THE NAVAL AVIATION
MAINTENANCE PROGRAM(NAMP)
COMNAVAIRFORINST 4790.2D
1 Feb 2021
Homepage

COMNAVAIRFOR Basic Instruction

Highlights

Chapter 1

Overview of the Naval Aviation Maintenance Program (NAMP) and Guide to the NAMP Instruction

Chapter 2

Chief of Naval Operation and Commandant of the Marine Corps, System Commands, Aircraft
Controlling, Navy Type Wings and Marine Air Wing, and Operational Commanders

Chapter 3

Maintenance Concepts, Maintenance Activity Standard Organization; Aviation Maintenance Officer
Qualifications; Command, Department, Division, Branch and Work Center Management Responsibilities

Chapter 4

Marine Aviation Logistics Squadron (MALS) Maintenance, Ordnance, Supply Activity Organization, andInformation Management Support

Chapter 5

O-level Maintenance Control; I-level Production; Aircraft, Engine, and Equipment Inspection; AircraftAcceptance, Transfer, and Ferry

Chapter 6

Material Management and Control

Chapter 7

Quality Assurance (QA)

Chapter 8

Aircraft and Aeronautical Equipment Logbooks and Records

Chapter 9

Aircraft Inventory Management and Material Condition Reporting

Chapter 10

Naval Aviation Maintenance Program Standard Operating Procedures (NAMPSOPs)

Chapter 11

Contract Maintenance, Commercial Derivative Aircraft Maintenance Programs, and Common Support
Policies

Chapter 12

COMNAVAIRSYSCOM Aviation Depot Level Industrial Program, Depot Special Process Certification,
and Naval Air Technical Data and Engineering Service Center (NATEC) Engineering Technical Services(ETS)

Chapter 13

Naval Aviation Logistics Command Management Information System (NALCOMIS)

Chapter 14

Maintenance Data System (MDS), Maintenance Data Reports (MDR), and Data Analysis

Chapter 15

Organizational Level (O-Level) Maintenance Documentation Procedures

Chapter 16

Intermediate Level (I-Level) Maintenance Documentation Procedures

Appendix A

Acronyms, Abbreviations, and Definitions

Appendix B

Forms and Reports

Appendix C

Directives and Publications

Appendix D

Local Command Procedures

Appendix E

Maintenance Documentation Codes

Appendix F

Data Entry Procedures

NAMP Download

NAMP Feedback

Record of Changes

CSEC

COMNAVAIRFORINST 4790.2D
1 Feb 2021

CHAPTER 1
Overview of the Naval Aviation Maintenance Program (NAMP) and
Guide to the NAMP Instruction
Table of Contents
1.1 Overview of the Naval Aviation Maintenance Program (NAMP).................................... 1
1.1.1 Purpose. ..........................................................................................................................1
1.1.2 Sponsorship and Administration.....................................................................................1
1.1.3 Objective. ........................................................................................................................1
1.1.4 Core Principles................................................................................................................1
1.2 Guide to the NAMP Instruction ........................................................................................... 1
1.2.1 Format .............................................................................................................................1
1.2.1.1 Pages. .................................................................................................................1
1.2.1.2 Figures. ...............................................................................................................1
1.2.1.3 Directives. ..........................................................................................................2
1.2.2 Definitions. .....................................................................................................................2
1.2.3 Terms. .............................................................................................................................2
1.2.4 Corrections. .....................................................................................................................3
1.2.5 Changes...........................................................................................................................3
1.2.6 Deviations .......................................................................................................................4
Figure 1-1 Change Recommendation Letter .................................................................................. 5
Figure 1-2 NAMP Deviation Request Letter ................................................................................. 6

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CHAPTER 1
Overview of the Naval Aviation Maintenance Program (NAMP) and
Guide to the NAMP Instruction
1.1 Overview of the Naval Aviation Maintenance Program (NAMP)
1.1.1 Purpose. The NAMP directs maintenance policies, procedures, and responsibilities at alllevels of maintenance throughout naval aviation.
1.1.2 Sponsorship and Administration. The NAMP is sponsored and directed by the Chief ofNaval Operations (CNO) through OPNAVINST 4790.2 and is administered and managed byCommander Naval Air Forces (CNAF) via COMNAVAIRFORINST 4790.2.
1.1.3 Objective. The objective of the NAMP is to achieve the aviation material readiness andsafety standards established by the CNO and CNAF in coordination with the Commandant of the
Marine Corps (CMC).
1.1.4 Core Principles. The core principles of the NAMP are:a. Strict adherence to quality and safety procedures.
b. Repair of aeronautical equipment and material at the level of maintenance that mostefficiently uses resources in achieving operational objectives.
c. Application of systematic planned maintenance to minimize material degradation of
aircraft, engines, and equipment.
d. Collection and analysis of data to support changes to improve the efficiency,
effectiveness, quality, and safety of naval aviation maintenance.
1.2 Guide to the NAMP Instruction
1.2.1 Format
1.2.1.1 Pages. Pages are numbered in sequence for each chapter and appendix, starting with thechapter number or appendix letter. Examples: The third page in Chapter 1 is numbered 1-3, andthe third page in Appendix A is numbered A-3.
1.2.1.2 Figures. Figures are provided to illustrate text. Figures are numbered in sequence andpreceded by the chapter number, for example, the first figure in Chapter 1 is Figure 1-1. Figuresof forms with multiple pages are either numbered or labeled, for example, a form with a front
and back would be labeled Figure 1-1 (front) and Figure 1-1 (back), and a figure with multiple
separately numbered pages would be labeled as Figure 1-1 (page 1) and Figure 1-1 (page 2).
NOTE: Figures without DOD or DON form numbers may be modified as needed to meet
specific aircraft or equipment requirements, provided minimum datarequirements specified in the NAMP are met.

