructions (MIS), asrequired, to ensure adequate communication andcontrol.

Ensures that the full capability of the departmentis used in support of the department workload.

Submits NALCOMIS or VIDS/MAF workrequests to the supporting intermediate maintenanceactivity (IMA) for those functions beyond the capabilityor responsibility of the activity.

Maintains technical directive (TD) controlprocedures for the department by initiating all TDcompliance actions, ensures that required material isordered, and schedules timely incorporation of technicaldirectives.

Reviews maintenance instructions and localmaintenance requirements cards (MRCs) and ensurescompliance.

Conducts a monthly maintenance meeting andpublishes a monthly maintenance plan.

Attends the monthly maintenance meetingconducted by the supporting aircraft intermediatemaintenance department/intermediate maintenanceactivity (AIMD/IMA).

Establishes procedures for controlling anddirecting cannibalization.

Ensures that aircraft undergo functionalmaintenance check flights (FCFs), as required.

Maintains aircraft logs and associated equipmentrecords (with the operations department), includingweight and balance data and inventory logs.

Reviews monthly Maintenance Data System(MDS) reports to ensure effective use of personnel,equipment, and facilities.

Establishes procedures to monitor the SubsystemCapability and Impact Reporting (SCIR) system.

Keeps the Equipment Master Roster (reportnumber E-00) current to reflect those inventory andstatus changes that have occurred during the reportingperiod.

7-1

Plans material requirements to support thedepartment workload.

Furnishes technical advice and information to thesupporting supply department about the identity andquantities of supplies and spare parts required to supportthe department workload.

Establishes and maintains a Tool ControlProgram (TCP).

Reviews allowance lists and the IndividualMaterial Readiness List (IMRL) for adequacy, andinitiates action for revisions, as required.

Ensures divisions assign qualified personnel forthe completion of scheduled maintenance andinspections.

Maintains close liaison with QA, particularlywhen maintenance changes major components.Maintenance control must inform QA when suchchanges occur.

Validates the Not Mission Capable Supply/Partial Mission Capable Supply (NMCS/PMCS) statuslistings each day.

Validates work center VIDS display boards.

Keeps the AMO advised of the overall workloadand material situation as it affects the department.

Ensures compliance with the Oil AnalysisProgram.

Ensures compliance with the HydraulicContamination Program.

Establishes departmental maintenanceprocedures for all support equipment (SE) for which theactivity has IMRL reporting responsibility, and ensuressuch maintenance conforms with the SE PlannedMaintenance System (PMS) and the Metrology andCalibration (METCAL) program.

Develops an understanding of the NavalAviation Logistics Command ManagementInformation System (NALCOMIS) concept and itsapplication to management and automated dataprocessing (ADP) requirements. Refer to theNALCOMIS User's Manual for specific details relatedto maintenance/material management.

Provides pilots/aircrews with a record of aircraftdiscrepancies and corrective actions for the last 10flights of the aircraft by maintaining the AircraftDiscrepancy Book (ADB). (Discussed later in thissection and in chapter 1.)

7-2

Q4. What work center manages and coordinates theoverall production effort to maintain squadronaircraft in a mission-capable condition?

Q5. What division controls the daily workload andassign work priorities to the various work centersupervisors?

Q6. What division is responsible for publishing amonthly maintenance plan?

Q7. What division is responsible for ensuring thataircraft undergo functional maintenance checkfrights as required?

Q8. What division maintains the AircraftDiscrepancy Book?

MAINTENANCE MEETINGS

LEARNING OBJECTIVE: Define the purposeof the daily maintenance meeting.

Without a doubt, the best tool for ensuring asmooth flow of information about maintenancebetween shifts and other supervisors is the dailymaintenance meeting. The meeting allows all thesupervisors within your department or division to briefthe maintenance chief on the status of equipment,components, or aircraft that currently have ongoingwork or are scheduled to have maintenance performed.It also allows maintenance control to coordinate timeframes for sharing certain facilities, equipment, orelectrical power requirements. In addition, thesemaintenance meetings may bring to the attention of themaintenance chief specific tasks that need items ofmaterial or equipment that may be difficult to obtain.It may also identify certain document numbers thatrequire "hand massaging" by the supply chief.

The maintenance chief can use the informationobtained at the maintenance meetings to "plan ahead,"such as obtaining support equipment that anothersquadron has checked out or coordinating a timeperiod that the corrosion branch needs to paint or evenreassign aircraft to the flight schedule. This allowsspecific maintenance to be performed on specificaircraft.

Always remember that nothing happens to anyaircraft without the maintenance chiefs approval. Themaintenance chief releases the aircraft as "safe forflight." He/she MUST know what is happening onevery aircraft at every moment.

Q9. What is the primary purpose of the dailymaintenance meeting?

AIRCRAFT STATUS REPORTS

LEARNING OBJECTIVE: Recognize the purposeand reporting procedures of the Aircraft MaterialReadiness Report (AMRR).

Aircraft status reports are nothing more than acompilation of information on each aircraft assignedto your squadron and its current mission capabilitystatus.

Your command may construct such a reportlocally that provides the chain of command withconsolidated information on all aircraft assigned toyour organization. Also, COMNAVAIRLANT/COMNAVAIRPAC INSTRUCTION 5442.5D,Aircraft Material Readiness Reporting (AMRR),provides specific instructions on reporting proceduresfor certain commands and conditions. This reportenables supporting commanders to assess currentaircraft material condition and rapidly identifysignificant aircraft support deficiencies.

The content of this report includes information asfollows:

Number of aircraft assigned

Number of aircraft in reporting status (IR)

Number of aircraft full mission capable (FMC)

Number of aircraft partial mission capable(PMC)

Number of aircraft nonmission capable (NMC)

Document numbers associated to NMC/PMCaircraft

Flight hours flown since last report

Sorties scheduled/sorties flown

These reports are normally due for transmissionby unclassified immediate message no later than agiven time every day. The information may vary,depending on type aircraft, command, and deployedcondition; however, specific information can beobtained in CNAL/CNAPINST 5442.5D.

Q10. What instruction provides specific guidelines onprocedures for reporting your squadronsreadiness and material condition to supportingcommanders?

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AIRCRAFT DISCREPANCYBOOK (ADB)

LEARNING OBJECTIVE: Identify thepurpose and guidelines for maintaining theaircraft discrepancy book (ADB).

Maintenance control maintains an ADB for eachaircraft assigned. The ADB gives maintenance/aircrew personnel an accurate, comprehensive, andchronological record of flights and maintenanceperformed on a specific aircraft by bureau number(BUNO) for at least the last 10 flights. For phase andspecial inspections, only the control documentrepresenting all look phase actions needs to bedisplayed in the ADB. The ADB must reflect the statusof all outstanding maintenance requirements, asshown on the maintenance control/work center VIDSboards. The ADB for each specific BUNO must bevalidated for completed and outstanding VIDS/MAFsbefore certifying the aircraft safe for flight.

NOTE: When a special inspection is completed,the control document VIDS/MAF copy 3 must beretained in the ADB for 10 flights, or until completionof the next like special inspection.

Q11. When a special inspection is completed, howlong must copy 3 of the controlling document beretained in the ADB?

RELEASING AIRCRAFTFOR FLIGHT

LEARNING OBJECTIVE: Identify thepurpose of the Aircraft Inspection andAcceptance Record.

One of the most critical aspects in naval aviationis the release of an aircraft that is safe for flight. It isthe responsibility of the aircraft maintenance officeror his designated representative, usually themaintenance chief, to release the aircraft by signingthe Aircraft Inspection and Acceptance Record(OPNAV 4790/141). This record indicates that theaircraft being released for flight has had all requiredmaintenance completed safely and is safe to fly.Specifically, the person releasing the aircraft must, asa minimum, comply with the following requirements:

Review the aircraft discrepancy book (ADB) toensure all downing discrepancies are signed off, allflight safety quality assurance inspections are complete,and a valid daily/turnaround inspection is complete.

Ensure fuel samples are taken as required by theapplicable maintenance requirements cards (MRCs) orprior to the first flight of the day.

Ensure the oil consumption has been reviewedfor each engine/gearbox prior to every flight.

Update the aircraft weight and balance andconfiguration for each flight.

Review with the debarking pilot during hotseating operation any new discrepancies encounteredduring the previous flight to ensure flight safety for thenext flight. Ensure the debarking pilot signs the AircraftInspection and Acceptance Record verifying that theaircraft is safe for flight.

The pilot in command of the aircraft is alsorequired to review the ADB for aircraft discrepanciesand corrective actions taken for at least the 10 previousflights. The pilot will sign block 11 of the AircraftInspection and Acceptance Record (fig. 7-1) assumingfull responsibility for the safe operation of the aircraftand safety of the other individuals aboard.

Additional information on the release of aircraftsafe for flight and the Aircraft Inspection andAcceptance Record can be obtained in OPNAVINST4790.2.

Q12. Who is responsible for releasing an aircraft as"safe for flight"?

Q13. What is the title of OPNAV 4790/141?

Q14. When an aircraft is released as safe for flight, ifnot specified otherwise, when must fuel samplesbe taken?

AIRCRAFT HISTORICALFILES

LEARNING OBJECTIVE: Recognize thepurpose and procedures for maintaininghistorical files.

Aircraft historical files are records ofmaintenanceand inspections performed on each aircraft in thesquadrons custody.

Procedures for maintaining these files varyslightly, depending on the administrative operatingprocedures for each squadron. Those operating underNALCOMIS have slightly different requirements thanthose operating with VIDS/MAFS. Both are discussedbriefly; however, detailed information can be found inOPNAVINST 4790.2, Vol III.

NALCOMIS activities will store the currentmonth and two preceding months of completed MAFson the host computer in the electronic historical dataformat. Once the material is offloaded, the data mustbe retained for a minimum of 12 months or onecomplete inspection cycle, whichever is greater.

Historical file requirements for activities usingpaper VIDS/MAFS are as follows:

Aircraft Inspection File. This file is maintainedby bureau number(BUNO) and should beretained for one inspection cycle or 6 months,whichever is greater. Conditional inspectiondocuments should be maintained in this file for6 months from the date of completion.

Aircraft General File. Maintained by BUNO inJCN sequence and grouped by month of

Figure 7-1.—Aircraft Inspection and Acceptance Record (OPNAV 4790/141).

7-4

Q15.

Q16.

Ql7.

What publication contains detailed informationon aircraft historical files?

How long must aircraft inspection documents bemaintained on file?

A completed VIDS/MAF requesting "localmanufacture of drip pans" would be maintainedin what historical file?

completion. This file should include all aircraftand engine-related MAFs.

TD Compliance File. This file will be maintainedby BUNO for a minimum of 6 months from thecompleted date.

Miscellaneous File. This file will contain allnon-BUNO MAFs and may be separated byType Equipment code, serial number, or jobcontrol number (JCN) at the commandsdiscretion.

Aircrewman’s Flight Equipment File. Eachaircrewman has a separate file containing theAircrew Personal Equipment Record andAircrew Systems Records. Copy 1 of completedMAFs on all maintenance performed on thisequipment is retained for 6 months.

SUBSYSTEM CAPABILITY ANDIMPACT REPORTING (SCIR)

LEARNING OBJECTIVE: Describe SubsystemCapability Impact Reporting and its purpose.

Subsystem Capability and Impact Reportingreports show an equipment’s mission capability.These reports are generated from EquipmentOperational Capability (EOC) codes placed on theVIDS/MAF or in NALCOMIS. SCIR provides factualinformation, generated at the lowest level ofmaintenance, as to aircraft or equipment inventory andactual subsystem performance. It provides specificaircraft or equipment mission capability and uniquelydefines the categories of full mission capable, partialcapable, and not mission capable for a specific typeand model aircraft or equipment.

EOC codes are documented when a specificsystem or subsystem is degraded and impacts themission capability of that equipment or aircraft. TheEOC code is a three-position code. The first positionis derived from the Mission Essential SubsystemMatrices (MESM), published as an enclosure toOPNAVINST 5442.4. The last two positions arecomputer generated as determined by the documented

Work Unit Code. Only the first position is entered onthe MAF or in NALCOMIS. For more information onEOC codes and levels of aircraft or equipment missioncapability, refer to OPNAVINST 5442.4. Moreinformation on SCIR reports can be obtained in VolIII of OPNAVINST 4790.2.

Q18. Equipment Operational Capability (EOC) codesare used on VIDS/MAFs or in NALCOMIS togenerate what reports?

Q19. The Mission Essential Subsystem Matrices(MESM) is used to select what position of theEOC code that is entered on the MAF?

Q20. How are the second and third positions of theEOC code determined?

AIRCRAFT LOGBOOKS

LEARNING OBJECTIVE: Recognize thedifferent sections of the aircraft logbook andtheir purpose.

The aircraft logbook is a hard-cover, loose-leaf,ring binder that contains separators and page insertforms. Since the logbook contains loose-leaf forms, itis imperative that the model and bureau number be onboth sides of each page in the spaces provided toensure positive identification when pages are removedor new continuing pages are initiated. Each form is forrecording specific information about the aircraft. Themaintenance control office keeps the logbook in itsspaces, and an AZ normally makes the entries. As amaintenance supervisor, you should be familiar withthe information required in the aircraft logbook.

Each aircraft logbook has a record of rework,major repairs, and flight and operational data. Alsoincluded in the logbook, in the appropriate sections, isa record of maintenance directives affecting theaircraft, its components, and accessories. Figure 7-2shows aircraft logbook construction and sequence.

Upon acceptance of a new naval aircraft, theoriginal accepting activity will initiate the logbook andensure the number of flights and flight hours since neware logged, including the hours flown by themanufacturer. The aircraft logbook is maintained bythe reporting or physical custodian. For aircraftsupported under contractor maintenance, the onsitesupport center liaison officer will ensure verificationof the logbook or records required.

The following text provides a brief description ofthe sections in the aircraft logbook. Refer to

7-5

Logbook Binder (OPNAV 4790/19)

Structural Life Limits Separator (OPNAV 4790/142A)Structural Life Limits (OPNAV 4790/142)

Monthly Flight Summary Separator (OPNAV 4790/21)Monthly Flight Summary (OPNAV 4790/21A)

Inspection Record Separator (OPNAV 4790/22)Inspection Record (OPNAV 4790/22A)

Repair/Rework Record Separator (OPNAV 4790/23)Repair/Rework Record (OPNAV 4790/23A)

Technical Directives Separator (OPNAV 4790/24)TDSA TD Lists Nos. 02 and 04 (Aircraft Only)Technical Directives (OPNAV 4790/24A)

Miscellaneous/History Separator (OPNAV 4790/25)Miscellaneous/History (OPNAV 4790/25A)

Preservation/Depreservation Record Separator (OPNAV 4790/136)Preservation/Depreservation Record (OPNAV 4790.136A)*

Explosive Device Separator (OPNAV 4790/26)*Installed Explosive Device Record (OPNAV 4790/26A)*

Inventory Record Separator (OPNAV 4790127)Inventory Record (OPNAV 4790/27A)

Assembly Service Record (OPNAV 4790/106A)*Equipment History Record (EHR) Card (OPNAV 4790/113)*Schedule Removal Component Card (OPNAV 4790/28A)*

NOTE

ASR, EHR, and SRC cards are placed inthe order they are listed in the PMIC.

ALSS Record Separator (OPNAV 4790/157)*Parachute Record (OPNAV 4790/101)*Seat Survival Kit Record (OPNAV 4790/137)*Aircrew Systems Record (OPNAV 4790/138)*

Supplemental Records Separator (OPNAV 4790/134)*Aeronautical Equipment Service Record (OPNAV 4790/29)*

*If applicable on aircraft without ejection seats.

Figure 7-2.—Aircraft Logbook construction and sequence.

7-6

OPNAVINST 4790.2 for additional information anddocumentation requirements for each section.

STRUCTURAL LIFE LIMITS,OPNAV 4790/142

This form (fig. 7-3) in the aircraft logbook isgenerated by the squadron and is used to monitorstructural life limited components designated fordepot replacement that do not require scheduledremoval component (SRC) or assembly service record(ASR) documentation. In addition, this form providesa means for documenting basic life limitations, suchas maximum flight hours, catapults, arrestments, andlandings. These items must be properly managed toensure safety and structural integrity throughout theservice life of the aircraft. Aircraft structural lifelimitations are specified in the periodic maintenanceinformation cards (PMICs).

MONTHLY FLIGHT SUMMARY,OPNAV 4790/2lA

This form (fig. 7-4) is designed to permit themonthly compilation of significant flight operational

data throughout the service life of an aircraft.Reporting custodians are required to log all flighthours monthly in chronological order.

INSPECTION RECORD,OPNAV 4790/22A

This form (fig. 7-5) is used in the logbook and theAeronautical Equipment Service Record (AESR). Itprovides a means of recording all scheduled andconditional inspections performed on an aircraftduring each period and on equipment for which anAESR is required.

Accurate inspection records prevent instances ofwasted effort because of improper entries by aircraftand equipment custodians. Questionable orincomplete records leave receiving activities noalternative but to assume that previous inspectionrequirements were not completed.

REPAIR/REWORK RECORD,OPNAV 4790/23A

The Repair/Rework Record (fig. 7-6) is used in thelogbook and the AESR. It contains a complete record

Figure 7-3.—Structural Life Limits (OPNAV 4790/142).

7-7

Figure 7-4.—Monthly Flight Summary (OPNAV 1790/21A).

Figure 7-5.—Inspection Record (OPNAV 4790/22A).

7-8

of all repair, reconditioning, scheduled depot-levelmaintenance (SDLM), conversion, modification,modernization, and aircraft service period adjustment(ASPA) inspections performed on the aircraft. Thelogbook always accompanies the aircraft when it isinducted into a rework facility, even though there is nochange in the reporting custodian.

TECHNICAL DIRECTIVES,OPNAV 4790/24A

OPNAV 4790/24A (fig. 7-7) is used in both theaircraft logbook and the AESR, and is used todocument the technical directives (TDs) affecting theairframe structure and its integral parts. Separate pagesare required to record each type of TD on equipment.TDs concerning equipment other than engines presentno special problems in recording because the quantityof these TDs is relatively small. Power plant changes(PPCs) and power plant bulletins (PPBs), however, areissued in greater numbers and require carefulscreening to ensure the AESR reflects the actualconfiguration of the equipment. Technical directive

requirements lists require different recordkeepingprocedures.

The Naval Aviation Logistics Center (NAVAV-NLOGCEN) prepares technical directiverequirements lists that include list No. 02, DirectivesApplicable to a Specific Bureau/Serial Number (butnot incorporated), and list No. 04, DirectivesApplicable to a Specific Bureau/Serial Number (andreported as incorporated). The NAVAVNLOGCENdistributes these lists to reporting custodians andfunctional wings according to NAVAIRINST 13050.3(series).

When you receive initial lists Nos. 02 and 04,remove OPNAV Form 4790/24A. After verificationagainst the new lists Nos. 02 and 04, retain or destroythe old form as directed. Insert list No. 02 and list No.04 in the TD section of the aircraft logbook. List No.02 precedes list No. 04.

When a new TD is received, add it to list No. 02.As the work center complies with each TD, annotatelist No. 02 and add the information to list No. 04. Thisprovides a complete, up-to-date configuration listingof the aircraft at any given time.

Figure 7-6.—Repair/Rework Record (OPNAV 4790/23A).