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1.2.1.3 Directives. Directives cited in this instruction are identified by the basic number, forexample, OPNAVINST 3750.6S is identified as OPNAVINST 3750.6. Appendix C provides thelatest referenced directives in use at time of publication of the NAMP. Activities are responsible
for verifying the current status of any directive being used.
1.2.2 Definitions
Appendix A provides definitions of commonly used acronyms and abbreviations used in the
NAMP.
1.2.3 Terms
Common terms used in the NAMP:
a. “WARNING” refers to a procedure or practice that, if not correctly followed, could resultin injury, long term health hazards, or death.
b. “CAUTION” refers to a procedure or practice that, if not correctly followed, could resultin damage to or destruction of equipment.
c. “NOTE” refers to a procedure or condition that requires emphasis.
d. “Must” and “will” indicate the procedure is mandatory.
NOTE: Per OPNAV M-5215, the term “Shall” is no longer used in this instruction. Whenused in other instructions, “shall” indicates a mandatory procedure.
e. "Should" indicates the procedure is recommended.
f. "May" and "need not" indicate the procedure is optional.
g. “Wing”, unless specifically stated otherwise, refers to both Navy Type Wings and Marine
Aircraft Wings (MAW).
h. “Maintenance Officer (MO)” is equivalent to Aircraft Maintenance Officer for the Marine
Corps, and also refers to personnel performing MO duties for D-level activities.
i. “Assistant Maintenance Officer (AMO)” is equivalent to Assistant Aircraft Maintenance
Officer for the Marine Corps and also refers to personnel performing AMO duties for D-level
activities.
j. “Maintenance Material Control Officer (MMCO)” is equivalent to Production Control
Officer for the Marine Corps and also refers to personnel performing MMCO duties for D-level
activities.
k. "Program Manager" for Organizational level and Intermediate level activities refers to one
individual. For Depot Fleet Readiness Centers (FRC), Program Manager may refer to multiple
personnel involved in managing a process, including at a minimum, a subject matter expert(SME) and various administrative personnel as required. Depot FRCs have resources such as
Training Management Offices, Fleet Support Teams (FST), material laboratories, engineering

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and logistics capabilities, and SMEs better suited to perform functions such as testing, training,
qualifications, and publication management. To leverage these resources, rather than assign one
individual as the Program Manager, Depot FRC Commanding Officers may assign program
management responsibilities per OPNAVINST 5215.17 as deemed necessary to effectively
accomplish the requirement.
l. The term "Program Monitor" at O and I-level activities refers to one individual within
Quality Assurance. For D-level Fleet Readiness Centers (FRC), Program Monitor may refer tomultiple personnel involved in monitoring a program, including, at a minimum, a subject matter
expert (SME) and various administrative personnel as required.
NOTE: Due to the unique organizational structure of Depot FRCs, the duties of thepositions specified above may differ and may be assigned to other qualified
military or civilian personnel. In these circumstances, the person(s) actually
performing these duties must be designated in writing by the FRC CO and listed
in the SME list.
1.2.4 Corrections
Recommendations to correct administrative discrepancies (incorrect spelling, punctuation,
paragraph numbering, code, title, etc.) will be submitted by e-mail directly to
COMNAVAIRFOR (CNAF) (N422C) at (namp_policy.fct@navy.mil). CNAF (N422C) will
reply via e-mail to the originator acknowledging receipt of the correction recommendation andprovide disposition.
1.2.5 Changes
NOTE: Activities will contact their Wing for policy interpretation prior to submitting a
NAMP change proposal.
1.2.5.1 Recommendations to change NAMP policies or procedures will be submitted as follows:a. Change recommendations must be submitted by naval letter to Commander Naval Air
Forces (N422C) (Address PO Box 357051, San Diego, CA 92135-7051), via the originator’s
chain of command for endorsement. In lieu of mailing, signed letters with endorsements may bescanned and e-mailed to namp_policy.fct@navy.mil. Figure 1-1 is a sample change
recommendation letter.
b. Changes to NAMP policy or procedures believed to adversely affect safety of flight or
personnel will be immediately reported by priority naval message to COMNAVAIRFOR SANDIEGO CA and the cognizant Wing. Upon release of the message, a copy will be e-mailed to
CNAF (N422C) (namp_policy.fct@navy.mil) and the cognizant Wing.
1.2.5.2 NAMP change proposals will be processed by the NAMP Committee per OPNAVINST
4790.2. Approved changes will be incorporated in the next publishing of
COMNAVAIRFORINST 4790.2. Changes with NALCOMIS software impact will becoordinated with Naval Information Warfare Center (NIWC) Norfolk and NAVAIR Enterprise
Services Division, and held in abeyance for publishing until software update. Changes to correct
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procedures that adversely affect material readiness, quality of maintenance, or safety, andchanges that significantly improve efficiency or cost will be published by naval message inadvance of the next publishing of the NAMP.
1.2.6 Deviations
NOTES: 1. Activities will contact their Wing for policy interpretation prior to submittinga request for deviation from the NAMP.
2. COMNAVAIRSYSCOM Aircraft Controlling Custodian Program Office may
act as NAMP deviation final approving authority for Depot Fleet ReadinessCenter applicable internal procedures only which do not alter the end-state
NAMP compliance of Depot FRC administrative products (such as logs andrecords) or affect basic NAMP processes, such as Tool Control.
3. Requests to deviate from NAMP procedures applicable to I-level Fleet
Readiness Centers must continue to be submitted to COMNAVAIRFOR N422,
per paragraph 1.2.6.1.
1.2.6.1 Requests to deviate from NAMP policies, procedures, or responsibilities must be
submitted by the requesting activity’s CO by naval letter to CNAF (N422), PO Box 357051, San
Diego, CA 92135-7051 via the originator’s chain of command. In lieu of mailing, signed letterswith endorsements may be scanned and e-mailed to namp_policy.fct@navy.mil. Figure 1-2 is asample deviation request letter.
1.2.6.2 Deviations related to NALCOMIS will include NIWC Norfolk and
COMNAVAIRSYSCOM Enterprise Services Division as “copy to” on the request letter.
1.2.6.3 Deviation requests based on manpower constraints must include a detailed summary of
the number of billets authorized, onboard manpower, and projected manpower related to thedeviation.
1.2.6.4 Deviations related to maintenance requirements specified in a technical manual or
directive will be submitted to the Aircraft Controlling Custodian (ACC) Class Desk responsible
for the aircraft or equipment.