7-9

Figure 7-7.—Technical Directives (OPNAV 4790/24A).

Record interim TDs on the same sheet as formalTDs, and identify by an "I" preceding the TD number.

MISCELLANEOUS/HISTORY,OPNAV 4790/25A

Operating activities record significant informationon OPNAV 4790/25A (fig. 7-8) that affects the aircraftfor which no other space is provided in the logbook.Such information includes abnormal flightcharacteristics, peculiar undetermined troubles,damage to aircraft, major component changes notlogged elsewhere in the logbook (struts, controlsurfaces, and tail sections), historical data,preservation/depreservation data, aircraft compasscalibration readings, and authorization for serviceperiod extensions.

When aircraft are exposed to large quantities ofsalt water, fire-extinguishing agents, or othercorrosive medium, you should make an entry on thisform. Include a description of the decontaminationaccomplished and approximate time betweenexposure and completion of decontamination. Whenadding dye directly to the aircraft fuel tanks to

determine the location of a leak, note it on this form.These entries are a permanent part of the logbook. Thissection may also be used to record serial numberinformation concerning research and development andbailment aircraft; for example, special modificationsand special testing. The date of occurrence is placedin the date column. Also, log hydraulic contaminationin this section whenever the contamination levelexceeds Navy Standard Class Five contamination.

This form is also used in the AESR to recordpertinent information that affects equipment for whichno other space is provided. Information which mayneed to be documented includes special test data,significant damage/repair, Joint Oil Analysis Program(JOAP) results, exposure to fire-extinguishing agentsor salt water, etc.

PRESERVATION/DEPRESERVATIONRECORD, OPNAV 4790/136A

This form (fig. 7-9) is used in the aircraft logbook,AESR, or module service record (MSR). An entry isrequired any time preservation, represervation, or

7-10

Figure 7-8.—Miscellaneous/History (OPNAV 4790/25A).

Figure 7-9.—Preservation/Depreservation Record (OPNAV 4790/136A).

7-11

depreservation is performed on the aircraft or its in-flight refueling stores) are recorded in the Installedequipment. Explosive Device Form of the appropriate AESR.

For installed equipment, entries are required in theAESR or MSR if the applicable preservation MRCs orthe NA 15-01-500, Preservation of Naval Aircraft,specify a preservation requirement. No entry isrequired if the equipment is not preserved as part of anaircraft preservation action.

Explosive devices installed in personnelparachutes are recorded on the Parachute Record(OPNAV 47901101) and in other safety and survivalequipment on the Seat Survival Kit Record (OPNAV4790/137) or Aircrew Systems Record (OPNAV4790/138). All other explosive devices should berecorded on the Installed Explosive Device Record ofthe aircraft logbook (fig. 7-10).Entries are required in the AESR or MSR of

uninstalled equipment if the applicable maintenancemanual specifies a preservation requirement. Forexample, an aircraft engine made ready for installation(RFI) and not immediately installed on an aircraftwould have to be preserved, and an entry would bemade in the AESR.

INSTALLED EXPLOSIVE DEVICERECORD, OPNAV 4790/26A

This section of the aircraft logbook contains arecord of all explosive devices installed in the aircraftand/or major assemblies; for example, initiators andcanopy releases. Explosive devices installed in majorassemblies/equipment (such as ejection seats and

INVENTORY RECORD,OPNAV 4790/27A

This form (fig. 7-11) is used to maintain a currentinventory of all equipment, components, andassemblies requiring an MSR, ASR, EHR, or SRCcard as directed by the Periodic MaintenanceInformation Cards (NAVAIR 01-XXX-6) for theaircraft. Aircraft engines, auxiliary power units,ejection seats, and other major components requiringan AESR are not to be listed in this section, or anyother part of the aircraft logbook except the AESR,when it becomes part of the logbook upon transfer ofthe aircraft.

Figure 7-10.—Installed Explosive Device Record (OPNAV 4790/26A).

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Figure 7-11.—Inventory Record (OPNAV 4790/27A).

Module Service Records (MSRs), AssemblyService Records (ASRs), Equipment History Records(EHRs), and Scheduled Removal Component Cards(SRCs) are discussed later in the text.

AVIATION LIFE SUPPORT SYSTEM(ALSS) RECORDS

This section of the aircraft logbook contains a fileof all aircraft-installed ALSS records, excludingaircraft equipped with ejection seats. When an aircrafthas ejection seats, the records are inserted into theappropriate ejection seat AESR. ALSS records includethe forms and records discussed in the followingparagraphs.

The Parachute Record, OPNAV 4790/101, (fig.7-12) provides the current configuration andinspection record for a parachute assembly, as well asits components throughout its service life. The form isa two-part, no-carbon-required form. The hardbackcopy is filed in the logbook of the aircraft in which theparachute is installed. The original copy of the recordis kept in a permanent file as designated by the AMO.

The Seat Survival Kit Record, OPNAV 4790/137,(fig. 7-13) provides configuration and inspectioninformation for the seat survival kit and itscomponents . This record i s a two-par t ,no-carbon-required form. The hardback copy is filedin the aircraft logbook. The original copy is kept in apermanent file as designated by the AMO.

The Aircrew Systems Record, OPNAV 4790/138,(fig. 7-14) provides a continuous configuration andinspection record of ALSS components, kits, andassemblies. This record is a single copy, two-sidedform, which is filed in the logbook of the aircraft forwhich the ALSS component, kit, or assembly isinstalled. For personnel-mounted equipment or otherequipment that is not aircraft mounted, the record willbe maintained as directed by the AMO.

When any of the above listed ALSS components,kits, or assemblies are involved in an aircraft mishap,the appropriate records are to be forwarded as requiredby OPNAVINST 3750.6 and NAVAIR 13-1-13manuals for investigation.

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Figure 7-12.—Parachute Record (OPNAV 4790/101).

Figure 7-13.—Seat Survival Kit Record (OPNAV 4790/137).

7-14

Figure 7-14.—Aircrew Systems Record (OPNAV 4790/138).

Q2l.

Q22.

Q23.

Q24.

Q25.

Q26.

Q27.

What information MUST be transcribed on bothsides of each logbook page to ensure positiveidentification when pages are removed?

Who is responsible for maintaining aircraftlogbooks?

Where can information be obtained on a specificaircrafts structural life limitations?

On what OPNAV record in the logbook would anoverweight landing inspection be recorded?

On what OPNAV record in the logbook would anaircraft service period adjustment (ASPA)

inspection be recorded?

Where and how are interim technical directives

(TDs) recorded?

What is the purpose of the Miscellaneous/HistoryRecord?

Q28. When is an entry not required on OPNAV4790/136A for preservation of installedequipment?

Q29. When aviation life support system's components,kits, or assemblies are involved in an aircraftmishap, what must be done with the associatedrecords?

AERONAUTICAL EQUIPMENTSERVICE RECORD, OPNAV 4790/29

LEARNING OBJECTIVE: Recognize thedifferent parts of the Aeronautical EquipmentService Record and their purpose.

The AESR is a loose-leaf record. It may beinserted in the aircraft logbook or it may stand alone.The AESR is maintained similarly to the aircraftlogbook, and the same OPNAV forms are used in it.The activity that has custody of the particular

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equipment maintains this record. The following is alist of the currently required applications of the AESRto specific equipment:

Aircraft power plant

Airborne gun pods (for example, GPU-2/A,ADEN)

Low-level escape system

Propeller assembly

In-flight refueling store or package

Auxiliary, power unit (APU)

AN/ALQ-99 pod

Aeronautical expeditionary airfield M-11, M-22,M-23, and V-1, V-7, and L-series lightingsystems

Gas turbine power plant (7LM 1500 PB-104)

MK-105 magnetic minesweeping gear

SE gas turbine engines (listed in NAV-AIRNOTE 4700)

Engine test cell or stand

The AESR (fig. 7-15) is a permanent part of theaircraft logbook for equipments installed at the timeof aircraft transfer.

Module Service Record (MSR)(OPNAV 4790/135)

Modular engine design allows intermediate levelfacili t ies to readily remove and replaceinterchangeable with ready-for-issue (RFI) spares.The MSR (fig. 7-16) provides the method forrecording the maintenance data for these modules andtheir life limited assemblies and components. ThisMSR will be attached to and accompany thecomponent to its final destination.

Figure 7-15.—Aeronautical Equipment Service Record (OPNAV 4790/29).

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Figure 7-16.—Module Service Record (OPNAV 4790/135).

Once the module is installed in a particularpropulsion system, this record is maintainedconcurrently with, and becomes part of, the propulsionsystem AESR.

Assembly Service Record (ASR) (OPNAV4790/106A)

The ASR (fig. 7-17) is a two page form thatprovides data tracking on assemblies. Items thatrequire an ASR are items with rework or overhaul lifelimits and subassemblies designated to be removed byany organization and discarded.

Equipment History Record (EHR) Card(OPNAV 4790/113)

The EHR card (fig. 7-18) is a two page form usedto record maintenance, inspections, TD compliance,and usage data on maintenance engineering cognizantfield activity (MECFA) designated components, quick

engine change kits (QECKs), and armamentequipment. An individual card for each EHRcomponent is maintained as part of the aircraftlogbook, AESR, or MSR while the component isinstalled in or on the aircraft. When the component isremoved, the EHR accompanies the component.

Scheduled Removal Component (SRC)Card (OPNAV 4790/28A)

The SRC card (fig. 7-19) is used to recordmaintenance history data of aeronautical componentsthat are (through engineering analysis) determined tobe life limited. The SRC card is used to recordmaintenance history, installation, and usage data ondesignated SRCs. An individual card for each SRCitem is maintained as part of the logbook, AESR,MSR, or equipment as long as that item is installed.When the item/component is removed from theaircraft, the SRC card accompanies the component.

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Figure 7-17.—Assembly Service Record (OPNAV 4790/106A).

NOTE: For more detailed information ondocumentation procedures for the AESR, MSR, ASR,EHR, and SRC, refer to OPNAVINST 4790.2.

Q30. Once an engine module is installed in aparticular propulsion system, what becomes ofthe Module Service Record (MSR)?

Q31. In what section of the Assembly Service Recordis the removal data documented?

Q32. What record is used to document themaintenance history data of an aeronauticalcomponent that has been determined to be lifelimited?

NAVAL FLIGHT RECORDSUBSYSTEM (NAVFLIRS)

LEARNING OBJECTIVE: Describe thepurpose of the Naval Flight Record Subsystem.

The NAVFLIRS provides a standardizedDepartment of the Navy flight activity data collectionsystem. The NAVFLIR form (OPNAV 3710/4)consists of an original and two copies. All three copiescontain identical information, which is outlined inOPNAVINST 3710.7.

A NAVFLIRS is required to be completed for eachattempt at flight and is certified for completeness andaccuracy by the aircraft or mission commander. Oncethe form is completed, maintenance control screens itfor accuracy of aircraft information (BUNO, flighttime, engine operating time) and transcribesapplicable data in the aircraft logbook. Operationspersonnel will screen it and transcribe information inthe aviators logbooks.

Enhanced Comprehensive Asset ManagementSystem (ECAMS) sites will forward copies 1 and 3 tothe ECAMS operator for entry of the requiredinformation for ECAMS reports and tracking

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Figure 7-18.—Equipment History Record (EHR) card, (OPNAV 4790/113A).

purposes. Then, the ECAMS operator forwards thecopies to the analyst. Copy 3 is filed in maintenancecontrol, and copy 1 is sent to the data services facility(DSF) for data entry and the production of variousNAVFLIRS reports. Ensuring the validity ofNAVFLIRS data requires complete coordinationbetween the analyst, maintenance control, and theoperations department.

AIMD production effort. Production control has thefollowing responsibilities.

Scheduling the workload, using procedures andpriorities established by the maintenancematerial control officer.

Coordinating and controlling the productioneffort to ensure efficient movement ofcomponents through the activity.

Maintaining the required files and records tosupport the productive effort.

Keeping the maintenance material controlofficer informed of overall workload status.

Q33. What system was devised to providestandardized Department of the Navy flightactivity data collection information?

PRODUCTION CONTROL

LEARNING OBJECTIVE: Identify theresponsibilities of production control.

Production control, like maintenance control ofthe organizational maintenance department, is thenucleus of the AIMD. It is responsible to themaintenance material control officer for the overall

Maintaining positive control of all accountablematerial.

Ensuring maximum use of personnel andmaterial resources.

Maintaining liaison with the supply departmentand the various production work centers.

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Figure 7-19.—Scheduled Removal Component (SRC) card (OPSAV 4790/28A).

Q31. In the intermediate maintenance activity (IMA),what work center is responsible for maintainingpositive control of all accountable material?

Maintaining VIDS display boards and verify that The quantity of like items in the supply departmentthe various work center VIDS display boards are determines the priority set on the inducted item. Oncein parity. If operating under NALCOMIS. ensure the IMA has the component, production control trackswork centers are updating NALCOMIS as it and manages the priority as it goes through the repairrequired. cycle.

Ensuring packaging, preservation, andrepreservation is done according to applicabletechnical manuals.

It is important to remember that production controlis the nerve center of the intermediate maintenanceactivity (IMA). The IMAs primary purpose is tosupport the squadrons and to help the supplydepartment support the squadrons. When a localsquadron is in need of a repairable aircraft component,its use of a replacement part from supply directlyaffects the IMA. The bad part removed from theaircraft (retrograde component) will eventually showup in the aeronautical material screening unit(AMSU), and if they have the capability to repair it,that component will be inducted in the IMA.

SUPPLY PRIORITIES/PROJECTCODE ASSIGNMENT

When informed by the repairing work center ofrepair parts requirements. production control assignsthe supply priority and project code.

As discussed in chapter 3, all Navy activities areassigned a force activity designator (FAD) fordetermining priorities for material support based ontheir mission. The FAD is correlated with anurgency-of-need requirement to determine thepriority assigned to requisitions. For example, a FAD

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II activity can submit priority 2, 5, and 12 requisitions,depending on the urgency of requirement as related tomission readiness. A FAD III activity would submitpriority 3, 6, and 13 requisitions for correspondingrequirements.

Project codes are assigned to identify requisitionsand related documents applicable to specific projects orprograms and are mandatory entries on all requisitions.

Project/Priority codes are discussed in more detailin chapter 3 and in OPNAVINST 4790.2.

AWAITING PARTSVALIDATION

LEARNING OBJECTIVE: Recognize thepurpose for performing awaiting partsvalidations.

Validation of AWP items, using the AWP listprovided by the aviation support division (ASD), isperformed jointly with the AWP unit in supply at leastweekly. AWP validation ensures all parts on order bya particular command are still required and all requiredparts are still on order. This validation also points outpossible cannibalization actions, which can reduce thenumber of AWP components.

Q35. What action is taken at least weekly to ensure allparts on order are still required and all requiredparts are still on order?

WORKLOAD PRIORITYASSIGNMENT

LEARNING OBJECTIVE: Identify thedifferent priorities assigned to I-levelmaintenance workloads.

Production control, working with the componentcontrol section (CCS) and the aeronautical materialscreening unit (AMSU) of the supply department, willset workload priorities based on the following:

Priority 1. Support of non-mission capable (NMC)or partial-mission capable (PMC) aircraft; NMCS orPMCS items, based on a valid outstanding requisitionheld by supply; expeditious repair (EXREP); or workrequests causing NMC or PMS conditions on anaircraft will be assigned priority 1. Priority 1 is alsoassigned to activities within 30 days of deployment.

Priority 2. Repair of critical local repair cycleassets (LRCAs) and SE. This priority is also assignedto O-level maintenance work stoppage requirements.

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Priority 3. Repair of non-critical LRCAs and SEand repair or manufacture of material for non-fixedallowance stock.

Priority 4. Processing of salvaged material andnonaeronautical work.

These priorities may be adjusted by the IMAmaintenance and supply officers as necessary to meetlocal support requirements and operation conditions.

Q36. Production control works with what other workcenters in the supply department to set workloadpriorities?

EQUIPMENT STATUS REPORTS

The successful operation of an IMA fromproduction control depends on knowledge. Asmentioned before, production control is the nervecenter of the IMA. If a supported activity needsanything in the way of support from the I-levelactivity, it will contact production control. Forproduction control to have its finger on the pulse of theentire department, it needs to be continuously updatedon equipment status. From the status of supportequipment to avionics test benches, the productioncontrol chief MUST know at a glance what assets hehas available to work with.

Equipment status reports normally provide thisinformation. These status reports are normally furnishedto production control at the beginning of each work dayand sometimes at the beginning of each shift.

Equipment status reports provide importantinformation, such as how many NCPP-105 air startunits are on board, and how many of them are up (fullyoperational) or how many are down, what maintenanceis required to make them ready for use, and when theyare anticipated to be ready for use. Almost everydivision in the IMA provides these reports to theproduction control officer, with information pertinentto the successful operation of an IMA.

SUMMARY

This chapter touched only briefly on theresponsibilities of maintenance and productioncontrol. It is by no means an all inclusive recipe bookfor successful operation of either work center. Bothmaintenance control at the O-level and productioncontrol at the I-level are very important and busymanagement offices. Communication and teamworkare key factors in managing a successful work center.

ANSWERS TO REVIEW QUESTIONS

A1. The efficient attainment of objectives.

A2. Actions taken to retain material in a serviceable condition or to restore it toserviceability.

A3. Actions taken to retain or restore material or equipment to a serviceablecondition with a minimum expenditure of resources.

A4. Maintenance control.

A5. Maintenance control.

A6 Maintenance control.

A7. Maintenance control.

A8. Maintenance control.

A9. It allows all the supervisors within your department or division to brief themaintenance chief on the status of equipment, components, or aircraft thatcurrently have ongoing work or are scheduled to have maintenanceperformed.

A10. Aircraft Material Readiness Reporting (AMRR), COMNAVAIRLANT/COMNAVAIRPAC INSTRUCTION 5442.5D.

A11. At least 10 flights or until the completion of the next like inspection.

A12. The aircraft maintenance officer (AMO) or his designated representative.

A13. Aircraft Inspection and Acceptance Record.

A14. Prior to the first flight of the day.

A15. OPNAVINST 4790.2, Vol III.

A16. One inspection cycle or 6 months, whichever is greater.

A17. Miscellaneous file.

A18. SCIR reports.

A19. The first position of the EOC code.

A20. They are computer generated as determined by the documented Work UnitCode (WUC).

A21. Aircraft model and bureau number.

A22. Reporting or physical custodians of all naval aircraft.

A23. The periodic maintenance information cards (PMCs) for that specificaircraft.

A24. Inspection Record OPNAV 4790/22A.

A25. Repair/Rework Record, OPNAV 4790/23A.

A26. Interim TDs are recorded on the same sheet as formal TDs and identified byan "I" preceding the TD number.

A27. It provides a means of recording significant information that affects theaircraft or equipment for which no other space is provided in the logbook.

A28. If the equipment is not preserved as part of an aircraft preservation action.

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A29.

A30.

A31.

A32.

A33.

A34.

A35.

A36.

The appropriate records are to be forwarded as required by OPNAVINST3750.6 and NAVAIR 13-1-13 manuals for investigation.

It is maintained concurrently with and becomes part of the AeronauticalEquipment Service Record (AESR).

Section IV.

The Scheduled Removal Component (SRC) Card OPNAV 4790/28A.

Naval Flight Record Subsystem (NAVFLIRS).

Production control.

Awaiting parts (AWP) validation.