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DEPARTMENT OF THE NAVYFLEET READINESS CENTER MID-ATLANTIC
766 B AVENUE SUITE 210
VIRGINIA BEACH VA 23460-2225
4790
Ser 00/020
19 Mar 20
From: Commanding Officer, Fleet Readiness Center Mid-Atlantic
To:
COMNAVAIRFOR N422C NAMP Policy
Via: (“Via” endorsements must be obtained before submitting to COMNAVAIRFOR.)
Subj: NAMP CHANGE PROPOSAL: CHAPTER 10, COMPONENT REPAIR REVIEWAND ICRL VALIDATION PROCEDURES NAMPSOP
Ref:(a) COMNAVAIRFORINST 4790.2D(b) (List any other references applicable to the change)

Encl: (1) Proposed Change (The proposed change will be a copy of the affected sections of
the NAMP with strikeout to indicate deleted words, and underline to indicate added
words.)
1. Enclosure (1) change proposal to reference (a) is forwarded for review. This proposal wascoordinated with and endorsed by (list any other commands, offices, or codes that wereinvolved in producing the change and endorse their responsibilities as written in thechange).
2. Summary. This change updates and expands policy in the Component Repair Review and
ICRL Validation Procedures NAMPSOP. Significant changes:
a. Requires IMAs to provide a Point of Contact for the Combined ICRL.
Justification: Facilitates contacting other IMAs for repair information.
b. Changes the requirement for submitting an ICRL extract from every 6 months to every 3months.
Justification: Improves the currency of the Combined ICRL in order to assist activities
in researching opportunities for improving productivity.
3. POC: (Name, rank, title, phone number and email address of the submitting activity
POC)
I. M. MAINTENANCE OFFICER
Figure 1-1 Change Recommendation Letter

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UNITED STATES MARINE CORPS
MARINE AERIAL REFUELER TRANSPORT SQUADRON 123
MARINE AIRCRAFT GROUP 14
POSTAL SERVICE CENTER BOX 8056
CHERRY POINT, NC 28533-0056
4790
Ser CO/123
19 Mar 20
From: Commanding Officer, Marine Aerial Refueler Transport Squadron 123
To:
Commander Naval Air Forces (N422)
Via: Commanding Officer, Marine Aircraft Group 14
Commanding General, 2d Marine Aircraft Wing
Subj: NAMP DEVIATION REQUEST FOR REQUIREMENT TO COMPLETE OOMANALCOMIS COURSE D/E-555-0053
Ref:(a) COMNAVAIRFORINST 4790.2D

1. Request approval to deviate from reference (a), Chapter 5, requirement for MaintenanceControl personnel to complete Naval Aviation Maintenance Control Management Course (Course
C-555-0053) prior to being authorized to approve Work Orders. VMGR-123 is on deployment
and has experienced the unplanned loss of two Maintenance Control personnel. SSgt John Smith,
DoD ID#, is the best qualified VMGR-123 Marine for assignment to Maintenance Control. He
has completed the Legacy NALCOMIS (Course D/E-555-0040) and the Naval Aviation OMAWork Center Supervisor’s Course (Course C-555-0045) but will be unable to attend Course D/E555-0053 until return from deployment. SSgt Smith has a quota for Course D/E-555-0053 to beheld at MCAS Cherry Point, 30 May 2017.
2. VMGR-123 POC is MGySgt John Zmith, john.zmith@usmc.mil, DSN 123-4567.

E. HANELY

Figure 1-2 NAMP Deviation Request Letter

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CHAPTER 2
Chief of Naval Operations and Commandant of the Marine Corps,
System Commands, Aircraft Controlling Custodians, Navy Type Wings andMarine Air Wings, and Operational Commanders
Table of Contents
2.1 Chief of Naval Operations (CNO) and Commandant of the Marine Corps (CMC) ....... 1
2.1.1 CNO ................................................................................................................................1
2.1.2 CMC ...............................................................................................................................1
2.1.3 Program Objective Memorandum (POM) ......................................................................1
2.1.4 Manpower Planning ........................................................................................................1
2.2 Systems Commands ............................................................................................................... 2
2.2.1 Commander Navy Supply Systems Command...............................................................2
2.2.2 Commander Naval Air Systems Command ....................................................................2
2.3 Aircraft Controlling Custodians (ACCs) ............................................................................. 5
2.3.1 Introduction.....................................................................................................................5
2.3.2 Responsibilities ...............................................................................................................5
2.3.2.1 Funding ..............................................................................................................5
2.3.2.2 Manpower ..........................................................................................................5
2.3.2.3 Training ..............................................................................................................5
2.3.2.4 Material and Equipment .....................................................................................6
2.3.2.5 Aircraft Assignment ...........................................................................................7
2.3.2.6 Inspection. ..........................................................................................................7
2.4 Navy Type Wings and Marine Air Wings (MAW) ............................................................. 7
2.4.1 Manpower .......................................................................................................................82.4.2 Training...........................................................................................................................8
2.4.3 Material Readiness..........................................................................................................8
2.4.4 Inspection ......................................................................................................................10
2.5 Operational Commanders ................................................................................................... 10
Figure 2-1: Director, Air Warfare Division (N98) Organization Chart ....................................... 13

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CHAPTER 2
Chief of Naval Operations and Commandant of the Marine Corps,
System Commands, Aircraft Controlling Custodians, Navy Type Wings andMarine Air Wings, and Operational Commanders
2.1 Chief of Naval Operations (CNO) and Commandant of the Marine Corps (CMC)
2.1.1 CNO. The CNO commands the operating forces of the Navy, OPNAV, and the Chief ofNaval Personnel. In addition, the CNO commands such shore activities as assigned by the
Secretary of the Navy (SECNAV). Figure 2-1 shows CNO Director, Air Warfare Division (N98)
organization for supporting naval aviation.
2.1.2 CMC. The CMC coordinates with OPNAV, NAVAIR, NAVSEA, NIWC, and othersupport activities in planning for and acquiring equipment, weapons, weapon systems, material,
supplies, facilities, maintenance, and support services for Marine Corps aviation. CMC also
coordinates with the CNO to ensure the development and modification of equipment, materialand systems to meet Marine Corps aviation operational requirements.
2.1.3 Program Objective Memorandum (POM). The CNO and CMC annually allocatematerials and services to support the NAMP. Allocations are determined during thedevelopment of the Program Objective Memorandum (POM). The POM contains force andresource recommendations in response to, and in accordance with, the Guidance forDevelopment of the Force and the Defense Planning Guidance. The POM shows program needs
for five years and conforms to the fiscal guidance issued by the Secretary of Defense (SECDEF).
2.1.4 Manpower Planning. CNO and CMC direct and coordinate manpower planning toaccomplish the NAMP. CNO exercises policy control and direction of the Navy manpower
requirements system, with support from NAVMAC. CMC exercises policy, control, anddirection of Marine Corps manpower as executed by the Deputy Chief of Staff for Manpower(Code M) in coordination with the Deputy Chief of Staff for Aviation (Code A). Manpowerplanning includes:a. Providing annual guidance to manpower claimants on the submission of manpower
requests for the POM. Manpower claimants are responsible for screening, assigning priorities,
and justifying requests for additional manpower to support aviation maintenance.
b. Determining minimum military and civilian manpower requirements to achieve
operational and mission demands.
c. Providing staffing standards for functions performed ashore and afloat, based onrecognized management and industrial engineering techniques, and determinations of workload.
d. Providing justification for Navy and Marine Corps manpower requirements during all
stages of the planning, programming, and budgeting system.

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e. Relating manpower requirements of the shore establishment to the changing demands ofthe operating forces.
f. Providing accurate planning information to manpower inventory managers.
g. Specifying manpower requirements for maintenance and operation of new weapon
systems and equipment sufficiently in advance of fleet introduction to facilitate manpowerplanning in the programming cycle.
2.2 Systems Commands
2.2.1 Commander Navy Supply Systems Command. COMNAVSUPSYSCOM (commonlyreferred to as NAVSUP) is responsible for material support of the NAMP. NAVSUP Weapons
Systems Support (NAVSUP WSS) manages spare parts for aircraft, engines, systems,
components and accessories, safety equipment, support equipment (SE), and aeronauticalphotographic and meteorological equipment. NAVSUP WSS:
a. Computes range and depth of aviation material requirements, including conducting andcoordinating provisioning conferences and identification and transfer of items to be managed byother Inventory Control Points (ICP)b. Budgets for and funds assigned aviation material requirementsc. Procures material directly from industry or other government agencies
d. Allocates NAVAIR procured material to stock points, distributes material to fill
replenishment stock requirements, and refers requisitions to stock points to meet requirements
e. Disposes of material in excess of system requirements, including SE, when authorized by
NAVAIRf. Maintains aeronautical spares and spare parts catalogs, including obtaining National Stock
Numbers (NSN) from the Defense Logistics Service Centerg. Determines system asset rework requirements of repairable components processed bynaval, inter-service, or commercial rework facilities
h. Develops, issues, and updates the Allowance Requirements Registers (ARR) andallowance and load lists applicable to the NAMP
i. Provides primary material support for air launched weapons
2.2.2 Commander Naval Air Systems Command. COMNAVAIRSYSCOM (commonlyreferred to as NAVAIR) provides life-cycle support of naval aviation aircraft, weapons andsystems. NAVAIR supports the NAMP through research, design, development and systems
engineering; acquisition; test and evaluation; training facilities and equipment; repair andmodification; and in-service engineering and logistics support. NAVAIR is organized into eight"competencies" or communities of practice including program management, contracts, research

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and engineering, test and evaluation, logistics and industrial operations, corporate operations,comptroller and counsel. As the technical manager for aviation maintenance, NAVAIR:
a. Provides guidance on procedures, technical direction, and management review at eachlevel of maintenance.
b. Provides technical manuals in sufficient scope and depth to clearly define maintenanceand test procedures.
c. Implements and maintains the Metrology and Calibration (METCAL) Program in supportof the NAMP.
d. Assists CNO and others in developing training programs for officer and enlisted aviation
maintenance personnel, including providing technical and logistic support in drafting Navy
Training System Plans (NTSP) and the determination of manpower requirements for aviation
systems.
e. Provides aviation maintenance material allowance lists, and lists of aviation facilities
required for sea-based and shore-based activities.
f. Makes recommendations concerning design of the Maintenance Data System (MDS) and
Naval Aviation Logistics Command Management Information System (NALCOMIS) to reduce
redundant, inefficient, and unnecessary reporting; and ensures the MDS and NALCOMIS arecompatible throughout all levels of maintenance.
g. Serves as Functional Manager for Aviation Logistics Information Systems, to include
maintaining current NALCOMIS maintenance systems requirement documents, providing
justification for improved business procedures, and tracking changes to verify benefits wereachieved.
h. Provides support for Commander Naval Air Forces (COMNAVAIRFOR) in publishing
the NAMP.
i. Provides Aircraft Controlling Custodian (ACC) functional support to NAVAIR field
activities.
j. Provides fleet aviation performance improvement support.
k. Provides NAVAIR Field Service Representative support.
l. Develops and maintains Management Information Systems (MIS) for maintenance andlogistics support of NAMP processes.
m. Plans, designs, develops, implements, and supports information decision support systems
for managing the total life cycle of aeronautical equipment.
n. Provides technical support related to naval aviation resource analysis, maintenanceengineering, logistics engineering, and logistics support program implementation.

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o. Provides support of all aviation maintenance trainers and weapons system training
programs and D-level aircraft training courses.
p. Provides technical direction concerning configuration management (CM) of naval aircraft,
missile targets, and associated material, except as directed by CNO.
q. Maintains CM data systems, to include the Technical Directive Status Accounting(TDSA), T/M/S CM baseline, Scheduled Removal Components Repository Program, and the
CM portion NTCSS Optimized OMA NALCOMIS for aircraft, engines, Aviation Life Support
Systems (ALSS), Cartridge Activated Devices (CAD), support equipment (SE), Mission
Mounted Equipment (MME), and component configuration. CM data system capabilities
include:(1) Accurate listing of all tracked components installed or uninstalled on the aircraft(2) Tracking usage indicators for life limited components, for example, Life Usage Index(LUI), Fatigue Life Expended (FLE), Time Since New (TSN), and Time Since Overhaul (TSO)(3) Accurate configuration history records(4) Tracking scheduled maintenance.
r. COMFRC Fleet Maintenance Support Training provides maintenance and material support
necessary for fleet training and readiness. COMFRC Fleet Maintenance Support Training:(1) Executes assigned aviation depot level (D-level) maintenance programs.
(2) Executes contracts in support of D-level maintenance.
(3) Establishes and implements the procedures and controls necessary for executing budgets.
(4) Provides D-level resource management support.
(5) Coordinates Depot Fleet Readiness Center operations, to include:(a) Maintaining and operating industrial facilities.
(b) Performing a complete range of D-level rework operations on designated weapon
systems, accessories, and equipment.
(c) Manufacturing parts and assemblies, as required.
(d) Providing engineering services in the development of changes in hardware design.
(e) Furnishing technical and other professional services on aircraft maintenance andlogistics problems.
(f) Performing other levels of aircraft maintenance for eligible activities, upon
specific request or assignment.