Component control section (CCS) and the aeronautical material screeningunit (AMSU).

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APPENDIX I

GLOSSARY

ABO—Aviators’ breathing oxygen.

ACC—Aircraft controlling custodian.

ACCUMULATORS—Shock absorber, storage cell.

AD—Aviation Machinist’s Mate.

ADP—Automatic data processing.

ADRL—Automatic distribution requirements listing.

AE—Aviation Electrician’s Mate.

AEPS—Aircrew escape propulsion systems.

AFFF—Aqueous film-forming foam.

AIMD—Aircraft intermediate maintenancedepartment.

AIR—Aircraft inventory record.

AK—Aviation Storekeeper.

ALPHABETIC SEQUENCE—A sequence thatbegins at the extreme left-hand position beginningwith the letter A and progresses through 2 from leftto right, one position at a time, until all positionsof the group of letters have been considered.

AM—Aviation Structural Mechanic.

AME—Aviation Structural Mechanic, SafetyEquipment.

AMH—Aviation Structural Mechanic, Hydraulics.

AMS—Aviation Structural Mechanic, Structures.

AMSU—Aeronautical material screening unit.

AO—Aviation Ordnancemen.

AR—As required.

AS—Aviation Support Equipment Technician.

ASD—Aviation support division.

ASG—Afloat Shopping Guide.

ASO—Aviation Supply Office.

ASR—Assembly service record.

AT—Aviation Electronics Technician (I-IntermediateLevel Specialty/O-Organizational LevelSpecialty).

AUTODIN—Automatic Digital Network.

AWM—Awaiting maintenance.

AWP—Awaiting parts/aircraft awaiting parts.

AWSE—Armament weapons support equipment.

BCM—Beyond capability of maintenance.

BUNO—Bureau number (aircraft).

CAD—Cartridge-actuated device.

CAGE—Commercial and Government Entity.Replaced Manufacturer’s code. A five-positioncode ass igned to manufacturer’s andnonmanufacturer’s organizational entities andcontractors of items procured by agencies of theFederal Government.

CCS—Component control section.

CDI—Collateral duty inspector.

CDQAR—Collateral duty quality assurancerepresentative.

CECR—Change Entry Certification Record.

CER—Complete engine repair.

CERRC—Complete Engine Repair RequirementCard.

CFA—Cognizant field activity.

CFE—Contractor-furnished equipment.

CNO—Chief of Naval Operations.

CO—Commanding officer.

COG—Cognizant.

COMNAVAIRSYSCOM —Commander, Naval AirSystems Command.

CPO—Chief petty officer.

CRIPL—Consolidated remain in place list.

CTPL—Central technical publications library.

CV—Aircraft carrier.

DAR—Defense acquisition regulations.

DCNO(AIR) —Deputy Chief of Naval Operations forAir.

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DOD—Department of Defense.

DON—Department Of Navy.

DOP—Designated overhaul point.

DSF—Defense stock fund, document statusfile. document stock file, or data servicesfacility.

DTG—Date-time group identifies date and time amessage was transmitted and who the releasingactivity was.

DTPL—Dispersed technical publications library.

EGRESS—A means of going out of or ejecting froman aircraft.

EHR—Equipment history record.

EOC—Equipment Operational Capability code.

ESD—Electrostatic discharge.

EXBEP—Expeditious repair.

FAD—Force/activity designator.

FCF—Functional check flight.

FOD—Foreign object damage.

FSC—Federal supply classification.

HSU—Hydraulic fluid service unit.

ICBL—Individual component repair list.

I-LEVEL MAINTENANCE—Maintenance performedat the intermediate level as designated by theNAMP, OPNAVINST 4790.2.

IMA—Intermediate maintenance activity.

IMRL—Individual Material Readiness List.

IPB—Illustrated parts breakdown.

JCN—Job control number.

LHA—Helicopter assault landing ship.

LOX—Liquid oxygen.

LPA—Amphibious assault ship.

LRCA—Local repair cycle asset.

MAF—Maintenance Action Form.

MCIU—Master Cross-Reference List.

MDR—Maintenance Data Report.

MDS—Maintenance Data System.

MDU—Material delivery unit.

MEASURE—Metrology Automated System forUniform Recall and Reporting.

MEK—Methyl ethyl keytone.

METCAL—Metrology and Calibration Program.

MI—Maintenance instruction.

MILSTRIP—Military Standard Requisitioning IssueProcedure.

MIM—Maintenance instruction manual.

ML-N—Management data list Navy.

MMCO—Maintenance material control officer.

MMP—Monthly maintenance plan.

MRC—Maintenance requirements card.

MRIL—Master Repairable Item List.

MS—Military specification.

MSR—Module service record.

MTIR—Mandatory turn-in repairable.

NA—NAVAIR.

NADEP—Naval aviation depot.

NALCOMIS—Naval Aviation Logistics CommandManagement Information System.

NAMDRP—Naval Aviation MaintenanceDiscrepancy Reporting Program.

NAMP—Naval Aviation Maintenance Program.

NAPI—Naval Aeronautic Publications Index.

NARU—Naval air reserve unit.

NATOPS—Naval Air Training and OperatingProcedures Standardization.

NATSF, NAVAIRTECHSERVFAC—Naval airtechnical services facility.

NAVAIR, NAVAIRSYSCOM—Naval Air SystemsCommand.

NAVAIRINST —Naval Air Systems Commandinstruction.

NAVAVNDEPOT —Naval aviation depot.

NAVOSH—Naval Occupational Safety and Health.

NAVSEA—Naval Sea Systems Command.

NAVSUP—Naval Supply Systems Command.

NC—Not carried.

NDI—Nondestructive inspection.

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NIIN—National item identification number.

NIS—Not in stock.

NMCS—Not-mission-capable supply.

NOAP—Navy Oil Analysis Program.

NON-RFI—Nonready-for-issue.

NSN—National Stock Number (13 digits).

NUMERIC SEQUENCE—A sequence of numbersbeginning at the extreme left-hand position, fromleft to right in ascending order, one position at atime, until all digits have been considered.

NWPL—Naval warfare publication library.

OIC—Officer in charge.

OJT—On-the-job training.

OLEOS—The shiny part of actuating cylinders andstruts.

O-LEVEL MAINTENANCE—Organizational-level maintenance.

OMA—Organizational maintenance activity.

OMD—Operations maintenance department.

OPNAV—Office of the Chief of Naval Operations.

OPNAVINST—Office of the Chief of Naval Opera-tions instruction.

OUTUS—Outside continental limits United States.

PEB—Pre-expended bin.

PI SUFFIX—Publication identifier suffix.

PM—Periodic maintenance.

PMCS—Partial mission capable supply.

PME—Precision measuring equipment.

PMIC—Periodic maintenance information card.

PMS—Planned maintenance system.

PON-6—Preoiler portable, hand—carried hand pumpwith a 3-gallon capacity.

PQS—Personnel qualification standard.

PR—Aircrew Survival Equipmentman.

PSI—Position-sensitive indicator.

PUC—Permanent Unit Code.

QA—Quality assurance.

QA/A—Quality assurance/analysis.

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QAR—Quality assurance representative.

RAC—Rapid action change.

RAMEC—Rapid action minor engineering change.

RAT—Ram air turbine.

REF—Reference.

RFI—Ready for issue.

RTV—Room temperature vulcanizing.

SCC—Sequence control chart/card.

SCIR—Subsystem capability impact reporting.

SDLM—Standard depot—level maintenance.

SE—Support equipment.

SEAOPDET—Sea operational detachment.

SERVMART—Service market.

SIM—Service instruction manual.

SIMs—Service instruction manuals.

SM&R—Source, maintenance and recoverability.

SPAWARSYSCOM—Space Warfare SystemsCommand.

SPEC DWG—Specification control drawingnumber.

SRA—Shop replaceable assembly.

SRC—Scheduled removal component.

SRC CARD—Scheduled Removal ComponentCard, OPNAV 4790/28A. All componentswith maximum operating hours assigned(high-time items) must be accompanied by anSRC card.

SRM—Structural repair manual.

SRS—Supply response section.

SSC—Supply support center.

SSCC—Standard Subject Classification Code.

SUBJ SERIAL—Subject serial number.

SWP—Subordinate work package.

TAT—Turnaround time.

TCP—Tool Control Program.

TCPL—Tool control plan.

TD—Technical directive.

TDC—Technical directive compliance.

TEC—Type Equipment code.

TMINS—Technical Manual Identification NumberingSystem.

TPDR—Technical publication deficiency report.

TPL—Technical publications library.

TPS—Tactical paint scheme.

TRAMAN—Training manual.

UIC—Unit Identification Code.

UMMIPS—Uniform Material Movement and IssuePriority System.

UND—Urgency of need designator.

VAST—Versatile avionics shop test.

VIDS—Visual Information Display System.

VIDS/MAF—Visual Information Display System/Maintenance Action Form.

WARNINGS, CAUTIONS, AND NOTES—Thefollowing definitions apply to warnings, cautions,and notes found in technical manuals.

WARNING. An operating procedure, practice, orcondition that may result in injury or death if notcarefully observed or followed.

CAUTION. An operating procedure, practice, orcondition that, if not strictly observed, may damageequipment.

NOTE. An operation, procedure, practice, orcondition that is essential to emphasize.

WCC—Work Center code.

WP—Work package.

WRA—Weapons replaceable assembly.

WSE—Weapons and support equipment.

WUC—Work Unit Code.

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APPENDIX II

REFERENCES USED TO DEVELOPTHE TRAMAN

NOTE: Although the following references were current when this TRAMANwas published, their continued currency cannot be assured. When consulting thesereferences, keep in mind that they may have been revised to reflect new technologyor revised methods, practices, or procedures. Therefore, you need to ensure that youare studying the latest references.

Chapter 1

Naval Aviation Maintenance Program (NAMP), OPNAVINST 4790.2F, Vol I,Office of the Chief of Naval Operations, Washington, D.C., 1 June 1995,Change 1 of 4 January 1996.

Chapter 2

Naval Air Systems Command Technical Manual Program, NAVAIR 00-25-100,Naval Air Systems Command, Washington, D.C., 1 July 1994.

Naval Aviation Maintenance Program (NAMP), OPNAVINST 4790.2F, Vol I,Office of the Chief of Naval Operations, Washington, D.C., 1 June 1995,Change 1 of 4 January 1996.

OPNAV Application Guide and Index for the Navy Standard Technical ManualIdentification Numbering Systems (TMINS), OPNAV N0000-00-IDX-0001TMINS, Office of the Chief of Naval Operations, Washington D.C., Revision3 of 28 September 1988.

Navy Standard Technical Manual Identification Numbering System, NAVAIRINSTRUCTION 4160.1, Naval Air Systems Command, Washington, D.C., 27April 1988.

Chapter 3

Afloat Supply Procedures Manual, NAVSUP Pub 485, Naval Supply SystemsCommand, Washington, DC., August 1991 through Change 6 of 31 January1996.

Operating Procedures Manual, MILSTRIP, Military Standard Requisitioning andIssue Procedures, MILSTRAP, Military Standard Transaction Reporting andAccounting Procedures, NAVSUP Publication 437, Naval Supply SystemsCommand, Washington, D.C., July 1991, Change 9 of 16 September 1996.

Naval Air Systems Command Aircraft Maintenance Material Readiness ListProgram, NAVAIRINST 13650.1C, Naval Air Systems Command,Washington, D.C., 16 January 1992.

Naval Aviation Maintenance Program (NAMP), OPNAVINST 4790.2F, Vol I,Office of the Chief of Naval Operations, Washington, DC., 1 June 1995,Change 1 of 4 January 1996.

AII-1

Chapter 4

Aircraft Weapons Systems Cleaning and Corrosion Control, NAVAIR 01-1A-509,Naval Air Systems Command, Washington, D.C., 1 May 1996.

Avionics Cleaning and Corrosion Prevention/Control Manual, NAVAIR 16-l-540,Naval Air Systems Command, Washington, D.C., April 1992.

General Aircraft Information, NAVAIR 01-F14AAA-2-1, Naval Air SystemsCommand, Washington, D.C., September 1993, Change 3 of 1 August 1996.

Naval Aviation Maintenance Program (NAM), OPNAVINST 4790.2F, Vol I,Office of the Chief of Naval Operations, Washington, D.C., 1 June 1995,Change 1 of 4 January 1996.

Naval Aviation Safety Program, OPNAVINST 3750.64, Chief of NavalOperations, Washington, D.C., August 1989 through Change 1 of March 1991.

Preservation of Naval Aircraft Manual, NAVAIR 15-01-500, Naval Air SystemsCommand, Washington, D.C., 1 February 1994.

Principles of Operation Landing Systems, NAVAIR 01-F14AAA-2-2-1, Naval AirSystems Command, Washington, D.C., April 1993.

Chapter 5

Naval Aviation Maintenance Program (NAMP), OPNAVINST 4790.2F, Vol I,Office of the Chief of Naval Operations, Washington, D.C., 1 June 1995,Change 1 of 4 January 1996.

Naval Aviation Safety Program, OPNAVINST 3750.64, Chief of NavalOperations, Washington, D.C., August 1989 through Change 1 of March 1991.

Navy Occupational Safety and Health (NAVOSH Program for Forces Afloat,OPNAVINST 5100.l9C, Vols I and II, Chief of Naval Operations, Washington,D.C., January 1994, Change 1 of 15 May 1996.

Chapter 6

Naval Aviation Maintenance Program (NAMP), OPNAVINST 4790.2F, Vol I,Office of the Chief of Naval Operations, Washington, D.C., 1 June 1995,Change 1 of 4 January 1996.

Aviation Maintenance Ratings Supervisor, NAVEDTRA 12011-A, NavalEducation and Training Program Management Support Activity, Pensacola,Florida, November 1993.

Aviation Support Equipment Technician 1, NAVEDTRA 10358, Naval Education andTraining Program Management Support Activity, Pensacola, Florida, 1990 edition.

Chapter 7

Naval Aviation Maintenance Program (NAMP), OPNAVINST 4790.2F, Vols I andIII, Office of the Chief of Naval Operations, Washington, D.C., 1 June 1995,Change 1 of 4 January 1996.

Aircraft Material Readiness Reporting (AMRR), CNAP/CNAL Instruction5442.5D, Commander, Naval Air Force, United States Pacific Fleet,Commander, Naval Air Force, United States Atlantic Fleet, March 1994.

AII-2

INDEX

A

Abrasive wheel, 4-40Accessories manuals, 2-27Administration divisions, 1-7, 1-10Administrative forms and documents, 1-19Aeronautical component and equipment manuals, 2-27Aeronautical publications, 2-29Afloat Shopping Guide, 3-12Air servicing trailers, 5-13Air storage bottles servicing, 5-11Aircraft divisions, 1-8Aircraft logbooks, 7-5

ALSS Records, 7-13Aeronautical Equipment Service Record, 7-15Inspection Record, 7-7Installed Explosive Device Record, 7-12Inventory Record, 7-12Miscellaneous/History form, 7-10Monthly Flight Summary form, 7-7NAVFLIRS, 7-18Preservation/Depreservation Record, 7-10Repair/Rework Record form, 7-7Structural Life Limits form, 7-7Technical Directives, 7-9

Aircraft maintenance department organization, 1-1Aircraft maintenance departments, 1-4Aircraft safety, 5-16Airfield lighting and related accessories manuals, 2-27Airframes, 1-8, 1-11Aliphatic naphtha, 4-7Aluminum on aircraft, 4-35, 4-36Amendment of technical directives, 2-32Ammonium hydroxide, 4-8Analysis of aircraft maintenance, 1-7Approach magazine, 2-30Aqueous film-forming foam, 4-8Armament and accessories publications, 2-27Armament equipment, 1-11Automatic Distribution Requirements List, 2-34Aviation support divisions, 3-23Avionics, 1-8, 1-11Avionics and armament divisions, 1-8Avionic systems, 4-26

B

Barrier materials, 4-17Batteries, 4-27

Batteries—Continuedcompartments, 4-27vent openings, 4-27

Bilge areas, 4-32Blast areas, 4-32

gun, 4-32JATO, 4-32rocket, 4-32

C

Cadmium in aircraft, 4-38Cannon plugs, 4-28Cargo loading manuals, 2-25Cataloging system in supply, 3-3Central technical publications libraries, 2-33

library stamp, 2-34outfitting, 2-34

Change Entry Certification Record, 2-34Changes to publications, 2-7Checklists, 2-29Chemical surface treatment, 4-45Chromium alloys in aircraft, 4-39Cleaning of aircraft, 4-8

aluminum metal polish, 4-9aluminum oxide abrasive cloth, 4-9cleaning compound, 4-8cleaning with limited water, 4-13detergents, 4-9dry-cleaning solvent, 4-7equipment, 4-10impregnated cotton wadding, 4-9materials, 4-9mechanical cleaning, 4-9methods, 4-11power tools on surfaces, 4-43preparation, 4-11sodium bicarbonate, 4-8sodium phosphate, 4-8spot cleaning, 4-13surface cleaning compound, 4-8waterless wipedown cleaning, 4-13

Cleaning avionics equipment, 4-9, 4-13Coating compounds, 4-16Coaxial connectors, 4-28Coded National Stock Numbers, 3-13Codes used aircraft maintenance documentation,

1-22, 1-23Cognizance symbols, 3-13

INDEX-1

Combustible liquids, 4-6Commercial manuals, 2-2Component control sections, 3-24Consolidated Remain In Place Lists,

3-10Copper and copper alloys in aircraft. 4-38Corrosion, 4-1

concentration cell, 4-20control. 4-1crevice attack, 4-20damage limits, 4-43detection, 4-20direct surface attack, 3-20dissimilar metal. 4-21exfoliation, 4-20fatigue. 4-21filiform, 4-25forms of. 4-20fretting, 4-21galvanic, 4-2 1intergranular. 4-20microbiological. 4-25pitting, 4-20preventive compound (MIL-C-81309), 4-17preventive compound, solvent cutback, 4-16preventive petroleum (MIL-C-11796), 4-17prone areas. 4-26-4-34recognizing and eliminating, 4-34stress, 3-24theory, 4-2

Corrosion removal, 3-39abrasive wheel, 4-40aluminum, 3-35, 4-36cadmium and zinc, 4-38cleaning surfaces with power tools, 4-43copper and copper alloys, 4-38dry, abrasive blasting, 4-43iron and steel, 4-35light corrosion, 3-39magnesium. 4-37mechanical removal, 4-40moderate corrosion, 4-40nickel and chromium alloys, 4-40nonrepairable damage, 4-40repairable damage, 4-40severe corrosion, 4-40titanium, 4-39VACU-Blast dry honer, 4-40wet abrasive blasting, 4-42

Crash-damaged aircraft. 5-28reclamation. 5-28recovery, 5-28

Crew station manuals, 2-25

D

Data accuracy, 1-19Department of Defense publications, 2-28Depot maintenance, 1-3Detergents, liquid, nonionic, 4-9Dispersed libraries, 2-33

E

Egress system checkouts, 5-27Ejection seats, 4-30Electronics manuals, 2-28Electrostatic Discharge Control Prevention Program,

5-28Exhaust trail areas, 4-3 1External skin areas, 4-33

F

Flammable liquids, 4-6Flap recesses, 4-33Flight crew checklists, 2-24Flight deck safety, 5-22Fluid service unit, Model HSU-1, 5-15Force/Activity Designators, 3-2Foreign Object Damage prevention program, 5-24Fuel Contamination and Surveillance Program, 5-27Fueling, 5-6

defueling, 5-10gravity fueling, 5-7pressure fueling, 5-7,5-8

Functional check flight checklists, 2-24

G

General engineering series manuals, 2-25General series manuals (00 series), 2-22Guided weapons manuals, 2-26Gun blast areas: 4-32

H

Hardware manuals, 2-28Hearing Conservation Program, 5-28High-pressure air valve, 5-1 2Hydraulic Contamination Control Program, 5-25Hydraulic fluid replenishment, 5-10

I

I-level material control center. 3-22I-level VIDS boards, 1-17

INDEX-2

Illustrated parts breakdowns, 2-20, 3-5information elements, 3-7

Immediate action directives, 2-32In-flight maintenance manuals, 2-25Individual Component Repair Lists, 3-11Individual Material Readiness Lists, 3-1 6Inspections of aircraft, 5-32

acceptance, 5-32conditional, 5-32daily, 5-32phase, 5-33postflight, 5-32preflight, 5-32special, 5-33transfer, 5-32turnaround, 5-32zonal, 5-33

Intake trail areas, 4-31Intermediate maintenance, 1-9Iron in aircraft, 4-35Isopropyl alcohol, 4-9

J

JATO blast area, 4-32Joint Service Uniform Source, Maintenance, and

Recoverability Codes, 3-10

L

Landing gear, 4-32Life support equipment, 1-11Line, 1-9

division, 1-9operations, 5-1

Line safety, 5-16Local repair cycle asset storage units, 3-24Lubrication oil, 4-17

general-purpose, 4-17preservative, 4-17

M

Magnesium in aircraft, 4-37Maintenance, 1-1, 1-2

avionics, 4-5levels, 1-1manuals, 2-2, 2-25, 3-5responsibilities, 1-1types, 1-2

Maintenance administration, 1-7Maintenance control work center, 1-8, 7-2Maintenance Digest, 2-29

Maintenance instruction manuals, 2-17, 2-25Maintenance Management, 7-1

Aircraft Discrepancy Book, 7-3Aircraft historical files, 7-4Aircraft Status Reports, 7-3Maintenance Control, 1-8, 7-1Maintenance meetings, 7-2Releasing aircraft for flight, 7-3SCIR, 7-5

Maintenance/material control, 1-8, 1-10,7-2Maintenance requirements cards, 2-29Management of aviation maintenance, 1-5Manufacturers’ service bulletins, 2-29Master Cross-Reference List, 3-10Master Repairable Item List, NAVSUP P-4107, 3-10Material Condition codes, 3-13Material Control, 1-10Material Control Center, 1-8

O-level, 3-12Material Control codes, 3-13Material delivery unit, 3-23Material identification, 3-3Material requirements, 3-17MECH magazine, 2-30Methyl. ethyl ketone, 4-8Metrology and Calibration Program, 5-25Military specification manuals, 2-2Missiles, 2-25Monthly maintenance plan, 1-24

AIMD/IMA, 1-25O-level, 1-24

Monthly Production Reports, 1-21Multiple electrical connectors (cannon plugs), 4-28

N

NATOPS flight manuals, 2-24NAVAIR publication numbering system, 2-14NAVAIR technical manual program, 2-1NAVAIR technical manuals, 2-22

major categories, 2-22NAVAIROSH, 2-31

requirements for the shore establishment, 2-31Naval Aeronautic Publications Index, 2-20Naval Aviation Logistics Command Management

Information System, 1-12Naval Aviation News magazine, 2-29Naval Supply Systems Command publications, 3-10

Afloat Shopping Guide (ASG), 3-12Consolidated Remain in Place List, 3-10Individual Component Repair List, 3-11Master Cross-reference List, 3-10Master Repairable Item List, 3-10

INDEX-3

Naval warfare publications library catalog cards, 2-36Navy Oil Analysis Program, 5-25Nickel alloys in aircraft, 4-39Nitrogen servicing trailer, 5-13, 5-14Nuclear weapons cargo loading manuals, 2-24

O

O-level material control centers, 3-22Oil, preservative, hydraulic equipment

(MIL-H-46170), 4-17Oil replenishment, 5-10Operational manuals, 2-1, 2-24Organizational level, 1-6Organizational maintenance, 1-2Organizational maintenance structure relationship, 1-5Oxygen servicing, 5-12Oxygen surveillance program, 5-27

Packaging, 4-17Painting aircraft, 4-46

paint removal, 4-46painting equipment, 4-49surface preparation, 4-48touch-up procedures, 4-48

Periodic Maintenance Information Cards, 2-29Periodicals, 2-29

Approach, 2-30MECH, 2-31Naval Aviation News, 2-29

Piano-type hinges, 4-34Pilot’s pocket checklists, 2-24Plane captain, 5-1, 5-2

branch, 5-2duties, 5-2qualification, 5-2

Planned maintenance system publications, 2-28Pneumatic servicing, 5-11Polyethylene coating cloth, 4-18Polyethylene plastic film, 4-18Power plant manuals, 2-26Power plants, 1-8, 1-11Pre-expended bins, 3-23Preoiler (PON-6), 5-14Preservation of aircraft, 4-15

level I, 4-16level II, 4-16level III, 4-16

Pressure-sensitive adhesive tape, 4-18Primary weapons system technical manuals, 2-23Priority codes: 3-1

Priority in supply, 3-2Production control, 1-11, 7-19

Awaiting Parts Validation, 7-21Equipment Status Reports, 7-21Workload priority assignments, 7-21

Production divisions, 1-8, 1-11Project codes, 3-1, 7-20

Q

Quality assurance concepts, 6-6Functions, 6-10Inspectors, 6-11Representatives, 6-9, 6-10,6-11Responsibilities, 6-7, 6-8Training, 6-1 1

Quality assurance/analysis division, 1-7, 1-10,6-8

Quality assurance programs, 6-14Quality assurance audits, 6-14Division safety, 6-15Engineering investigations, 6-17NAMDRP, 6-16Special audits, 6-15Work center audits, 6-15Quality Deficiency Report, 6-18Aircraft Discrepancy Report, 6-18AVGFE Program, 6-20SE Misuse/Abuse Report, 6-19TD Deficiency Report, 6-18

R

Reclamation of aircraft, 4-15Rework maintenance, 1-2Rocket blast area, 4-32Routine action directives, 2-33Rubber material manuals, 2-27

S

Safety, 5-3, 5-16aircraft servicing, 5-3engine noise, 5-18exhaust area hazards, 5-18flight deck, 5-22intake ducts, 5-16line, 5-1liquid oxygen, 5-21LOX protective clothing, 5-21movable surface hazards, 5-18, 5-19overheated wheel brakes, 5-20propellers and rotors, 5-16

INDEX-4

Safety—Continuedpublications, 2-31seat ejection mechanisms, 5-20

Safety solvent, 4-7Sealants in aircraft maintenance, 4-50, 4-51

application, 4-51curing sealants, 4-51drying sealants, 4-51pliable sealants, 4-50

Security of aircraft, 5-16Sequence control charts/cards, 2-30Servicing aircraft, 5-3

fueling, 5-6hydraulic fluid, 5-10oil, 5-10oxygen, 5-12safety practices, 5-3, 5-4tire inflation, 5-11walkways, 5-4, 5-6

Servicing equipment, 5-12fluid service units, 5-1 5high-pressure air valves, 5-12preoilers, 5-14servicing trailers, 5-13

Shore stations in naval aviation, 1-4Sodium bicarbonate, 4-8Sodium phosphate, 4-8Soils, 4-10

classification, 4-10removal, 4-10

Solvents, 4-6aliphate naphtha, 4-7ammonium hydroxide, 4-8aqueous film-forming foam, 4-8dry-cleaning solvent, 4-7methyl ethyl ketone, 4-8safety solvent, 4-7sodium bicarbonate, 4-8sodium phosphate, 4-8

Special Material Identification Code (SMIC), 3-12Special programs, 5-22

egress system, 5-27Electrostatic Discharge Control/PreventionProgram, 5-28emergency reclamation of crash-damagedaircraft, 5-28foreign object damage prevention, 5-24fuel contamination and surveillance program,5-27hearing conservation, 5-28hydraulic contamination control, 5-25metrology and calibration program, 5-25oil analysis, 5-25

Special programs—Continuedoxygen surveillance, 5-27Support Equipment Misuse/Abuse Program,5-29support equipment training and licensingprogram, 5-29tool control, 5-24, 5-25training, 5-28

Special rework, 1-2Special upkeep, 1-2Speed brake recesses, 4-33Squadrons, 1-4Staff divisions, 1-6, 1-10Standard preservation and packaging information

manual, 2-28Standard rework, 1-2Standard upkeep, 1-2Steel in aircraft, 4-35Stores loading manuals, 2-24Stores reliability cards, 2-24Structural Repair Manual, 2-26Supply response section, 3-23Supply support center, 3-23Support equipment, 1-11, 5- 1

branch, 5-1corrosion removal, 4-40manuals, 2-28preservation, 4-18preventive maintenance schedule, 4-4

Support Equipment Misuse/Abuse Program, 5-29,6-73

Support Equipment Operator Training/LicensingProgram, 5-29

Support equipment records/forms/documents, 1-23SE Custody and Maintenance History Record(OPNAV 4790/51), 1-23SE Preoperational Record, (OPNAV FORM4790/52), 1-24

Surface cleaning compound, 4-8Surface maintenance, 4-5Survival equipment manuals, 2-28

T

Tactical manuals, 2-24Tactical paint scheme, 4-8

type I, 4-8type II, 4-8type III, 4-8type IV, 4-8type V, 4-8

Target and drone manuals, 2-25Technical directives, 2-3 1, 7-23

INDEX-5

Technical directives—Continuedcategories, 2-32numbering, 2-32system, 2-3 1titles. 2-32updating methods, 2-32

Technical library audit, 2-34Technical manuals, 2-1

formats. 2-1styles, 2-2

Technical manual numbering, 2-15NAVAIR Technical Manual Numbering System

(old system), 2-14Technical Manual Identification Numbering

System, 2-16Technical manual series, 2-27

special application, 2-27Technical publication deficiency report,

2-35Technical publications, 2-1

revision, 3-8, 2-32types. 2-1update methods, 2-8

Technical publications library, 2-33Tire inflation, 5-11Trail area, 3-31

exhaust, 4-31intake. 4-31

Tool Control Program, 5-24,5-25

Trichlorotrifluoroethane, 4-9Troubleshooter branch, 5-2

U

V

VACU-Blast dry honer, 4-40, 4-41Visual Information Display System board, 1-12

O-level, 1-12operating procedures, 1-15, 1-18

Visual Information Display System/MaintenanceAction Form, 1-14

Copy 1, Daily Audit Report, 1-2 1Flow, 1-16

W

Walkways on aircraft, 5-4Water-detergent cleaning, 4-11Water entrapment areas, 4-33Water-vaporproof barrier materials, 4-18Waterless wipedown cleaning, 4-13Weapons assembly checklist manuals for airborne

missiles, 2-26Weapons loading checklists, 2-24Weapons loading manuals, 2-24Weight and balance data manuals, 2-25Wet, abrasive blasting, 4-42Wheel wells, 4-32Wing fold recesses. 4-33Work centers, 6-1

Arrangement, 6-3, 6-4Daily maintenance meetings, 6-5Operation, 6-2, 6-10Personnel requirements, 6-5Personnel assignments, 6-5Scheduling of workload, 6-4

Work Unit Code (WUC) manual, 2-25

ZUpkeep maintenance, 1-2Urgent action directives, 2-33 Zinc in aircraft, 4-38

INDEX-6

Assignment Questions

Information: The text pages that you are to study areprovided at the beginning of the assignment questions.

ASSIGNMENT 1

Textbook Assignment: "Maintenance Administration." Pages 1-1 through 1-29.

1-1. An important objective of the NAMP is toachieve and maintain maximum materialreadiness. Which of the followingstatements reflects additional objectives ofthe NAMP?

1. Conservation of time2. Safety and conservation of material3. Conservation of manpower only4. Safety and conservation of manpower

1-2. What is the purpose of the AircraftMaintenance Department within anorganization?

1.

2.

3.

4.

Perform scheduled maintenance onassigned aircraftPerform unscheduled maintenance onassigned aircraftRepair reported discrepancies onsquadron aircraftMaintain assigned aircraft in aFull-Mission-Capable state in supportof the units mission

1-3. What are the major types of aircraftmaintenance?

1. Organizational, intermediate, anddepot

2. Standard and special3. Rework and upkeep4. Scheduled and unscheduled

1-4. Restorative work performed on an item ofsupport equipment is considered whattype(s) of work?

1-5. A comprehensive depot-level inspection ofselected aircraft structures and materialsand correction of any critical defects iswhat type of maintenance?

1. Upkeep2. Special rework3. Standard rework4. Standard upkeep

1-6. Maintenance performed on aircraft orequipment to improve its specific functionis known as what type of maintenance?

1. Standard rework maintenance2. Special rework maintenance3. Organizational maintenance4. Intermediate maintenance

1-7. Preventive, restorative, or additive workperformed on aircraft, equipment, andsupport equipment by an operating unit iswhat type of maintenance?

1. Upkeep2. Rework3. SDLM4. Depot

1-8. Scheduled work is performed on an aircraftas a result of its completing a prescribednumber of flying hours. What type ofmaintenance is this?

1. Special upkeep2. Special rework3. Standard upkeep4. Standard rework

1. Intermediate maintenance2. Upkeep maintenance only3. Rework maintenance only4. Rework and upkeep maintenance

1

1-9. The ability of an aircraft to perform itsmission was changed by alteration withoutregard to flying hours. What type ofmaintenance is this?

1. Special upkeep2. Special rework3. Standard upkeep4. Standard rework

1-10. Aircraft maintenance is divided into whattotal number of maintenance levels?

1. Five 1. Intermediate-level maintenance

2. Two 2. Organizational-level maintenance3. Three 3. Special maintenance4 . F o u r 4. Depot-level maintenance

1-1 1. Centralized local maintenance is performedby which of the following activities?

1. Depot-level activities2. Contractor plants3. AIMDs4. CMAs

1-12. Work performed by an operating unit on aday-to-day basis in support of its ownoperations is known as what type ofmaintenance?

1. Intermediate-level maintenance2. Organizational-level maintenance3. Special maintenance4. Depot-level maintenance

1-13. Servicing aircraft and preflight inspectionsare actions that are performed at what levelof maintenance?

1. Depot2. Special3. Intermediate4. Organizational

1-14. Work performed in a centrally locatedfacility within a geographical area is knownas what type of maintenance?

1. Special maintenance2. Depot-level maintenance3. Intermediate-level maintenance4. Organizational-level maintenance

1-15. Work performed at an industrial-typefacility is known as what type ofmaintenance?

1-16. The Naval Aviation Maintenance Programis sponsored and directed by whatcommand?

1. NAVSUP2 . C N E T3. CNO4 . D C N O

1-17. Material and technical support for theNAMP are provided by the cognizantsystems command and which of thefollowing commands?

1. NAVSUP2 . C N E T3 . C N O4 . D C N O

1-18. What type of relationship exists between asuperior and a subordinate?

1. Special2 . S t a f f3. Management4 . L i n e

2

1-19. According to directives from higherauthority, what officer directs the aircraftmaintenance department?

1. The assistant aircraft maintenanceofficer

2. The aircraft maintenance officer3. The quality assurance officer4. The aircraft maintenance division

officer

1-20. The functional management responsibilitiesfor the planning, control, and production ofthe aircraft maintenance department restwith which of the following officers?

1. Assistant aircraft maintenance officer2. Aircraft division officer3. Aircraft maintenance officer4. Quality assurance officer

1-21. Which of the following officers ensures thatstaff divisions at the organizational levelconform to established policies?

1. The assistant aircraft maintenanceofficer

2. The staff division officer3. The aircraft maintenance officer4. The maintenance material control

officer

1 - 2 2 . Assuring that high quality maintenancework is performed is a function of whatdivision in an organizational-levelmaintenance department?

1. Operations2. Quality assurance3. Administration4. Material control

1-23. Which of the following maintenanceconcepts allows you to regulate eventsrather than be regulated by them?

1. Detection2. Prevention3. Suppression4. Correction

1-24. Within an organizational-level maintenanceactivity, what part of the activity monitors,controls, and applies the MDS?

1. Administration2. System administrator/analysis3. Material control4. Production control

1-25. What officer is directly responsible for theoverall production effort and materialsupport of the organizational-levelmaintenance department?

1. The administration officer2. The aircraft maintenance officer3. The maintenance material control

officer4. The quality assurance officer

1-26. What branch or division is known as thenerve center of an organizational-levelmaintenance department?

1. Material control2. Maintenance control3. Aircraft4. Quality assurance

1-27. The power plants, airframes, and aviator’slife support equipment branches belong towhat division of an organizational-levelmaintenance department?

1. Aircraft2 . L i n e3. Avionics/armament4 . S t a f f

3

1-28. If you work in electronics, instruments, orarmament, you are normally assigned towhat division of an organizational-levelmaintenance department?

1. Aircraft2. Line3. Avionics/armament4. Operations

1-29. In an intermediate-level maintenanceactivity, what is the central point of themaintenance effort?

1. Maintenance material control2. Maintenance control3. Quality assurance4. Production control

1-30. Normally, the intermediate maintenanceorganization has a total of how manyproduction divisions?

1. Five2. Six3. Three4. Four

1-31. What system provides organizational andintermediate maintenance activities with acomputer-based management informationsystem?

1. NADEP2. NALCOMIS3. MDS4 . N A V S U P

1-32. Maintenance managers need current statusinformation to control the maintenanceeffort. What system is designed to providemaintenance managers with thisinformation?

1 . NMCS2 . P M C S3 . V I D S4 . F M C S

1-33. The VIDS boards in each work center areverified with the maintenance control VIDSboard a minimum of how often?

1. Once each shift change2. Twice each day3. Once each day4. Once each week

1-34. After the personnel in maintenance controlcomplete the required blocks of a newlyinitiated VIDS/MAF, copies 1 and 5 areforwarded to

1. quality assurance2. material control3. production control4. the work center

1-35. If a check flight is required after thecompletion of a corrective action,notification must be given to whatindividual?

1. The quality assurance division officer2. The material control supervisor3. The maintenance material control

officer4. The aircraft maintenance officer

1-36. After a discrepancy has been corrected,what should be done with copies 1 and 5 ofthe VIDS/MAF?

1.

2.

3.

4.

Copy 1 should be sent to qualityassurance, and copy 5 is placed in thework center filesCopy 1 should be sent to maintenancecontrol, and copy 5 is sent to qualityassuranceCopy 1 should be sent to maintenancecontrol, and copy 5 is placed in thework center filesCopy 1 should be placed in the workcenter tiles, and copy 5 is sent tomaintenance control

4

1-37. At the intermediate level of maintenance,what copies of the VIDS/MAF areforwarded to the work center uponcomponent induction for repair?

1. Copies 1, 2, and 32. Copies 2, 3, and 43. Copies 1, 4, and 54. Copies 1, 3, and 4

1-38. A component goes into an AWP status atthe intermediate level of maintenance.What action is completed first with regardto the component?

1. It is stored in the work center2. It is properly packaged and preserved3. It is stripped of any usable parts4. It is returned to the AWP unit

1-39. Information entered on MDS forms mustalways meet which of the followingrequirements?