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(g) Performing other functions as directed by COMNAVAIRFOR in coordination
with NAVAIR.
2.3 Aircraft Controlling Custodians (ACCs)
2.3.1 Introduction. The ACCs are Commander, Naval Air Forces (COMNAVAIRFOR),
Commander, Naval Air Force Reserve (COMNAVAIRFORES), Chief of Naval Air Training(CNATRA), and Commander, Naval Air Systems Command (COMNAVAIRSYSCOM).
2.3.2 Responsibilities. The ACCs are responsible for providing their activities with sufficientfunding, manpower, training, material and equipment, and aircraft to meet their operational
responsibilities. ACCs are also responsible for inspecting and assisting activities in compliancewith the NAMP. Basic responsibilities are outlined in this section.
2.3.2.1 Funding. ACCs will:a. Direct fiscal and budgetary actions to support NAMP requirements, including allocationof budget operating target (OPTAR) allotments to commands.
b. Justify resources required to execute the NAMP during budget reviews.
c. Apportion, distribute, and manage material and financial resources to operate andmaintain aircraft and equipment efficiently.
d. Monitor aviation maintenance costs and take action to improve cost efficiency.
2.3.2.2 Manpower. ACCs will:a. Exercise overall management authority of assigned military, civilian, and contractor
manpower.
b. Coordinate with the Manpower Budget Submitting Office (BSO) and Subordinate
Manpower Codes (SMC) to resolve manning deficiencies. Marine Corps manning issues will becoordinated with the Fleet Marine Force (FMF) Commanders.
c. Review requested changes for officer, enlisted, government service, and contractor
manpower.
d. Review authorized billets, at least annually, to ensure manpower requirements areadequate and effectively distributed.
e. Submit manpower change recommendations to the BSO. Prior to requesting an increasein manpower, review manpower requirements and total distribution for ability to reassign
existing authorized billets.
2.3.2.3 Training. ACCs will:a. Direct and coordinate the completion of aviation technical training for commands.

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b. Coordinate aviation maintenance training conducted by the Center for Naval Aviation
Technical Training Unit (CNATTU) and factory training sponsored by COMNAVAIRSYSCOM.
c. Review new and revised training curriculum.
d. Coordinate formal training of enlisted maintenance personnel conducted by D-level
activities.
e. Monitor and coordinate the completion of operational training required to achieve
Maintenance Department readiness goals.
2.3.2.4 Material and Equipment. ACCs will:a. Monitor maintenance and supply activities for compliance with Chief of Naval Operations(CNO) policies for the following:(1) Requisitioning material(2) Controlling material(3) Responsiveness to material demands(4) Proper use of material resources
b. Equip activities to accomplish maintenance operations.
c. Coordinate with COMNAVAIRSYSCOM and Naval Supply Systems Command(NAVSUP) to adjust support equipment (SE) and material requirements as aircraft andequipment configurations change.
d. Monitor and verify the accuracy of aircraft operational status reporting.
e. Monitor performance data and take action to improve the efficiency and quality ofmaintenance. ACC metrics must include:(1) Aircraft readiness vs. requirement(2) Budgeted vs. actual cost for maintenance(3) Cost per hour for repairable parts and consumables(4) Top cost drivers for Aviation Fleet Maintenance (AFM) and Aviation Depot Level
Repairable (AVDLR) funds(5) Foreign Object Damage (FOD) rate(6) Cannibalization rate(7) Maintenance Man-Hours per Flight Hour(8) Intermediate Maintenance Activity (IMA) repair effectiveness(9) D-level support cost and effectiveness
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(10) Aircraft Utilization Rate(11) Aircraft in Not Mission Capable (NMC) status for over 30 days, and causal factors(12) Top 25 parts or systems causing NMC and Partial Mission Capable (PMC) status
2.3.2.5 Aircraft Assignment. ACCs will:a. Exercise administrative control and assignment of aircraft to reporting custodians.
b. Direct and coordinate scheduling aircraft into depot rework, repair, and inspection.
Publish aircraft movement instructions to meet rework schedules. Fund and approve workloadchanges.
c. Direct and coordinate submission of aircraft records and reports required by CNO,
COMNAVAIRSYSCOM, and COMNAVAIRFOR.
2.3.2.6 Inspection. ACCs will inspect activities for compliance with the NAMP and forproperly maintaining the material condition of assigned aircraft and equipment. Aviation
Maintenance Inspections (AMI), Maintenance Program Assessments (MPA), and Material
Condition Inspections (MCI) are the minimum formal evaluations required, per paragraph 10.24.
NOTES: 1. COMNAVAIRFOR inspects organizational and intermediate level activities
assigned to COMNAVAIRFOR, COMNAVAIRFORES and CNATRA.
COMNAVAIRSYSCOM inspects their organizational and intermediate level
activities, Depot Fleet Readiness Centers, and contractor activities providing
depot level support.
2. Newly established squadrons and squadrons transitioning from one
type/model/series (T/M/S) aircraft to another assigned to
COMNAVAIRSYSCOM Research, Development, Test, and Evaluation(RDT&E) must comply with the Safe for Flight Operations Certification
requirements of NAVAIRINST 3700.4.
3. Newly established squadrons and squadrons transitioning from one T/M/S
aircraft to another within COMNAVAIRFOR must comply with the Safe for
Flight Operations Certification requirements of
COMNAVAIRPAC/COMNAVAIRLANTINST 5400.1.
2.4 Navy Type Wings and Marine Air Wings (MAW). Wing Commanders are responsible
for manpower, training, material readiness, and inspection of their activities.
NOTE: MAWs may delegate certain T/M/S specific responsibilities to the Marine AircraftGroup (MAG), but must monitor and verify accomplishment of delegatedresponsibilities.