1. Be typed2. Be entered in pencil3. Be accurate and complete4. Be entered in pen

1-40. On-equipment maintenance actions aredocumented on

1. NALCOMIS or a VIDS/MAF2. WORK REQUEST or NALCOMIS3. DCF VIDS/MAF4. VIDS board

1-41. The portion of an inspection that involvesthe search for defects is known as whatphase?

1. Search2. F i x3. Repair4 . Look

1-42. An organizational code, the Julian date, asequence number, and a suffix are part ofwhat code or control number?

1. Action Taken code2. Job control number3. Sequence control number4. Work Unit Code

1-43. Maintenance was performed on an itemidentified by a Work Unit Code. What typeof code describes this action?

1. Manufacturer’s2. JCN3. Malfunction4. Action Taken

1-44. What type of code identifies a subassemblyrepair action that is completed separatelyfrom the major component repair action?

1. JCN Suffix2. Type Equipment3 . suppor t4. Malfunction

1-45. What type of code identifies the system,specific engine, or component/part onwhich work is being performed?

1. Transaction code2. Malfunction Description code3. Type Equipment code4. Work Unit Code

1-46. What type of code describes the trouble orcause of trouble in a system or component?

1. Transaction code2. Action Taken code3. Malfunction code4. Work Unit Code

5

1-47. What code is often referred to as themanufacturer’s code?

1. JCN2. CAGE3. WUC4. WCC

1-48. An aircraft has 479 flight hours on it sincenew. You have just removed and replaceda damaged canopy. What entry should youplace in the Time/Cycles block on theVIDS/MAF?

1. E04792. A47903. A04794. E4790

1-49. A Technical Directive Status code consistsof how many characters?

1. One2. Two3. Three4. Four

1-50. SE Custody and Maintenance HistoryRecord, OPNAV 4790/51, is used forwhich of the following purposes?

1. To record custody and transferinformation

2. To provide rework and overhaul data3. To identify applicable and

incorporated technical directives4 All of the above

1-5 1. Of the following equipment, which onerequires an OPNAV 4790/51 card?

1. PME equipment2. Engine test cells and stands3. GB1As4. VAST stations

1-52. On initiation of each new OPNAV 4790/51,reporting custodians retain the latestprocessed copy from the permanentcustodian. A current copy is alsomaintained with any accumulated datatranscribed to it.

1. True2. False

1-53. What document provides scheduled controlof the predictable maintenance workload?

1. SE Custody and Maintenance HistoryRecord

2. VIDS/MAF3. MDs report4. Monthly Maintenance Plan

1-54. At the organizational level, what officersets the format and arrangement of themonthly maintenance plan?

1. The maintenance material controlofficer

2. The quality assurance officer3. The aircraft maintenance officer4. The safety officer

1-55. At the organizational level, the MMP isdistributed by what day of the month priorto the month to which it applies?

1. 1st2. 5th3. 15th4. 25th

1-56. Which of the following information isincluded in the MMP?

1. Current list of QARS2. High-time components3. Schedule of technical training4. Each of the above

6

1-57. To increase technical knowledge levels andenhance and improve existing formaltraining through diagnostic testingprocedures is the primary goal of which ofthe following programs?

1. PQS2 . M T I P3 . FRAMP4. NAESU

7

ASSIGNMENT 2

Textbook Assignment: "Publications." Pages 2-1 through 2-40.

2-1. What is the primary purpose of technicalpublications?

2-2.

1. To train nonmaintenance personnel2. To replace technical training

requirements3. To help you perform your assigned

maintenance4. To support logistics

For a description of the NAVAIR technicalmanual program, you should refer to whatpublication?

1. NAVSUP 20022. NAVAIR 00-25-1003. NAVAIR 00-500A4. NAVAIR 00-500B

2-3. What are the two major types of technicalmanuals?

1. Operational and maintenance2. Conventional and work package (WP)3. Organizational and intermediate4. Commercial and conventional

2-4. Which of the following format styles can befound in technical manuals?

1. Conventional and work package (WP)2. Commercial and conventional3. Simple and complex4. Organizational and intermediate

2-5.

2-6.

2-7.

2-8.

2-9.

The format of a publication should bedesigned to improve which of the followingkey aspects?

1. Readability2. Reproduction of pages3. Replacement of page changes4. Usability

Each work package of a work package typeof manual contains all information requiredto perform a specific task on an aircraftsystem.

1. True2. False

Where does the WP identification numberappear on a page in a WP manual?

1. Top center2. Top left comer3. Top right comer4. Bottom center

A WP number consists of what totalnumber of digits?

1. 122. 103. 84. 5

Technical manuals are updated by whatmeans?

1. Changes and revisions2. Notices3 . RACs4. Difference data sheets

8

2-10. What technical publication update method 2-14. What method is used to incorporate a minorinvolves the complete reissue of a design change to equipment withoutreplacement manual with all change making a direct impact on the existinginformation incorporated? information contained in a manual?

1 . R A C2. Revision3. Notice4 . Change

2-11. Technical Publication Deficiency Reports(TPDRs) usually result from fleet inputsthat include changes for which of thefollowing reasons?

1. To correct user-detected errors2. To improve verbiage3. To incorporate a “better way”4. Each of the above

2-12. Which of the following numbers indicates aillustration has been added to amaintenance manual because of an issuedchange?

1. 2-1B2. 2-1.13. 2-Bl4. 2.1-1

2-13. Which of the following occurrences in amanual does NOT require an associatedchange symbol?

1. Blank spaces resulting from thedeletion of text material

2. Relocation of material that changesprocedures of an inspection

3. Incorporation of a part on anillustration

4. New material on an added page

1. Revision2. Change3. Difference data sheet4. Rapid action change

2-15. In a WP manual, what information iscontained in the numerical index ofeffective WPs?

1. All changed pages only2. All deleted WPs only3. All revised WPs only4. All changed, revised, added, or deleted

WPs

2-16. A change symbol in a WP manual isrequired for changes to which of thefollowing elements?

1. IPB illustrations2. Diagrams only3. Line drawings only4. Diagrams, line drawings, and

illustrations

2-17. A NAVAlR manual number consists ofwhat parts?

1. A letter prefix and one additional part2. A numerical prefix and two additional

parts3. A letter prefix and three additional

parts4. A numerical prefix and four additional

parts

2-18. What is identified by part I of thepublication number?

1. The general subject classification2. The type of manual3. The category of manual4. The group of manual

9

2-19. What portion of NAVAIR publicationnumber NAVAIR 01-75PAC-1 specifiesthe type aircraft and the manufacturer of theaircraft to which the publication applies?

1. 01-75 only2. 75PAC only3. 01-75PAC4. PAC-1

2-20. What portion of NAVAIR publicationnumber NAVAIR 0l-85AD-1 signifies thepublication is a NATOPS manual?

1. 012. -85AD3. -14. AD-l

2-21. The purpose of the TMINS is to meet therequirements of all systems commands toobtain what standardized informationconcerning technical manuals and changes?

1. Identification only2. Referencing only3. Requisitioning only4. Identification, referencing, and

requisitioning

2-22. TMINS numbers for manuals are patternedafter what numbering system?

1. National Stock Number System2. Subject Serial Number3. Standard Subject Classification Code4. Unit Identification System

2-23. The publication identifier (PI) is the root ofthe TMINS number. It contains a total ofhow many characters?

2-24. What information is identified by the firstseven characters of the PI?

1. The technical manual2. The Standard Subject Classification

code3. The subject serial number4. The hardware or subject identifier

2-25. What information is identified by the frostletter in the PI?

1. The subject serial number2. The responsible command3. The type of manual4. The Standard Subject Classification

code

2-26. What information is identified by thesecond group of characters in the PI?

1. The subject serial number2. The responsible command3. The type of manual4. The Standard Subject Classification

code

2-27. What information is identified by the thirdgroup of characters in the PI?

1. The subject serial number2. The responsible command3. The type of manual4. The Standard Subject Classification

code

2-28. The first group of characters in thetechnical manual identifier consists of threeletters or numbers. This group is known asthe TM

1. 132. 123. 114. 10

1. issue2. identifier3. serial number4. acronym

10

2-29.

2-30.

2-31.

2-32.

The third group of characters in thetechnical manual identifier consists of asingle number or letter. It is known as theTM

1. issue2. identifier3. serial number4. acronym

TIMINS identifies classified publicationsby what means?

1. Total PI composition2. The PI prefix3. The PI subject serial number4 . The PI suffix

What manual gives a comprehensiveexplanation of the TMINS?

1. NAVAIR 00-500AV2. NAVAIR 00-500B3. M0000-00/TMINS4. N0000-00-IDX-000/TMS

Which section of the MIM coverscomponent repair procedures forintermediate-level maintenance?

1. Section I2. Section II3. Section III4. Section IV

IN ANSWERING QUESTION 2-33, REFER TOFIGURE 2-18 IN THE TEXTBOOK.

2-33. In which callout of figure 2-18 isinformation found on specific tools otherthan standard items to performmaintenance?

1. Callout A2. Callout B3. Callout C4. Callout D

2-34. For which of the following reasons aresections of MIMs now issued as separatepublications under individual identifyingnumbers?

1. Less expensive to produce2. Easier to use only3. Easier procurement, storage, filing,

and use4. Easier replacement

2-35. A listing of weapons systems componentparts keyed to illustrations is provided inwhat type of manual?

1. Maintenance Instruction Manual2. Structural Repair Manual3. Illustrated Parts Breakdown manual4. Aircraft Maintenance Manual

2-36. All aeronautical publications, changes,technical directives, and forms issued byNAVAIRSYSCOM are cataloged in theNaval Aeronautic Publications Index

(NAPI).

1. True2. False

2-37. The Naval Aeronautic Publications Index(NAPI) consists of how many sections?

1. Six2. Two3. Eight4 . Fou r

2-38. What aircraft maintenance divisionnormally maintains a complete NAPI?

1. Maintenance material control2. Administration3. Quality assurance4. Armament

11

2-39. For more in-depth information concerning 2-43. What NAVAIR manual contains basicthe NAPI, you should refer to which of the structural repair data common to allfollowing publications? aircraft?

1. NAVAIR 00-25-1002. NAVAIR 00-80T-963. NAVAIR 01-1A-5404. NAVAIR 0l -85ADC-1

2-40. What series of manuals covers standardaviation maintenance practices that apply toall aircraft?

1. -12. 01-1A3. 01-1B4. -8

2-41. Large, high-density avionics aircraft withcomputer-controlled, integrated weaponssystems use what type of manual to aid theaircrew in maintaining large analysis andsingle flow data?

1. Structural repair manual2. Support equipment manual3. NATOPS manuals4. Crew station manuals

2-42. Large, high-density avionics aircraft withcomputer-controlled, integrated weaponssystems use what type of manual to help theaircrew troubleshoot and repair equipmentto maintain mission capability while stillairborne?

1. Structural repair manual2. Support equipment manual3. NATOPS manuals4. In-flight maintenance manual

1. NAVAIR 00-25-1002. NAVAIR 01-1A-13. NAVAIR 01-1A-5404. NAVAIR 01-85ADC-1

2-44. When you see a publication numberedNAVAIR XX-XXX-4, you know that thismanual is of what type?

1. Maintenance Instruction Manual2. Illustrated Parts Breakdown3. Structural Repair Manual4. Work Unit Code Manual

2-45. The Planned Maintenance Systempublications consist of what type or typesof cards or charts?

1. MRCs only2. PMICs only3. SCCs only4. MRCs, PMICs, and SSCs

2-46. What PMS publication providesinformation in an abbreviated walkaroundorder to aid personnel when they inspectaircraft surfaces?

1. Turnaround checklist2. Daily MRC3. Phase maintenance requirements cards4. Periodic maintenance information

Cards

2-47. What safety publication containsinformation and guidelines on acceptablework place safety and health standardsashore?

1. OPNAVINST 3750.62. OPNAVINST 5100.233. NAVAIR A1-NAOSH-SAF-

000/P5100-14. NAVAIR 00-25-100

12

2-48. A technical directive change directs theaccomplishment and recording of a materialchange, a repositioning, a modification, oran alteration in the characteristics of theequipment to which it applies.

1. True2 . Fa l s e

2-49. A technical directive that is issued toclarify, add to, delete from, make a minorrequirement change, or cancel an existingtechnical directive is known as what type oftechnical directive?

1. Bulletin2. Change3. Revision4. Amendment

2-50. Which of the following symbols designatesthe second revision to a TD?

1. Rev. 12. Rev. 23. Rev. A4. Rev. B

2-51. A technical directive is issued to correct asafety condition that could result in fatal orserious injury to personnel. What type oftechnical directive is this?

1. Routine2. Immediate action3. Urgent4. Record purpose

2-52. The overall management of the technicallibrary is a function of what activity orindividual?

1. Quality assurance division2. Commanding officer3. Central library supervisor4. Material control division

2-53.

2-54.

2-55.

2-56.

2-57.

13

What form does the dispersed librarian signto indicate the receipt of a publicationchange from the central library?

1. DD Form 13482. NWPL (OPNAV Form 5070/11)3. CECR (OPNAV Form 5070/12)4. OPNAV Form 4790/66

Routine deficiencies in technicalpublications are reported via OPNAV Form4790/66 to what command or commands?

1. CNO2. NATSF only3. CFA only4. NATSF and CFA

When an activity with a central library hasother libraries within the command,dispersed technical publications libraries(DTPLs), what organizational element ofthe activity manages these libraries?

1. The CTPL2 . QA3. Admin4. Material control

At least how often does QA audit theCTPL?

1. Monthly2. Quarterly3. Biannually4. Annually

Information about discrepancies or changerecommendations of a routine nature on thetechnical content of a NATOPS should besubmitted on what form?

1. OPNAV Form 4790/662. OPNAV Form 4790/123. OPNAV Form 5300/324. OPNAV Form 3500/22

ASSIGNMENT 3

Textbook Assignment: "Aviation Supply." Pages 3-1 through 3-26.

3-1. Which of the following numbers is a supplyProject code?

3-5. Which of the following numbers is listedfirst in an alphanumeric parts listing?

1. 6RX-4920-00-237-97934X 1. 899T13842. AN6227-7 2. AN64373. AK7 3. 2168494. 63425 4. 0836948

IN ANSWERING QUESTIONS 3-2 AND 3-3,REFER TO TABLE 3-1 IN THE TEXT.

3-6. Which of the following part numbersfollows sequence number 08643759 in analphanumeric listing?

3-2. Your squadron is categorized as a FAD IIactivity and you require a mission essentialpart. What is the highest priority that canbe assigned to your request?

1. 9437622. P468433. ZB47384. 064795

1. 12. 23. 74. 13

3-7. What type of code identifies the agent oragency that has design control over anitem?

3-3. When a FAD III is assigned to your 1. CAGEactivity, what is the highest priority you 2 . H4/H8should use to order routine replenishment 3. MCRLs t o c k ? 4 . M L - N

1. 52. 23. 104. 13

3-8. Which of the following is a purpose of anillustrated parts breakdown?

3-4. Information from which of the followingsources is used by supply departmentpersonnel as justification for stockingmaterial?

1. Forecasted flights2. Usage statistics3. Management decisions4. Monthly maintenance plans

1. To allow supply and maintenancepersonnel to identify and orderreplacement parts for aircraft orequipment

2. To determine interchangeables, nexthigher assemblies, and repairables

3. To determine source codes, CAGES,and source of supply

4. To determine units used for assemblyand aircraft bureau number application

14

3-9.

3-10.

3-11.

3-12.

3-13.

What section in an IPB contains generalinformation and instructions for using thepublication?

1. Introduction2. Group assembly parts list3. Numerical index4. Alphabetical index

Besides the introduction, each IPB includeswhich of the following information?

1. Table of contents or alphabetic index2. Group assembly parts list3. Numerical index4. Each of the above

What section of the IPB contains anexplanation of the source or SM&R codesused in the IPB?

1. Introduction2. Group assembly parts list3. Numerical index4. Alphabetical index

What listing in the IPB lists aircraftassemblies and identifies the pages orfigure numbers where the assemblies areshown in the IPB?

1. Alphabetical index2. Group assembly parts list3. Numerical index4. Introduction

What section of the IPB contains adescription of a component listed in theIPB?

1. Introduction2. Group assembly parts list3. Numerical index4. Alphabetical index

3-14. What section of the IPB lists supplementaryhandbooks to which you may refer?

1. Introduction2. Group assembly parts list3. Numerical index4. Alphabetical index

3-15. What is the purpose of an index number inan IPB?

1. To describe a major component2. To establish the relationship between

parts in the illustration and thecorresponding parts list

3. To identify items procured from acommercial source

4. To provide a reference number

IN ANSWERING QUESTION 3-16, REFER TOFIGURE 3-2 IN THE TEXT.

3-16. In what figure can the next higher assemblyfor the flow regulator be found?

1. 037-002. 019-003. 029-004. 046-00

IN ANSWERING QUESTIONS 3-17 THROUGH3-24, REFER TO FIGURE 3-4 IN THETEXTBOOK.

3-17. Which of the following is a description ofthe units per assembly (callout 5 of figure3-4)?

1. The column number in which thenomenclature of the item begins

2. The relationship of one part to another3. A specific quantity has not been

established4. The aircraft bureau number on which

the item can be used

15

3-18.

3-19.

3-20.

3-21.

3-22.

Find index No. 5. A total of how manyscrews (part number MS27039-1-22) areused on the bracket assembly?

1. 52. 23. 124. 4

Find index No. 9. Where must themaintenanceman refer to for wheelassembly, NLG (part number 3-1328)required per aircraft?

1. The table of contents2. The numerical index3. Figure 046-00 in the IPB4. The Usable-on Code index

Find index No. 7. The fitting assembly(part number A51G10561-1) can be usedon an aircraft with which of the followingbureau numbers?

1. 1488852. 1534993. 1598744. 152719

What is the Commercial and GovernmentEntity (CAGE) code for part number2577818-011E<F?

1. 5528472. 671361-1013. 3-10894. 28 x 7.7

What is the Usable-On code for Index No.2?

1. A2. B3. C4. D

3-23.

3-24.

3-25.

3-26.

What is the SM&R code for the NLG shockstrut?

1. PAOZZ2. MDOZZ3. XCOOO4. PAOOD

What is the description of part numberMS21042L3?

1. Screw2. Nut3. Bracket4. Light

You need to order a replacementcomponent for an aircraft, and you do notknow the part number of the item. Whichof the following basic information shouldyou be able to provide the AK so that he orshe can research the IPB?

1. Type of aircraft on which the part wasinstalled

2. The component on which the part wasinstalled

3. The bureau number of the aircraft fromwhich the part was removed

4. All of the above

An SM&R code is a five- or six-positionalphanumeric code.

1. True2. False

16

IN ANSWERING QUESTION 3-27, REFER TOFIGURE 3-5 IN THE TEXTBOOK.

3-27. What part of a part’s SM&R code indicateshow the part is to be acquired?

1. Source code only2. Maintenance code only3. Recoverability code only4. Source, Maintenance, and

Recoverability codes

3-28. What position of the SM&R code identifies 3-32. What ASO publication contains a completethe maintenance level assigned to list of Navy-managed material that iscompletely repair an item? classified as MTR?

1. Firs t2 . Second3. Four th4 . F i f t h

3-29. What information does the third position ofan SM&R code provide?

1. The highest maintenance levelauthorized to remove, replace, and usean item

2. The maintenance level authorized tocompletely repair an item

3. The lowest maintenance levelauthorized to remove, replace, and usean item

4. The Service Option code that applies

3-30. What two instructions govern policies,procedures, and definitions applicable toSM&R codes?

1. OPNAVINST 4790.2 andNAVSUPINST 4440.16

2. NAVSUPINST 4423.14 andNAVAIRINST 4423.3

3. OPNAVINST 4440.25 andNAVSUPINST 7300.6

4. NAVSUPINST 4700.16 andNAVAIRINST 4410.4

3-31. When removal of a component from anaircraft is not feasible or advisable until areplacement is on hand, supply personnelcan exempt the turn-in of the component(retrograde) if its part number is listed inwhat document?

1. LIRSH2 . CRIPL3 . M C R L4 . MESSM

1. CRIPL2 . M R I L3 . I M R L4 . M L - N

3-33. What type of material is listed in theCRIPL?

1. Material essential for flight operations2. Material exempt from the one-for-one

turn-in rule3. Material considered hazardous4. Material subject to deterioration after a

specified time

3-34. The reference number on a master cross-reference list refers to what number ornumbers?

1. Manufacturer’s part number only2. Drawing numbers only3. Drawing number and design control

number only4. Either a manufacture’s part number, a

drawing number, or a design controlnumber

17

3-35. The MCRL is used to provide a cross-reference between what items ofinformation?

1. Noun name and CAGE 1. MRIL32. CAGE and NIIN 2. CRIPL3. NIIN and item number 3 . A S G4. Reference number and NSN 4 . M L - N

3-36. What is the purpose of the ICRL-A?

1. To cross-reference numbers to NSNs2. To provide squadrons with a list of

NSNs that are exempt from the one-for-one turn-in rule

3. To provide a list of repairables and thelocal IMA's capability to repair them

4. To cross-reference CAGES toreference numbers

3-37. An ICRL-A is revised at what specifiedinterval?

1. Annually2. Biannually3. Quarterly4. Monthly

3-38. What ICRL Capability code is used forcheck and test only?

1. Z12. X23. C14. A1

3-39. Within the ICRL listing, what code isequivalent to Beyond Capability ofMaintenance (BCM)-3?

1. X12. X23. X34. X6

3-40. To what reference should you refer toobtain an NSN or reference number for anitem when you only know the description?

3-41. What is the 13–digit number called thatidentifies an item of material in the supplysystem?

1 . N S N2 . N I I N3 . F S C4 . SMIC

3-42. What is the title of the overall program thatprovides the data required for effectivemanagement of support equipment at alllevels of maintenance?

1. ICRL2 . I MRL3. AMMRL4. AVCAL

3-43. What command exercises overall programmanagement for the AMMRL program?

1 . A S O2. NAVAIRSYSCOM3. NAVAIRENGCEN4 . N A M O

3-44. What information is provided by the firsttwo digits in the FSC code number?

1 . The FSC group2. The major or broad category of the

stock3. Manager that controls the category of

material4. The detailed breakdown of a category

of material

18

3-45. The NSN is comprised of what totalnumber of digits?

1. 152. 163. 174. 13

3-46. Which of the following acronyms identifiesequipment that is required on the ground tomake a system, subsystem, or end item ofequipment operational?

1. IMRL2. ATE3. GFE4. SE

3-47. Within an activity, personnel in what ratingnormally maintain the IMRL?

1. AZ2. AK3. AS4. AD

3-48. The IMRL contains how many majorsections?

1. 12. 23. 34. 5

3-49. At the organizational maintenance level, thepoint of contact for all materialrequirements generated by a squadron islocated in what organization?

1. Material control center2. ASD/SSC3. AIMD4. Production control

3-50. What Material Condition code tells youthat an item of supply is fast moving and inhigh demand?

1. F2. I3. O4. S

3-51. To determine whether an intermediatemaintenance activity has capability totest/check or repair an item, what I-levelsupply area screens all components turnedinto ASD/SSC?

1 . AMSU2. SRS3 . C C S4. SUADPS

3-52. The ASD/SSC is composed of what sectionor sections?

1. CCS only2. SRS only3. SRS and CCS4. ASD

3-53. The SRS limits the quantity of any item inthe pre-expended bin to a 30-day supply.

1. True2. False

3-54. Within an activity, what officer mustapprove the item of PEB stockage when itcosts more than $150?

1. The supply officer2. The aviation maintenance officer3. The division officer4. The commanding officer

19

3-55. Supply will remove an item from the PEBif there has been no demand for the itemwithin what total period of time?

1. 1 month2. 6 months3. 3 months4. 12 months

3-56. What is the purpose of the componentcontrol section within the supplydepartment?

1. To manage the LRCA at the ASD/SSC2. To account for all repairables3. To operate the rotable pool4. To operate as a storage unit

3-57. A LRCA is assigned a workload priority.The priority assigned is one of what totalnumber of priorities that can be assigned tothe LRCA?

1 . Two2. Three3 . Fou r4 . F i v e

3-58. An aircraft is in NMCS/PMCS status.What priority is assigned to LRCA insupport of this aircraft?

1. Priority 12. Priority 23. Priority 34. Priority 4

20

ASSIGNMENT 4

Textbook Assignment: “Corrosion Control.” Pages 4-1 through 4-58.

4-1. What is the greatest threat to the structuralintegrity of an aircraft?

1. Aircraft design2. Aircraft weight3. Metal corrosion4. Metal composition

4-2. Corrosion is detrimental to the integrity ofan aircraft. It alters the structure of thematerials that make up the aircraft in whatmanner?

1. Reduction in strength only2. Change in mechanical characteristics

only3. Reduction in strength and change in

mechanical characteristics

4-3.

4. Decreases aerodynamic efficiency

The materials used in the construction of anaircraft are chosen according to their

1. cost2. availability3. corrosion-resistant properties,4. weight-to-strength ratio

4-4. Metal corrosion is defined as thedeterioration of metal as it combines withwhich of the following elements?

1. Nitrogen2 . A r g o n3. Oxygen4. Hel ium

4-5.

4-6.

4-7.

On naval aircraft, what materials are usedmost often to separate susceptible alloysfrom the corrosive environment?

1. Shrouds2. Paints3. Sealants4. Preservatives

Which of the following is a description ofthe flow of electrons during electrochemicalattack of a metal?

1. Electrons flow from the anodic area tothe cathodic area, resulting in thedeterioration of the anodic area

2. Electrons flow from the anodic area tothe cathodic area, resulting in thedeterioration of the cathodic area

3. Electrons flow from the cathodic areato the anodic area, resulting in thedeterioration of the cathodic area

4. Electrons flow from the cathodic areato the anodic area, resulting in thedeterioration of the anodic area

Which of the following conditions arefactors in the electrochemical reaction thatcauses metals to corrode?

1. Heat and humidity only2. Heat and moisture only3. Moisture and humidity only4. Heat, humidity, and moisture

21

4-8.

4-9.

4-10.

4-11.

4-12.

Because of variations in their composition,which of the following aircraft surfaces isthe most susceptible to corrosive attack?

1. Alclad2. Nonclad3. Thin structural4. Thick structural

Which of the following conditions is thesingle greatest contributor to avionicscorrosion?

1. Heat2. Moisture3. Stray voltage4. Incomplete circuits

Which of the following publicationsprovides information on aircraft corrosioncontrol for organizational-levelmaintenance?

1. NAVAIR 01-1A-5092. NAVAIR 15-01-5003. NAVAIR 16-l-5404. NAVAIR 15-02-500

Which of the following publicationsprovides information on aircraft cleaning?

1. NAVAIR 01-1A-5092. NAVAIR 16-l-5403. NAVAIR 15-02-5004. NAVAIR 15-01-500

Which of the following publicationsprovides information on avionics cleaningand corrosion prevention and control?

1. NAVAIR 15-01-5002. NAVAIR 15-02-5003. NAVAIR 01-1A-5074. NAVAIR 16-l-540

4-13. Which of the following publicationsprovides information on the preservation ofaircraft engines?

1. NAVAIR 15-01-5002. NAVAIR 01-1A-5183. NAVAIR 01-1A-5074. NAVAIR 16-l-540

4-14. Which of the following publicationsprovides information on the preservation ofnaval aircraft?

1. NAVAIR 15-01-5002. NAVAIR 01-1A-5073. NAVAIR 01-1A-5094. NAVAIR 15-02-500

4-15. Which of the following publicationsprovides information on the general use ofcements, sealants, and coatings used onaircraft?

1. NAVAIR 15-01-5002. NAVAIR 01-1A-5093. NAVAIR 01-1A-5074. NAVAIR 16-l-540

4-16. When carrier-based aircraft are transferredto shore activities, what happens to thescope of most corrosion preventiveprograms?

1. It decreases2. It increases3. It remains the same4. It is canceled

4-17. Normally, aircraft squadrons with the bestcorrosion preventive programs have whichof the following benefits?

1. The best safety records2. The most use of the aircraft3. The lowest operating costs4. All of the above

22

4-18. As directed by NAVAIR, aircraft deployedaboard an aircraft carrier will be washedand cleaned a minimum of how often?

1. Every 7 days2. Every 10 days3. Every 14 days4. Every 28 days

4-19. Mandatory aircraft cleaning is alwaysrequired after an aircraft is exposed towhich of the following substances?

1. Fire-extinguishing materials splashedon the landing gear

2. Alkaline cleaning solution splashed onthe wings

3. Exhaust deposits on the aft fuselage4. Rocket blast deposits on the forward

fuselage

4-20. Unpainted surface of struts and actuatingcylinder rods should be cleaned or wipeddown at what prescribed interval?

1 . Dai ly2. Twice weekly3. Weekly4. Twice monthly

4-21. When handling, using, and storing aircraftcleaning materials, what is/are the mostserious hazard(s) you will meet?

1. Heat expansion2. Flammability only3. Toxicity only4. Flammability and toxicity

4-22. When using hazardous chemicals, youshould wear which of the followingprotective devices?

1. Gloves and aprons only2. A face shield only3. An approved respirator only4. Gloves and aprons, a face shield, and

an approved respirator

4-23. Solvents must be kept in specially markedcontainers if they contain more than whatpercent by volume of chlorinated materials?

1. 8%2. 10%3. 12%4. 24%

4-24. When volatile and flammable materials arenot being used, they should be stored inwhich of the following areas?

1. In a metal cruise box inside thecorrosion control work spaces

2. Inside a separate locker in the materialcontrol spaces

3. Inside a separate building orflammable liquids storeroom

4. Inside a designated hangar space

4-25. What solvent is generally used as an all-purpose cleaner in naval aviationmaintenance?

1. Methyl ethyl ketone2. Aliphatic naptha3. Aromatic naphtha4. Dry-cleaning solvent

4-26. Which of the following solvents is analternate compound for cleaning acrylics?

1. Methyl ethyl ketone2. Aliphatic naphtha3. Aromatic naphtha4. Ammonium hydroxide

4-27. Safety solvent is intended for use when ahigh flash point is required. You shouldNOT use safety solvent to clean which ofthe following areas of an aircraft?

1. Oxygen systems2. Avionic/electrical systems3. Disassembled/assembled engine

components4. Wheel bearing and brake components

23

4-28. To neutralize the effects of urine and wasteproducts in the lavatories of aircraft, youshould use which of the following cleaningagents?

1. Dry-cleaning solvent2. Aircraft surface cleaning compound3. Ammonium hydroxide or sodium

bicarbonate4. Sodium phosphate

4-29. In an intermediate maintenance activity, anavionics/electrical maintenance branch thatoperates a “clean room” should use whattype of MIL-C-81302 Freon cleaner?

1. I2. II3. III4. IV

4-30. To produce a high-luster, long-lastingpolish on an unpainted aluminum cladsurface, you should use what mechanicalcleaner?

1. Powdered pumice2. Fine aluminum wool3. Aluminum metal polish4. Abrasive-impregnated cotton wadding

4-31. Which of the following devices should youuse to perform a fast and economicalcleaning of an aircraft?

1. Cotton mops2. Conformable applicators3. Bristle brushes4. Ajax speed wipes

4-32. There are several steps that you must takebefore you can actually clean an aircraft.Which of the steps listed below is the firstone you should take?

1.

2.

3.

4.

Select the correct cleaning agent forthe method of cleaning that you willuseGround the aircraft, close the canopy,and secure all doorsPark the aircraft in the shade orbeneath an overhead shelter, if possibleCover or plug all ducts and openingswhere cleaning fluid or water could betrapped

4-33. Which of the following cleaningcompounds should be used to clean anaircraft that is painted with the tactical paintsystem?

1. MIL-C-257692. MIL-C-436163. MIL-C-813094. MIL-C-85570

THIS SPACE LEFT BLANK INTENTIONALLY.

24

IN ANSWERING QUESTION 4-34, REFER TOFIGURE 4-6 IN THE TEXTBOOK.

4-34. To ensure complete cleaning and rinsing ofall aircraft surfaces, you should use whichof the following washing sequences?

1. Upper tail and fuselage sections, upperwing surfaces, lower fuselage and tail,lower wing surfaces

2. Lower surfaces in any sequencefollowed by upper surfaces in anysequence that will result in adequaterinsing

3. Underside of wings, underside offuselage and tail, upper wing andfuselage center section, upper surfacesof fuselage and tail section, includingvertical stabilizer

4. Underside of wings, fuselage, and tailin that order, spraying water from thewing tips and fuselage ends, inboard tocenter, followed by the same sequenceon the upper surfaces

4-35. Surfaces that are lightly soiled with oil maybe spot-cleaned by wiping them with whichof the following substances?

1. Dry-cleaning solvent2. Grade IV paralketone3. Methyl ethyl ketone4. Aromatic naphtha

4-36. In an emergency when an aircraft is withouta regular waterproof canvas cover, suitablecovering and shrouding may beaccomplished by the use of which of thefollowing materials?

1. Polyethylene sheet only2. Polyethylene-coated cloth only3. Metal foil barrier material only4. Polyethylene sheet, polyethylene-

coated cloth, and metal foil barriermaterial

4-37. Where should you place the cowling andaccess panels when they are removedduring a maintenance task?

1. On the wings near the fuselage2. On the deck under the fuselage3. On a work stand near the aircraft4. On a pad or secure them to the aircraft

4-38. The size and composition of an emergencyreclamation team is determined by which ofthe following criteria?

1. Location of the squadron2. Size of the squadron3. Urgency of the situation4. Availability of qualified personnel

4-39. Under which of the following conditions isan aircraft most susceptible to a corrosiveattack?

1. When it is not being flown only2. When it is in shipment only3. When it is not being flown or when it

is in shipment4. When it is being flown

4-40. How many levels of preservation methodsare used on naval aircraft?

1. One2. Two3. Three4. Four

4-41. Level III preservation is used to preserveaircraft for what situation?

1. Long-term storage2. Short-term storage3. Ocean shipment4. Periodic maintenance

25

4-42. Level I preservation should be applied to anaircraft when it is out-of-service for morethan what minimum number of days?

1. 72. 143. 284. 30

4-43. Which of the following publicationscontains the requirements for Level Ipreservation?

1 . M I M2. IPB3. Special PMIC4. Special MRC

4-44. Which of the following is the maindisadvantage of grade IV corrosionpreventive compound (paralketone)?

1. It forms an opaque cover2. It is difficult to remove by water spray3. It forms a dark, hard film4. It is easily removed by water spray

4-45. What preservative compound should beused to provide protection for shock struts?

1. Preservative hydraulic oil, MIL-H-46170

2. Corrosion-preventive petroleum,class 3

3. Lubricating oil, general-purposepreservative, VV-L-800

4. Corrosion-preventive compound,solvent cutback, grade 1

4-46. Piano-wire hinges require lubricating andcorrosion protection. What water-displacing, low-temperature, lubricating oilshould you use?

1. Preservative hydraulic oil, MIL-H-46170

2. Lubricating oil, general-purpose,preservative, VV-L-800

3. Engine preservative oil, MIL-L-236994. General lubricating oil, MIL-L-7870

4-47. You should use corrosion preventivecompound MIL-C-81309, type III, onwhich of the following equipment?

1. Avionic and electrical equipment2. Hydraulic system equipment3. Engine fuel control systems4. Ejection seat mechanisms

4-48. Which of the following is a laminatedmetal-foil material used for the protectionof acrylics during cleaning?

1. Polyethylene plastic film2. Polyethylene coating cloth3. Water vaporproof barrier material4 . Kraft paper

4-49. You should check for corrosion anddeterioration during which of the followingroutine inspections?

1. Daily only2. Phase only3. Postflight only4. Daily, phase, and postflight

26

4-50. Corrosion may occur in several forms,depending on which of the followingfactors?

1. Metal involved only2. Atmospheric conditions only3. Corrosion-producing agents present

only4. Metal involved, atmospheric

conditions, and corrosion-producingagents present

A. Direct surface attackB. Pitting corrosionC. Crevice attackD. Intergranular corrosionE. Exfoliation corrosionF. Fretting corrosionG. Fatigue corrosionH. Galvanic corrosionI. Filiform corrosionJ. Microbiological corrosion

Figure 4-A

IN ANSWERING QUESTIONS 4-51 THROUGH4-60, CHOOSE THE FORM OF CORROSIONFROM FIGURE 4-A THAT FITS THEDESCRIPTION OF THE CORROSION USED ASTHE QUESTION. EACH FORM OFCORROSION IS USED AS AN ANSWER ONLYONCE.

4-51. Threadlike filaments that form underorganic substances (such as paint film).

1. A2. C3. F4. I

4-52. Fungus growths on the sealing materials ofintegral fuel tanks.

1. J2. F3. D4. B

4-53. Slipping movement between two matingmetal surfaces.

1. C2. E3. F4. I

4-54. Uniform etching of the metal surfaces.

1. A2. B3. C4. G

4-55. Shallow indentations or deep cavities ofsmall diameter that form on metal surfaces.

1. I2. H3. E4. B

4-56. Caused by the difference in concentrationof the electrolyte or the active metal on theanode and cathode.

1. A2. C3. G4. J

4-57. Corrosive attack along the grain boundariesof a metal alloy.

1. C2. D3. I4. J

4-58. Metal fractures caused by the combinedeffects of corrosion and stress applied incycles to a part.

1. G2. F3. E4. D

27

4-59. Dissimilar metals in contact in a corrosivemedium, such as salt water.

1. B2. D3. E4. H

4-60. Lifting up of the metal surface caused bythe force of expanding corrosion productsoccurring at the grain boundaries just belowthe metal surface.

1. E2. F3. G4. H

4-61. To identify all the corrosion-prone areas ofyour squadron’s aircraft, you should refer towhich of the following publications?

1. Applicable NATOPS manual2. Applicable periodic maintenance

information cards (PMICS)3. Aircraft Cleaning and Corrosion

Control Manual4. Maintenance requirements cards

(MRCs)

4-62. When avionic and structural corrosion iscompared, which of the following effects isthe main difference between avionic andstructural corrosion?

1. Avionics systems do not have as manyareas in which moisture can be trapped

2. Corrosion is not as difficult to detect inavionic systems

3. Small amounts of corrosion can makeavionic systems inoperable

4. Avionic components are morecorrosion resistant

4-63. Before performing any maintenance onavionic or electrical systems, you shouldmake sure that you have completed whichof the following actions?