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2.4.1 Manpower. Wings will monitor the manpower status of each activity and coordinate withmanpower authorities to obtain and assign adequate numbers of maintenance personnel toachieve readiness requirements.
2.4.2 Training. Wings will:a. Coordinate and monitor accomplishment of formal training, to include prioritization oftraining quota assignments for CNATTU classes.
b. Verify activities are submitting Advanced Skills Management (ASM) change requests to
the Maintenance Training Syllabus Sponsor (MTSS) to standardize the syllabi, materials, lesson
guides, certification requirements, and documentation for T/M/S specific in service maintenancetraining, per NAVMC 4790.2.
c. Monitor the effectiveness of training received through CNATTU courses by selectively
interviewing students and surveying squadrons to determine the adequacy of knowledge andskills obtained.
d. Manage and monitor qualifications or certifications and test question data banks.
e. Manage in-service maintenance training per paragraph 10.1.
2.4.3 Material Readiness. Wings will:a. Monitor and assist activities in achieving aircraft and equipment readiness goals.
b. Manage and coordinate aircraft and equipment assignment to supported activities toprovide sufficient numbers of properly configured aircraft, ancillary equipment, engines, andavionics to meet operational requirements.
c. Coordinate logistics support and prioritize distribution of repairable and consumable partsin order to optimize overall material readiness.
d. Manage aircraft and equipment to reduce the length of time aircraft have not flown.
e. Coordinate with air station commanders for the facilities needed to support aircraft
maintenance. Manage the distribution of facilities and verify adequacy to support aircraft andequipment maintenance. Monitor activities for compliance with policies and regulations
concerning facilities, installed equipment maintenance, security, safety, and storage. When atenant activity relocates, assist the activity with arrangements for returning facilities andinstallation equipment to the air station.
f. Coordinate support provided by IMAs, depots, Fleet Support Team (FSTs), Naval Air
Technical Data and Engineering Services Center (NATEC), contractors, andCOMNAVAIRSYSCOM.
g. Publish and execute plans to support current and future maintenance operations.

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h. Present support issues at Integrated Logistic Support (ILS) and other maintenance or
supply related meetings.
i. Monitor Individual Material Readiness List (IMRL) inventories and reports to validate
activities are accurately reporting equipment status. Distribute IMRL assets within the Type
Wing or MAW to optimize utilization.
j. Coordinate with the Type Commander (TYCOM) Comptroller to budget and allocate
maintenance and equipment funds.
k. Verify the following reports are accurate and submitted within prescribed timelines:(1) Aircraft Inventory and Readiness Reporting System (AIRRS) XRAY Reports(2) Aircraft Material Condition Reports (AMCR)(3) Budget OPTAR Reports (BOR)(4) FOD Reports(5) Naval Aviation Maintenance Discrepancy Reporting Program (NAMDRP) Reports(6) Mishap Reports
l. Prioritize the distribution of general purpose and maintenance specific Management
Information Systems (MIS) and provide technical expertise in MIS operation.
m. Monitor and validate the accuracy of information entered in the Maintenance Data
System (MDS) by assigned activities. Provide feedback to COMNAVAIRSYSCOM MDSManagers on system adequacy, data entry and management process.
n. Periodically inspect activities to validate compliance with Hazardous Material(HAZMAT) Programs, environmental regulations, and other requirements specified in paragraph10.19.
o. Coordinate Configuration Management (CM) baseline reviews with subordinate activities
and report discrepancies to NAVAIR via Baseline Trouble Report (BTR).
p. Use Decision Knowledge Programming for Logistics Analysis and Technical Evaluation(DECKPLATE) and Organizational Maintenance Activity (OMA) or Optimized Organizational
Maintenance Activity (OOMA) data to prepare graphs, spreadsheets, and narrative reports thattrack performance trends by total T/M/S aircraft population and by individual squadron. Reports
must include the following information:(1) A799 Rate by Work Unit Code (WUC)(2) Cannibalization (total actions, total man-hours, rate per 100 sorties)(3) Direct Maintenance Man-Hours per Flight Hour
(4) Aircraft Utilization Rate and Day Last Flown by Bureau Number (BUNO)
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(5) Number of Hours Out of Reporting (OOR) Material Condition Reporting Status(MCRS) by BUNO and reasons for OOR(6) Corrosion Prevention Man-Hours (total and average per aircraft)(7) Corrosion Treatment Man-Hours (total and average per aircraft)(8) Top Five Man-Hour Consuming Repair Actions by WUC and Part Number(9) Top Five NMC Component Failures by National Stock Number (NSN)(10) Top Five PMC Component Failures by NSN(11) MCI Discrepancy Trends, to include trends in D-level corrosion discrepancies(12) Actual Cost per Hour vs. Budgeted Cost per Hour for Aircraft Operations
Maintenance (AOM) costs, by type fund (AFM and AVDLR)
q. Publish advisories with information on issues related to conduct of the NAMP or othermaintenance operations applicable to the Wing.
r. (MAWs) Facilitate the implementation of AIRSpeed Continuous Process Improvement(CPI) methods, concepts, and best practices to accomplish material readiness more efficiently
and effectively. The MAW will:(1) Designate a Wing AIRSpeed representative to coordinate and execute CPI initiatives.
The representative must be knowledgeable of AIRSpeed CPI methodologies.
(2) Baseline key performance indicators to identify improvement opportunities.
(3) Publish a strategic plan to identify, align, prioritize, and implement improvements.
(4) Maintain a CPI project portfolio aligned with the strategic plan.
(5) Designate a team of trained and experienced personnel to execute CPI projects
throughout the MAW.
(6) Perform regular assessments of progress in achieving CPI goals.
2.4.4 Inspection. Wings will inspect maintenance activities for compliance with the NAMP and
the material condition of aircraft equipment per paragraph 10.24.
2.5 Operational Commanders. Operational commanders, such as Navy Carrier Air Wing
(CVW) and Marine Corps Aviation Combat Element (ACE) commanders are responsible for theoperational readiness of squadrons during training events and while deployed. Operationalcommanders will:a. Coordinate pre-deployment planning for personnel, facilities, SE, materials, support
services, and other logistics elements required to perform maintenance.