1. Ground the aircraft2. Check and tie down the aircraft3. Secure all external electrical power4. Install all covers and shrouds

4-64. What type of corrosion is usually foundaround electrical bonding and groundingstraps?

1. Filiform2. Galvanic3. Microbiological4. Stress

4-65. You are inspecting an aircraft ejection seat.It is very important that even the slightestindication of corrosion be found for whichof the following reasons?

1. Corrosion can weaken the structuralsoundness of the seat

2. Slight amounts of corrosion mayindicate other problems that are notvisible

3. Slight amounts of corrosion may causethe seat to be inoperable

4. Each of the above

4-66. When inspecting engine frontal areas andcooling air vents, what type ofdiscrepancy(ies) are you likely to find?

1. Galvanic corrosion2. Stress corrosion cracking3. Dirt, dust, gravel, and rain erosion4. Intergranular, filiform, and fatigue

corrosion

28

4-67. One corrosion-prone area of an aircraft is 4-70. What is the purpose of chemically treatingthe bilge area. What condition is the best a surface after the removal of corrosioninsurance against corrosion in this area? products?

1. A good, intact paint system in the bilgearea

2. A clean, dry bilge area3. Adequate supply of drain holes in the

bilge area4. Frequent inspections of the bilge area

4-68. Which of the following statement is NOTtrue regarding the dry honing machine?

1.

2.

3.

4.

It is the only approved blasting methodof removing corrosion on assembledaircraftMetal removal can be held to closerlimitsMay be used on any aircraft skin orsurfaceMay be used in either shipboard orshore-based operations

4-69. Corrosion damage limits refer to theamount of metal that may be removed froma corroded part without impairing thestrength and function of the part.

1. To protect the metal in place of paint2. To increase the surfaces resistance to

corrosion3. To improve the paint bond to the

surface4. Both 2 and 3 above

4-71. Which of the following statements is trueabout aircraft painting and touch-up?

1.

2.

3.

4.

The primary objective of any paintfinish is to reduce the glare bynonspecular coatingsRepainting should not be done forappearance sake onlyA faded paint finish indicates poorcorrosion prevention and should berepaintedWhite or light colored, high glossfinishes induce heat absorption

1. True2 . Fa l s e

29

ASSIGNMENT 5

Textbook Assignment: "Line Operations and Special Programs." Pages 5-1 through 5-35.

5-1. When you are assigned to the line division,what person becomes your departmenthead?

1. The line division officer2. The commanding officer3. The aircraft maintenance officer4. The line division chief petty officer

5-5. Whenever a technician other than the planecaptain performs portions of adaily/turnaround inspection on an aircraft,the plane captain is relieved of allresponsibility for that aircraft.

1. True2. False

5-2. A troubleshooter must possess which of thefollowing skills and/or knowledges?

5-6. Which of the following is a list of thequalities that a plane captain must possess?

1. Skill as a technical advisor to the plane 1. Technical competence, a sense ofcaptain only responsibility, and personal integrity

2. Knowledgeable in line operations only 2. Mechanical aptitude, personal3. Knowledgeable in flight line safety integrity, and motivation

only 3. Technical competence, personal4. Skill as a technical advisor to the plane integrity, and mathematical aptitude

captain and be knowledgeable in line 4. Mechanical aptitude, mathematicaloperations and flight line safety aptitude, and motivation

5-3. Normally, what percentage of the totalpersonnel assigned to the line division areassigned to the plane captain branch?

5-7. Smoking is not permitted within how manyfeet of an aircraft during fuelingoperations?

1. Between 15 and 35 percent2. Between 35 and 55 percent3. Between 55 and 75 percent4. Between 75 and 95 percent

1. 25 ft2. 50 ft3. 75 ft4. 100 ft

5-4. What is the final step in becoming aqualified plane captain?

5-8. Only approved explosion proof lights can bebrought within what specified distance ofthe refueling operations?

1. Be designated in writing by thecommanding officer

2. Be in the line division for the specifiedtime interval

3. Pass a written test4. Pass an oral test

1. 10 ft2. 20 ft3. 30 ft4. 50 ft

30

5-9.

5-10.

5-11.

5-12.

During fueling operations, a small amountof fuel is accidentally spilled. What actionshould be taken?

1. The spill should be contained, and thenremoved once fueling is completed

2. The spill should be contained andremoved immediately

3. A fire guard should be posted near thespill with fire- extinguishingequipment

4. Fire authorities should be notified ofthe spill at once

A plane captain gets fuel in his eyes duringfueling operations. What action should theplane captain take?

1. Get medical attention immediately2. After fueling operations are completed,

get medical attention3. Flush his eyes with water, then get

medical attention4. After fueling operations are completed,

notify his or her immediate supervisor

How are aircraft wings and stabilizersmarked in areas that should NOT be used aswalkways?

1. They are painted black2. They are painted yellow3. They are marked "NO STEP"4. They are marked "DO NOT WALK"

An aircraft is being refueled by truck.What is the minimum distance from thetruck that a radar set may be operated?

1. 25 ft2. 50 ft3. 75 ft4. 100 ft

5-13.

5-14.

5-15.

5-16.

A refueling crew consists of what minimumnumber of persons?

1. One2. Two3. Three4 . Fou r

The type of fuel contained in the tank of afuel truck is displayed across the side of thetank. What color and what size lettering isused on the tank?

1. 8-inch-high blue letteringsuperimposed on 6-inch-high redreflective tape

2. 5-inch-high orange letteringsuperimposed on 7-inch-high grayreflective tape

3. 4-inch-high green letteringsuperimposed on 6-inch-high grayreflective tape

4. 6-inch-high red lettering superimposedon 8-inch-high white reflective tape

What are the two types of systems used tofuel naval aircraft?

1. Automatic and manual2. Gravity and pressure3. Automatic and gravity4. Manual and pressure

Which of the following is/are (an)advantage(s) of pressure fueling?

1. Fueling can be done from a singlepoint only

2. Aircraft can be given a fasterturnaround time only

3. Fueling and defueling can be donefrom a single point only

4. Fueling and defueling can be donefrom a single point, which gives theaircraft faster turnaround time

31

5-17. To find the fueling instructions for anaircraft, you should refer to whatpublication?

1. IPB2. MIM3. PMIC4. MRC

5-18. What is the last step you should take whenfueling an aircraft?

1. Apply electrical power to the aircraft2. Position the vent monitors on the

aircraft according to the applicableMIM

3. Check the aircraft for leaks4. Replace the safety cap on the aircraft

receptacle

5-19. What device or devices is/are used to drainresidual fuel?

1. Fuel cell water drain valves2. A defueling hose3. A fueling hose4. The engine CSD drain

5-20. In some cases, engine oil is identified by afour-digit number. What does this numbertell you about the oil?

1. Its viscosity only2. Its use and viscosity3. Its part number only4. Its part number and its viscosity

5-21. What is the viscosity rating of aircraftengine oil No. 2085?

1. 2082. 23. 854. 20

5-22. What type of oil is used in most turbojetengines?

1. MIL-L-236992. MIL-L-246993. MIL-L-256994. MIL-L-26699

5-23. Hydraulic fluid MIL-H-83282 is whatcolor?

1 . Clear2. Red3 . B l u e4. Orange

5-24. You should use hydraulic fluidMIL-H-46170 in which of the followinginstances?

1. The hydraulic systems of naval aircraftonly

2. In the hydraulic systems of Air Forceaircraft only

3. The hydraulic systems of naval and AirForce aircraft

4. When preserving hydraulic systemsand components in naval aircraft

5-25. A can of hydraulic fluid has been openedand partially used. When should this opencan be disposed of?

1. Within 24 hours only2. Within 48 hours only3. Within 72 hours4. Immediately

5-26. When an aircraft lacks a tire inflation chartplate, a plane captain should obtain tireinflation pressure data from what source?

1. The applicable IPB2. The applicable MIM3. The maintenance requirements card4. OPNAVINST 4790.2

32

IN ANSWERING QUESTION 5-27, REFER TOFIGURE 5-6 IN THE TEXTBOOK.

5-27. An aircraft is land based and has a grossweight of 19,000 pounds. What is theproper tire pressure for this aircraft?

1. 280 psi2. 290 psi3. 300 psi4. 310 psi

5-28. What equipment should you always usewhen inflating aircraft tires?

1. A portable air bottle2. An air servicing trailer3. A nitrogen servicing trailer4. A remote inflator unit

5-29. Which of the following is a safetyprecaution you should follow before youremove a wheel from an aircraft?

1. Inflate the tire2. Deflate the tire3. Check the tire for proper inflation4. Disassemble split-type tires

5-30. What personnel have the responsibility forrefilling liquid oxygen converters?

1. Plane captains2. Aircrewmen3 . A M E s4 . A M H s

5-31. Of the following parts of high-pressure airvalve MS 28889-1) which one presents aFOD hazard and is normally removed?

1. The dust cover2. The pin3. The valve stem4 . The O-ring

5-32. A total of how many gas cylinders arecarried on an air or nitrogen servicingtrailer?

1. Eight2. Six3. Three4 . F o u r

5-33. You need to determine the remainingamount of oil in the preoiler (PON-6).What device should you use?

1. A float gauge2. A sight glass3. A direct-reading gauge4. A dipstick

5-34. What device should be used to catch theoverflow oil when the preoiler (PON-6) isused?

1. A bucket2. A specially designed drain pan3. A drain bottle assembly4. A waste oil rag

5-35. What type of filtration system is used in anHSU-1 to make sure that clean hydraulicfluid is delivered to an aircraft system?

1. A 1-micron filtration system2. A 2-micron filtration system3. A 3-micron filtration system4. A 4-micron filtration system

5-36. What is the exact capacity of the reservoiron the HSU-1?

1. 1 gal2. 2 gal3. 3 gal4. 4 gal

33

5-37. While an HSU-1 is not in use, what methodis used to make sure that the hose endremains clean?

1. It is covered with a MAF bag2. It is covered with bubble wrap3. It is connected to an external fitting4. It is connected to a fitting on the base

of the HSU-1

5-38. In the Navy, you are responsible for yourown safety as well as the safety of yourshipmates.

1. True2. False

5-39. What device should be used on or aroundjet intakes during ground maintenanceturnup of jet aircraft?

1. Protective struts2. Protective covers3. Protective screens4. Protective stands

5-40. After operation, personnel should not workon the exhaust section of a jet engine forwhat minimum period?

1. 15 min2. 30 min3. 45 min4. 60 min

5-41. Personnel working around jet aircraftshould take which of the followingprecautions to protect their hearing?

1. Wear the proper ear protection2. Complete work within exposure time

limits3. Have periodic checks on hearing

ability4. Each of the above

IN ANSWERING QUESTION 5-42, REFER TOFIGURE 5-13 IN THE TEXTBOOK.

5-42. When the aircraft shown is at militarypower, in what zone would you be exposedto a maximum of 112 dB of engine noise?

1. Contour A2. Contour B3. Contour C4. Contour D

5-43. Which of the following is either a safetyprecaution or a safety attitude that youshould follow when you are working withor around ejection seats?

1. Always consider an ejection seatsystem as loaded and armed

2. Only authorized personnel may workon ejection seats

3. Ejection seats must be treated with thesame respect as a loaded gun

4. Each of the above

5-44. From what direction should personnelapproach an overheated wheel?

1. At a 45° angle2. From the right side3. From the left side4. From the fore or aft direction

5-45. What is the recommended procedure forcooling an overheated wheel?

1. Spray the wheel with CO2

2. Spray the wheel with cool water3. Spray the wheel with AFFF4. Park the aircraft in an isolated area for

45 to 60 minutes

34

5-46. If operational necessity dictates that awheel be cooled immediately, a planecaptain should get supervision frompersonnel who are in what rating?

1. AM2. AD3. AE4. AT

5-47. If you have to handle liquid oxygen, youshould wear what type of gloves?

1. Tight-fitting rubber2. Loose-fitting rubber3. Tight-fitting leather4. Loose-fitting leather

5-48. You are handling liquid oxygen. Which ofthe following is a description of the wayyou should wear your clothing?

1. Wear cuffless trousers2. Tuck your trousers into your shoes3. Roll up your sleeves4. Roll up your trousers

5-49. Which of the following is a safetyprecaution that you should follow whenworking with liquid oxygen?

1. Do not carry matches in liquid oxygenhandling areas

2. Keep tools free from oil and grease3. Do not permit smoking in liquid

oxygen handling areas4. Each of the above

5-50. Predeployment training lectures forpersonnel associated with the flight deckshould include which of the followingtopics?

1. Flight deck and hangar deck safetyprecautions

2. Tie-down requirements and techniques3. Special shipboard maintenance

procedures4. Each of the above

5-51. During the launching and recovery ofaircraft, all personnel that are not requiredby such operations should stand clear of‘personnel involved in the launch andrecovery operations.

1 . True2. False

5-52. Plane captains are required to wear (a) whatcolor helmets and (b) what color flotationvests?

1. (a) Brown (b) green2. (a) Brown (b) brown3. (a) Green (b) brown4. (a) Green (b) green

5-53. What person has the authority to approveaircraft jacking?

1. The maintenance chief2. The maintenance officer3. The shop supervisor4. The aircraft handling officer

35

5-54. Which of the following publications shouldyou consult to find the details of specialprograms?

1. NAVAIR 01-1A-5092. NAVAIR 15-l-5403. OPNAVINST 4790.24. OPNAVINST 5000.3

5-55. What causes the largest percentage ofpremature engine removals?

1. Faulty manufacturing2. Foreign object damage3. Faulty maintenance4. Pilot error

5-56. Which of the following is/are (a) majorcause(s) of FOD?

1. Poor housekeeping only2. Improper maintenance practices only3. Carelessness only4. Poor housekeeping, improper

maintenance practices, andcarelessness

5-57. The Tool Control Program is based uponwhich of the following concepts?

1. Preventive maintenance2. Instant inventory3. Tool replacement4. Tool usage

5-58. Which of the following is an outcome ofthe Tool Control Program?

1. Greater initial outfitting and toolreplacement costs

2. More tool pilferage3. More man-hours required to complete

each maintenance task4. Increased availability of proper tools

for specific maintenance tasks

5-59. During a daily/turnaround inspection, aplane captain discovers a piece of hydraulicequipment is out of calibration. Whataction(s) should the plane captain take?

1. Complete the inspection, and thennotify his or her supervisor

2. Notify his or her supervisorimmediately

3. Use the unit because the calibration isnot important

4. Notify his or her supervisor at the endof the shift

5-60. What form should you use when requestingoil analysis on an oil sample?

1. VIDS/MAF2. DD Form 20243. DD Form 20274. DD Form 2026

5-61. Detailed information concerningmaintenance requirements and acceptablecontamination levels of hydraulic fluid canbe found in which of the followingpublications?

1. OPNAVINST 4790.22. NOAP manual3. NAVAIR 01-1A-174. NAVAIR 01-1A-509

5-62. Under normal conditions, at what intervalwill a plane captain take a fuel sample?

1. Before the first flight each day2. Before and after each flight3. Every 72 hours4. When directed by maintenance control

36

5-63. An egress system checkout for personnelworking on or around aircraft must begiven by a qualified individual who is inwhat rating?

1. AD2. AE3. AME4. AMH

5-64. After the initial egress system checkout,maintenance personnel must receive anadditional checkout a minimum of howoften?

1. Every 12 months2. Every 9 months3. Every 3 months4. Every 6 months

5-65. Personnel removed from maintenanceresponsibilities for over what minimumperiod must receive a new egress systemc h e c k o u t ?

1. 60 days2. 90 days3. 30 days4. 120 days

5-66. What action(s) help(s) prevent the improperuse of SE?

5-67. After the appropriate signatures have beenobtained, an SE license is good for whatmaximum period?

1. 1 yr2. 2 yr3. 3 yr4. 4 yr

5-68. What type of inspection is performed whenan aircraft returns from SDLM?

1. Conditional2. Acceptance3. Periodic4. Special

5-69. What type of inspection divides the totalscheduled maintenance concept into smallpackages?

1. Special2 . Phase3. Preflight4. Turnaround

1. Ready availability of the equipment2. Effective supervision of personnel only3. Training of personnel only4. Effective supervision and training of

personnel

37

ASSIGNMENT 6

Textbook Assignment: "Work Center Management and Quality Assurance." Pages 6-1 through 6-23.

6-1. Which of the following is NOT a concernof the work center supervisor?

1. Know your personnel and theirlimitations

2. See that the job is done correctly andsafely

3. Conduct the Monthly MaintenancePlan meeting

4. Train your personnel to do the best jobpossible

6-2. Which of the following is NOT considereda typical duty or responsibility of asupervisor?

1. Promote teamwork2. Inspect every task upon completion3. Maintain liaison with other work

centers

6-3.

4. Ensure personnel and equipment safety

The operational efficiency of a work centeris dependent to a large extent upon whatfactor?

1. The number of people assigned2. The backlog in workload3. The arrangement of the work spaces

and equipment4. The experience level of the division

officer

6-4. Which manual is used as a guideline for theestablishment of an effective trainingprogram?

1. OPNAVINST 4790.22. OPNAV NOTICE 47903. SECNAVINST 4790.24. SECNAV NOTICE 4790

6-5.

6-6.

6-7.

6-8.

Which of the following factors add to yourexpenses and cut down on overallefficiency?

1. Broken tools2. Misdirected efforts3. Injured personnel4. All of the above

Other than tracking test equipment,updating files/publications, and ensuringtools are safe, how can functions of thework center be further enhanced?

1. Request more frequent Q/A audits2. Allow the division officer to care for

the administrative details3. Judicious delegation of authority to

other responsible petty officers4. The supervisor must oversee every

detail in the work center

Which of the following types ofmaintenance is required by hours, calenderperiods, or starts?

1. Unscheduled maintenance2. Scheduled maintenance3. Phase maintenance4. Intermediate level maintenance

What is considered one of the best tools forensuring a smooth flow of maintenanceinformation between shifts and othersupervisors?

1. Daily maintenance meeting2. NALCOMIS3. Intercom system4. Work center supervisor

38

6-9. Which of the following responsibilities is afunction of the QA division?

1. Determining deficiencies2. Analyzing discrepancy trends3. Determining the quality of

maintenance4. Each of the above

6-10. What is the concept of quality assurance?

1. Training of maintenance inspectors2. Prevention of the occurrence of defects3. Ensuring that quality maintenance is

performed4. Ensuring that quality inspections are

performed

6-11. The achievement of effective qualityassurance within a maintenance activitydepends upon what factors?

1. Knowledge and prevention only2. Special skills and prevention only3. Knowledge and special skills only4. Knowledge, special skills, and

prevention

6-12. A periodic or special evaluation of details,plans, and policies is known as a/an

1. QAR inspection2. audit3. special inspection4. EI request

6-13. What determines the success or failure inachieving high standards of quality?

1. Local instructions2. Frame of mind of all personnel3. Abundance of CDIs/QARs4. Up-to-date test equipment

6-14. When, if ever, can CDI personnel certifyinspection of their own work?

1. When on a detachment2. When in duty status and no other CDI

is around3. When authorized by the work center

supervisor4. Never

6-15. QA division personnel will occasionallyaccompany plane captains duringinspections. This accompaniment willoccur at what minimum interval?

1. Once a month2. Once a quarter3. Semiannually4. Annually

6-16. Completed check flight checklists areretained for what minimum period of time?