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b. Consolidate squadron material and facilities requirements to reduce unnecessary
duplication.
c. Review allowance lists of supporting or hosting activities for adequacy to support
deployed aircraft and equipment.
d. Determine requirements and coordinate distribution of equipment, parts, and othermaterial to support deployed operations.
e. Coordinate support from the ship’s Supply Department, Aircraft Intermediate
Maintenance Department, and Air Department prior to and during deployment.
f. Report CM baseline discrepancies to the applicable Type Wing or MAW for action.
g. Report aircraft material readiness per COMNAVAIRPAC/COMNAVAIRLANTINST
5442.1.
h. Monitor timely submission and accuracy of the following aircraft, maintenance, andmaterial reporting requirements:(1) AIRRS XRAY Reports(2) AMCRs(3) BORs(4) FOD Reports(5) NAMDRP Reports(6) Mishap Reports
i. Monitor squadrons and units for the following metrics, and take action when trends
indicate unsatisfactory performance:(1) A799 Rate by WUC
sorties)(2) Cannibalization (total actions, total man-hours, rate per 100 flight hours, rate per 100(3) Corrosion Prevention Man-Hours (total and average per aircraft)(4) Corrosion Treatment Man-Hours (total and average per aircraft)(5) Top Five Man-Hour Consuming Repair Actions by WUC and Part Number(6) Top Five NMC Component Failures by NSN(7) Top Five PMC Component Failures by NSN(8) Sortie Completion Rate

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j. Coordinate deployed support from intermediate-level maintenance activities (IMA), depot
field teams, and Naval Air Technical Data and Engineering Service Center (NATEC).

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DIRECTOR
AIR WARFAREDIVISION
N98
DEPUTY
AIR WARFAREDIVISION
N98B
SPECIAL PROGRAMSSECTION

HEAD, AVIATIONPROGRAMS BRANCHPOLICY, PLANS &OPERATIONS SECTION

PROGRAMMING &BUDGETING SECTION

N98P

N98O

N98G

N98C

EXPEDITIONARYSECTIONSTRIKESECTIONCARRIERSECTIONMARITIMESECTION

N98OE

N98OS

N98OC

N98OM

WEAPONSSECTION

AIRSPACE &AIR TRAFFICCONTROLSECTIONLOGISTICS &READINESSSECTION

TRAINING&
MANPOWERSECTION

N98OW

N98OA

N98OL

N98OT

Figure 2-1: Director, Air Warfare Division (N98) Organization Chart
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CHAPTER 3
Maintenance Concepts; Maintenance Activity Standard Organization; Aviation
Maintenance Officer Qualifications; Command, Department, Division, Branch and Work
Center Management Responsibilities
Table of Contents
3.1 Maintenance Concepts............................................................................................................1
3.1.1 Maintenance Levels ........................................................................................................1
3.1.1.1 O-Level Maintenance .........................................................................................1
3.1.1.2 I-Level Maintenance ..........................................................................................1
3.1.1.3 D-Level Maintenance and Rework ....................................................................1
3.1.2 Maintenance Functions ...................................................................................................2
3.1.2.1 General Policy ....................................................................................................2
3.1.2.2 Unmanned Aircraft Systems (UAS) ..................................................................3
3.1.2.3 Aircraft Systems and Components .....................................................................3
3.1.2.4 Power Plant Systems and Propeller /Rotary Wing Dynamic Drive Systems.....3
3.1.2.5 Aviation Life Support Systems (ALSS), and Cartridges, Cartridge Actuating
Devices (CAD), and Propellant Actuating Devices (PAD) ..............................3
3.1.2.6 Support Equipment (SE) ....................................................................................3
3.1.2.7 Airborne Mine Countermeasures (AMCM) Syste .............................................4
3.1.2.8 Airborne Weapon Systems .................................................................................4
3.1.2.9 Jet Engine Test Facilities ...................................................................................4
3.1.3 Assignment of Maintenance Responsibilities .................................................................4
3.1.3.1 Shore Air Field Activities ..................................................................................5
3.1.3.2 CVN, LHA, and LHD Aviation Ships ...............................................................6
3.1.3.3 Navy Squadrons .................................................................................................6
3.1.3.4 Marine Squadrons ..............................................................................................6
3.1.3.5 Naval Air Training and Marine Air Reserve Squadrons and Units ...................6
3.1.3.6 Specialized Activities .........................................................................................6
3.1.3.7 Weapons Departments and Divisions ................................................................6
3.2 Maintenance Activity Standard Organization .....................................................................7
3.2.1 Terms ..............................................................................................................................7

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3.2.2 O-Level Maintenance Activity Standard Organization ..................................................7
3.2.2.1 Navy O-Level Maintenance Department ...........................................................7
3.2.2.2 Marine Corps O-Level Maintenance Department ..............................................7
3.2.2.3 Autonomous Maintenance Unit (AMU) ............................................................7
3.2.2.4 Operations Maintenance Division (OMD) and Detachments Operating Four orLess Aircraft .....................................................................................................7
3.2.2.5 Airborne Mine Countermeasures (AMCM) Systems Maintenance
Department .......................................................................................................7
3.2.2.6 Marine Air Traffic Control Detachments (MATCD).........................................8
3.2.2.7 Expeditionary Air Field Maintenance Departments and MCAS Recovery
Units Standard Organization.............................................................................8
3.2.3 O-Level Division Functions ...........................................................................................8
3.2.3.1 Maintenance Control ..........................................................................................8
3.2.3.2 Material Control .................................................................................................8
3.2.3.3 Quality Assurance ..............................................................................................8
3.2.3.4 Aircraft Division ................................................................................................8
3.2.3.5 Avionics/Armament Division ............................................................................93.2.3.6 Ordnance Division (Marine Corps) ....................................................................93.2.3.7 Line Division......................................................................................................93.2.3.8 Unmanned Aircraft Systems (UAS) Division ....................................................93.2.4 I-Level Maintenance Activity Standard Organization ....................................................93.2.4.1 Shore Based Aircraft Intermediate Maintenance Departments (AIMD) and ILevel Fleet Readiness Centers (FRC)...............................................................93.2.4.2 CVN and L-Class Ship Aircraft Intermediate Maintenance Department ..........93.2.4.3 Marine Aviation Logistics Squadron (MALS) ..................................................93.2.5 I-level Division Functions ............................................................................................10
3.2.5.1 Production Control ...........................................................................................10
3.2.5.2 Material Control ...............................................................................................10
3.2.5.3 Quality Assurance ............................................................................................10
3.2.5.4 Power Plants Division ......................................................................................10
3.2.5.5 Airframes Division ...........................................................................................10
3.2.5.6 Avionics Division ............................................................................................10