1. 3 months or one phase cycle,whichever is greater

2. 6 months or one phase cycle,whichever is greater

3. 9 months or one phase cycle,whichever is greater

4. 12 months or one phase cycle,whichever is greater

6-17. What factors determine the number ofpersonnel assigned to a QA division?

1. Size of the unit and number of workshifts

2. Size of the command and type ofaircraft

3. Size of the work spaces and number ofaircraft

4. Size of the work spaces and number ofwork shifts

39

6-18. When a small OMD elects to organize a 6-23. The minimum qualifications for personnelQA division, which of the following selected for CDI are established by whatpersonnel should be permanently assigned? activity or person?

1. All QARs2. The QA officer only3. The QA supervisor only4. The QA officer and QA supervisor

6-19. OMDs with only one work center in themaintenance department may havequalified inspectors with what designation?

1. CDI2. NDI3. CDQAR4. QAR

6-20. QARs have which of the followingfunctions?

1. Reviewing incoming technicaldirectives

2. Assisting in preparation of engineeringinvestigation (EI) reports

3. Both 1 and 2 above4. Inspecting their own work

6-21. Which of the following is a requirement tobecome a QAR?

1. Be assigned to the work center thelongest period of time

2. Be senior in grade and experience3. Have prior experience as a work center

supervisor4. Have prior experience as a CDI

6-22. Under certain specific conditions, CDQARsmay be assigned in work centers where theyare used in the same capacity as QARs whoare assigned to the QA division.

1. True2. False

1. Work center involved2. Division officer involved3. QA division4. Maintenance officer

6-24. Under which of the followingcircumstances can an officer in charge of adetachment designate QA personnel?

1. When the CO of the squadron grantsthis authority in writing to the officerin charge

2. When the deployment is in excess of90 days

3. When all procedures and requirementsfor designating QA personnel areaccomplished by the detachment

4. Both 2 and 3 above

6-25. What officer is authorized to designateCDQARs in an activity?

1. The CO2. The AMO3. The QA officer4. The aircraft division officer

6-26. At an AIMD maintenance activity, whatpersonnel may use a QA stamp in place of asignature?

1. QARs only2. CDIs only3. QARs and CDQARs only4. CDIs, QARs, and CDQARS

6-27. If organizational activities desire to use QAstamps, what personnel may use them?

1. CDIs and QARs only2. CDIs and CDQARs only3. CDQARs and QARs only4. CDIs, CDQARs, and QARs

40

6-28. What is the time requirement before a QAstamp may be reassigned?

1. 12 months2. 9 months3. 3 months4. 6 months

6-29. If QA appears on an MRC, what personperforms the inspection?

-1. The CDI in the work center2. The QAR in the work center3. Either 1 or 2 above, depending on the

workload4. The QAR, CDQAR, or CDI that is

annotated on the master and workcenter decks

6-30. In an organizational maintenance activity, afinal inspection by a QAR/CDQAR isrequired for which of the followingsituations?

1. A task that requires a functional checkflight

2. A task that will require in-flightmaintenance

3. A task that requires a toolbox to bechecked before starting

4. A task that the work center supervisorhas never performed

6-31. During in-flight maintenance, what personis authorized to sign as inspector if adesignated QA inspector is not available?

1. The senior aircrew maintenance person2. The flight engineer3. The pilot4. The person who performed the

maintenance

6-32. After an in-flight discrepancy has beensigned off, what other inspection, if any, isrequired when the aircraft has returned tohome base?

1. A CDI must inspect the aircraft2. The QA supervisor must inspect the

aircraft3. A QAR must inspect the repairs if the

discrepancy involves safety of flight4. None

6-33. Which of the following is NOT amanagement responsibility of the QAdivision?

1. QA audits2. Technical publications3. Tool Control Program4. Maintenance department safety

6-34. Work center audits are conducted at whatminimum intervals?

1. Monthly2. Quarterly3. Semiannually4. Annually

6-35. Upon completion of an audit, a report of thefindings is submitted to the cognizantdivision and what official?

1. The administration officer2. The QA officer3. The AMO4. The MMCO

6-36. Audits are maintained on file for whatminimum period of time?

1. 6 months2. 1 year3. 18 months4. Until the next audit is completed

41

6-37. Investigations and reports of naval aircraftmishaps that are not reported underOPNAVINST 4790.2 are reported underwhat instruction?

1. OPNAVINST 5100.192. OPNAVINST 3120.323. OPNAVINST 3750.64. OPNAVINST P-5100

6-38. Safety meetings are required to be held atwhat minimum intervals?

1. Weekly2. Monthly3. Quarterly4. Semiannually

6-39. The QA division is required to reportdeficiencies according to the OPNAVINST4790.2 under the NAMDRP. What doesNAMDRP denote?

1. Naval Assessment Manager’sDiscrepancy Reporting Plan

2. Navy Air Maintenance DepartmentDiscrepancy Reporting Program

3. Navy Air Maintenance DiscrepancyReporting Plan

4. Naval Aviation MaintenanceDiscrepancy Reporting Program

6-40. In addition to EIs and ADRs, what reportsare required under the NAMDRP?

1. HMR, QDR, and TPDRs only2. HMR, EMR, QDR, and TPDRs3. HRM, ER, QAR, and TDRs4. HRM, EMR, QAR, and TDPRs

6-41. What officer, with assistance from QA,reviews all correspondence relating toaircraft flight mishaps?

1. The aviation safety officer2. The aircraft maintenance officer3. The assistant aircraft maintenance

officer4. The maintenance material control

officer

6-42. Changes or corrections to NATOPSmanuals are reported by using proceduresfound in which of the followingpublications or types of message?

1. OPNAVINST 3710.72. OPNAVINST 3510.123. Both 1 and 2 above4. TPDR message

6-43. Which of the following instructionscontains procedures used by supplyactivities to report deficiencies that resultfrom incorrect preservation, packing,marking, or handling?

1. OPNAVINST 4790.22. NAVSUPINST 3750.23. NAVAIRINST 3510.124. NAVSUPINST 4440.179

6-44. What type of report is used when adeficiency is discovered in materials that, ifnot corrected, could result in death orinjury?

1. EI2. ADR3 . H M R4. TPDR

42

6-45.

6-46.

6-47.

6-48.

6-49.

An HMR priority message must besubmitted within a maximum of how manyhours after the discovery of thediscrepancy?

1. 122. 243. 364. 48

An explosive incident is reported inaccordance with what instruction?

1. OPNAVINST 5100.72. OPNAVINST 5215.13. OPNAVINST 8100.34. OPNAVINST 8600.2

The term TFOA should be used on an HMRreport that involves which of the followingincidents?

1. A fuselage panel that falls off anaircraft while it is in flight

2. A request is made for technicalinformation from NADEP

3. A safety of flight defect is discoveredon a reworked aircraft

4. An item of material does not conformto specification requirements

Engineering investigations consist of whichof the following types of actions?

1. Disassembly and inspection2. Material analysis3. Engineering assistance4. Each of the above

Unless combined with an HMR, withinwhat maximum period of time after youdiscover a deficiency must the EI request besubmitted?

1. 24 hours2. 5 working days3. 10 working days4. 30 calendar days

6-50. What is the purpose of a Quality DeficiencyReport (QDR)?

1. To improve the quality assuranceinspector’s performance

2. To improve the quality of parts that areremoved for high time

3. To report deficiencies in quality duringthe rework or manufacturing process toimprove the quality of work

4. To report on the quality of workperformed at the inter- mediatemaintenance level

6-51. Technical Publication Deficiency Reporting(TPDR) should NOT be used when youreport deficiencies in which of thefollowing documents?

1. Maintenance Requirements Cards2. Work Unit Code Manuals3. Illustrated Parts Breakdowns4. OPNAV instructions

6-52. What activity manages the ADR program?

1. NAVAVNDEPOTOPSCEN2. COMNAVAIRSYSCOM3. NATSF4. OPNAV

6-53. The requirement for submission of theinitial ADR Form (SF 368) is within howlong after the acceptance flight?

1. 5 working days2. 10 working days3. 15 days4. 30 days

43

6-54. When a misuse of equipment is witnessedand reported, which of the followingpersonnel may submit the SupportEquipment (SE) Misuse/Abuse forms?

1. SE division officer2. Safety officer3. QA personnel4. The witness to the misuse

6-55. Which of the following procedures is usedby QA for a successful monitoringprogram?

1. Training quality QA representatives2. Maintaining an up-to-date library3. Maintaining up-to-date MIs4. Conducting audits

6-56. Which of the following is NOT a programmonitored by QA?

1. FOD2. Tool Control3. Ordnance Loading/Handling Safety4. Tire/Wheel Maintenance Safety

6-57. QA should use which of the following aidsto monitor the different programs under itscognizance?

1. Safety posters2. Accident reports3. MIs or NAMPSOPs4. The experience of the work center

supervisor

44

ASSIGNMENT 7

Textbook Assignment: "Maintenance and Production Control," Pages 7-1 through 7-23.

7-1. “Actions taken to retain material in aserviceable condition or to restore it toserviceability” defines which of thefollowing terms?

1. Management2. Production3. Maintenance4. Inspection

7-2. Which of the following statements definesmanagement?

7-3.

1. The efficient attainment of objectives2. The coordination of the departmental

workload3. To ensure the entire capability of the

department is utilized4. To control the daily workload

Which of the following statements is aresponsibility of maintenance control?

1. Coordinate and monitor the workloadof the maintenance department

2. Establish procedures to monitor theSubsystem Capability and ImpactReport (SCIR)

3. Validate NMCS/PMCS supply statuslistings each day

4. Each of the above

7-4. What work center, division, or departmentis responsible for establishing proceduresfor controlling cannibalization within asquadron?

1. Material control2. Maintenance control3. Supply support center4. Aviation support division

7-5. If you need to perform maintenance on anaircraft that requires “no electrical power,”what must you do?

7-6.

1. Post someone outside the aircraft toinform others

2. Request quality assurance place theaircraft in a “no power” status

3. Request maintenance control placethe aircraft in a “no power” status

4. Nothing, just go to work

What is the best tool for ensuring a smoothflow of maintenance information?

1. A passdown log2. Daily maintenance meetings3. Assign an administrative assistant to

the LPO4. NALCOMIS

7-7. What report enables supportingcommanders to assess current materialconditions and mission capabilities ofsquadron aircraft?

1. QDR2. MDR3. AMRR4. TPDR

7-8. By what means is the Aviation MaterialReadiness Report normally submitted?

1. Naval letter2. Unclassified immediate message3. Unclassified routine message4. Classified immediate message

45

7-9. Where can maintenance and aircrewpersonnel find an accurate, comprehensiverecord of all outstanding maintenancerequirements on a specific aircraft?

1. The aircraft logbook2. The Aviation Material Readiness

Report3. The Maintenance Data Report4. The Aircraft Discrepancy Book

7-10. As a minimum, how long must completedMAFS be retained in the AircraftDiscrepancy Book?

1. 10 months2. 12 months3. 10 flights4. 12 flights

7-11. What form is used to designate an aircraft“safe for flight”?

1. OPNAV 4790/141 1. 3 months from completed date2. OPNAV 4790/26A 2. 3 months from date of issue3. OPNAV 4790/60 3. 6 months from completed date4. OPNAV 47900/113 4. 6 months from date of issue

7-12. The Aircraft Inspection and AcceptanceRecord is signed by what person orpersons?

1. The aircraft maintenance officer (ordesignated representative) only

2. The pilot only3. The plane captain only4. The aircraft maintenance officer (or

designated representative), the pilot,and plane captain

7-13. Detailed procedures for maintainingaircraft historical files can be found inwhat volume of OPNAVINST 4790.2?

1. Volume I2. Volume II3. Volume III4. Volume V

7-14. Activities using NALCOMIS must storecurrent MAFs on the host computer. Howmany preceding months of completedMAFS must be stored?

1. 12. 23. 34. 6

7-15. For squadrons operating withVIDS/MAFs, which historical file shouldinclude engine–related VIDS/MAFs?

1. Aircraft general file2. Miscellaneous file3. Aircraft inspection file4. Aircraft engine file

7-16. In the TD compliance historical file, at aminimum, how long must VIDS/MAFs beretained.

7-17. What reporting method was designed toreveal an equipments mission capability.

1 . MDRs2. NALCOMIS3 . V I D S4 . S C I R

7-18. SCIR reports are generated from whatcodes on the VIDS/MAFs or inNALCOMIS?

1. Equipment Operational Capabilitycodes

2. Type Equipment codes3. Malfunction codes4. Work Unit Codes

46

7-19. The first position of the EOC code isderived from what source?

7-20.

1. The Work Unit Code manual2. OPNAVINST 4790.23. MESM, OPNAVINST 5442.44. Local maintenance instruction

When an aircraft is delivered to the Navy,the Aircraft Logbook, OPNAV 4790/19, isinitiated by what activity or office?

1. Manufacturer2. OPNAV3. Original accepting activity4. NADEP

7-21. Aircraft logbooks are normally kept inwhat location?

7-22.

1. In the aircraft2. In the line shack3. In the operations office4. In the maintenance control office

What activity generates the Structural LifeLimits Form, OPNAV 4790/142, for theaircraft logbook?

7-23.

1. NADEP2. NAVAIR3. The squadron4. The functional wing

The Inspection Record is identified bywhat OPNAV number?

1. OPNAV 4790/22A2 . OPNAV 4790/24A3. OPNAV 4790/26B4. OPNAV 4790/28A

7-24. The Repair/Rework Record is identifiedby what OPNAV number?

1. OPNAV 4790/24A2. OPNAV 4790/23A3. OPNAV 4790/21A4. OPNAV 4790/18A

TO ANSWER QUESTION 7-25, REFER TOFIGURE 7-7 IN THE TEXT.

7-25.

7-26.

7-27.

In figure 7-7, what block is used todocument remarks about a technicaldirective?

1. 22: 53. 74. 8

What type of technical directives areissued in greater numbers and requirecareful screening to ensure accuracy?

1. PPBs and PPCs2. AFBs and AFCs3. SEBs and SECs4. AVBs and AVCs

Which of the following actions requires anentry in the Miscellaneous/History sectionof an aircraft logbook?

1. The aircraft is damaged in an in-flightmishap

2. The aircraft is exposed to a largequantity of salt water

3. Dye is added directly to the aircraftfuel tanks to determine the location ofa leak

4. Each of the above

47

7-28. On the Aeronautical Equipment ServiceRecord, oil analysis results aredocumented on what form or record?

7-33. Which of the following equipment doesNOT require an AESR?

1. OPNAV 4790/136A2. OPNAV 4790/27A3. OPNAV 4790/24A4. OPNAV 4790/25A

7-29. Explosive devices installed in personnelparachutes are recorded on what form orrecord?

7-34.

1. Aircraft engine2. Aircraft propeller3. Aircraft engine turbine assembly4. Auxiliary power unit

What record is used to record maintenancedata for modules replaced by anintermediate maintenance activity?

1. Installed Explosive Device Record2. Inventory Record3. Parachute Record4. Miscellaneous History Record

7-30. What items should NOT to be listed on theInventory Record, OPNAV 4790/27A?

7-35.

1. ASR2. EHR3. MSR4. SRC

What record is used to record TDcompliance on a quick engine change kit(QECK)?

1. Components requiring an AESR 1. ASR2. Components requiring an EHR 2. EHR3. Components requiring an SRC 3. MSR4. Components requiring an MSR 4. SRC

7-31. Where is the hardback copy of theParachute Record kept?

IN ANSWERING QUESTIONS 7-36 AND 7-37,REFER TO FIGURE 7-19 IN THE TEXT.

1. A permanent file designated by theAMO

2. In the logbook of the aircraft in whichthe parachute is installed

3. Maintenance Control4. In the aircraft where the parachute is

installed

7-36. On a Scheduled Removal ComponentCard (SRC), in which section is the serialnumber of the component documented?

1. I2. II3. III4. IV

7-32. What officer designates the maintenanceof all original aviation life support systems(ALSS) records?

1. MMCO2. AMO3. XO4. CO

7-37. On a Scheduled Removal ComponentCard (SRC), in what section would youdocument the bureau number on which acomponent is installed?

1. I2. II3. III4. IV

48

7-38. What is done with an EHR when thecomponent is removed and turned intosupply as a retrograde?

1. The EHR is destroyed 1. The aircraft maintenance officer2. The EHR is put into a suspense file 2. The supply officer3. The EHR is forwarded to the 3. The maintenance material control

manufacturer officer4. The EHR accompanies the 4. The assistant aircraft maintenance

component officer

7-39. Once the NAVFLIRS is signed certifiedfor completeness by the aircraftcommander, where does it go next?

1. ECAMS operator for entry ofECAMS data

2. Maintenance control for screeningand entry of pertinent aircraftinformation into logbooks

3. Operations for entry of flightinformation in aviators logbooks

4. Analyst for forwarding to the dataservices facility (DSF)

7-40. Which of the following persons or officeshas responsibility for ensuring validity ofthe Naval Flight Record Subsystem(NAVFLIRS)?

1. Analyst2. Maintenance control3. Operations department4. Each of the above

7-41. What work center is considered the “nervecenter” of the Intermediate MaintenanceActivity?

1. Production control2. Aeronautical material screening unit

(AMSU)3. Quality assurance4. Maintenance administration

7-42. Production control is directly responsibleto what officer for the overall productioneffort?

7-43. Which of the following is NOT considereda responsibility of Production Controlpersonnel?

1. Periodically accompany CDIs toobserve their proficiency

2. Maintain liaison with the supplydepartment

3. Maintain VIDS display boards4. Ensure maximum use of material

resources

7-44. When you order parts for a componentinducted into an I-level work center, whatwork center assigns the Project/Prioritycode to your request?

1. Aviation support division (ASD)2. Aeronautical material screening unit

(AMSU)3. Production control4. Component control section (CCS)

7-45. Priorities 2, 5, and 12 requisitions can besubmitted by activities with what forceactivity designator (FAD)?

1. FAD I2. FAD II3. FAD III4. FAD IV

49

7-46. Project codes are mandatory entries on allrequisitions.

1. True2. False

7-47. At a minimum, how often should a jointawaiting parts validation be performedwith the AWP unit in supply?

1. Quarterly2. Monthly3. Weekly4. Daily

7-48. What priority is assigned to the repair ofsalvaged material?

1. Priority 12. Priority 23. Priority 34. Priority 4

7-49. What priority is assigned to the repair ofmaterial for non-mission capable aircraft?

1. Priority 12. Priority 23. Priority 34. Priority 4

7-50. What priority is assigned to the repair ofcritical local repair cycle assets (LRCAs)?

1. Priority 12. Priority 23. Priority 34. Priority 4

7-51. What priority is assigned to the repair ofassets belonging to an activity within 30days of deployment?

1. Priority 12. Priority 23. Priority 34. Priority 4

7-52. What priority is assigned to the repair ofnon-critical local repair cycle assets?

1. Priority 12. Priority 23. Priority 34. Priority 4

7-53. What priority is assigned to the repair ormanufacture of material that isnonaeronautical?

1. Priority 12. Priority 23. Priority 34. Priority 4

7-54. What priority is assigned to the repair ormanufacture of material for non-fixedallowance stock?

1. Priority 12. Priority 23. Priority 34. Priority 4

7-55. Priorities may be adjusted either higher orlower by IMA maintenance and supplyofficers to meet local supportrequirements.

1. True2. False

50