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3.2.5.7 Armament Division ..........................................................................................10
3.2.5.8 Aviation Life Support Systems (ALSS) Division ............................................10
3.2.5.9 Support Equipment (SE) Division ...................................................................10
3.2.5.10 Ship Evolution Support Services ...................................................................10
3.2.6 O-Level and I-Level Maintenance Administration Division ........................................10
3.2.7 Airborne Mine Countermeasures (AMCM) Systems Maintenance Department .........12
3.3 Aviation Maintenance Officers ............................................................................................123.3.1 Basic Qualifications for Designated Career Aviation Maintenance Officers ...............123.3.2 Maintenance Billet Training .........................................................................................15
3.3.3 Assignment ...................................................................................................................16
3.4 Command, Department, Division, Branch and Work Center Management
Responsibilities ......................................................................................................................16
3.4.1 Commanding Officer ....................................................................................................16
3.4.2 Maintenance Officer (MO) ...........................................................................................173.4.3 Assistant Maintenance Officer (AMO) ........................................................................18
3.4.4 Maintenance Material Control Officer (MMCO) .........................................................19
3.4.5 Quality Assurance Officer (QAO) ................................................................................20
3.4.6 Material Control Officer ...............................................................................................20
3.4.7 Division Officers ..........................................................................................................21
3.4.8 Branch Officers .............................................................................................................21
3.4.9 Manpower and Training (MP&T) Coordinator ............................................................21
3.4.10 Maintenance Master Chief Petty Officer (MMCPO) (Navy) .....................................22
3.4.10.1 General Responsibilities ................................................................................22
3.4.10.2 (O-Level) MMCPOs ......................................................................................22
3.4.10.3 (I-Level) MMCPOs ........................................................................................23
3.4.11 Aircraft Maintenance Chief (Marine Corps) ..............................................................23
3.4.12 Division Chief.............................................................................................................24
3.4.13 Work Center Supervisor .............................................................................................24
Figure 3-1 (page 1): Aircraft Systems/Components Maintenance Function Applicability ..........26
Figure 3-1 (page 2): Aircraft Systems/Components Maintenance Function Applicability ..........27
Figure 3-1 (page 3): Aircraft Systems/Components Maintenance Function Applicability ..........28
Figure 3-2: Power Plant Systems and Propeller/Rotary Wing Dynamic Drive Systems/
Components Maintenance Function Applicability ..........................................................29
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Figure 3-3: ALSS and Cartridges, Cartridge Actuated Devices (CAD), and Propellant ActuatedDevices (PAD) Maintenance Function Applicability......................................................30
Figure 3-4: Support Equipment Maintenance Function Applicability .........................................31
Figure 3-5: Airborne Mine Countermeasures (AMCM) Systems Maintenance Function
Applicability ....................................................................................................................32
Figure 3-6: Types of Maintenance Activities at Shore Air Fields, Navy .....................................33
Figure 3-7: Types of Maintenance Activities at Shore Air Fields, Marine Corps ........................34
Figure 3-8: Assigned Levels of Maintenance, Aviation Ships .....................................................35
Figure 3-9: Assigned Levels of Maintenance, Navy Squadrons...................................................36
Figure 3-10: Assigned Levels of Maintenance, Marine Corps Squadrons ...................................37
Figure 3-11: Assigned Levels of Maintenance, Naval Air Training Activities and Marine Air
Reserve Squadrons and Units ..........................................................................................38
Figure 3-12: Assigned Levels of Maintenance, Specialized Activities and Units........................39
Figure 3-13: Navy O-Level Maintenance Department Standard Organization ............................40
Figure 3-14: Marine Corps O-Level Maintenance Department Standard Organization...............44
Figure 3-15: O-Level Autonomous Maintenance Unit Concept O-level Maintenance Department
Standard Organization .....................................................................................................45
Figure 3-16: Operations Maintenance Division (OMD) and Detachments Operating Four or Less
Aircraft Standard Organization .......................................................................................46
Figure 3-17: O-Level Airborne Mine Countermeasures Systems Maintenance Department .......47
Figure 3-18: Shore Based Aircraft Intermediate Maintenance Department and I-level Fleet
Readiness Center Standard Organization ........................................................................48
Figure 3-19: CVN and L-Class Ship Aircraft Intermediate Maintenance Department Standard
Organization ....................................................................................................................49
Figure 3-20: Marine Aviation Logistics Squadron (MALS) I-Level Maintenance Department
Organization (Marine Corps) ..........................................................................................50

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CHAPTER 3
Maintenance Concepts; Maintenance Activity Standard Organization;
Aviation Maintenance Officer Qualifications; Command, Department, Division, Branch
and Work Center Management Responsibilities
3.1 Maintenance Concepts
3.1.1 Maintenance Levels. The NAMP classifies maintenance in three levels based ontechnical complexity, depth, scope, and range of work performed. The three levels are
Organizational (O-level), Intermediate (I-level), and Depot (D-level).
3.1.1.1 O-Level Maintenance. O-level maintenance is basic maintenance performed by anactivity on its assigned aircraft and equipment. O-level maintenance is organized to achieve
quick turnaround of aircraft and equipment in order to optimize operational availability. O-level
maintenance is the upkeep of aircraft and related equipment by the operating unit. O-level
maintenance includes inspection, servicing, lubrication, adjustment, incorporation of O-leveltechnical directives, and replacement of parts, minor assemblies and subassemblies.
3.1.1.2 I-Level Maintenance. I-level maintenance is performed by designated Intermediate
Maintenance Activities (IMA) responsible for supporting units operating aircraft andaeronautical equipment. The primary focus of I-level maintenance is to produce ready-for-issue(RFI) parts and ready-for-use (RFU) support equipment in sufficient quantities to support aircraft
operations. I-level maintenance primarily consists of:a. Inspection, testing and repair of aeronautical components and support equipment (SE)b. I-level calibrationc. Technical assistance to supported units
d. Incorporation of I-level Technical Directives (TD)e. Manufacture of selected aeronautical components, liquids, and gases
f. Performance of I-level maintenance on aircraft, such as Non-Destructive Inspection (NDI)of airframe and dynamic components (when required)3.1.1.3 D-Level Maintenance and Rework. D-level maintenance and rework is performed bydesignated depot activities on aircraft, equipment and material requiring overhaul, upgrading, or
rebuilding of parts, assemblies, subassemblies, and end items, including manufacture,modification, testing, and reclamation of parts. Rework requires extensive diagnostic equipment
and industrial-level manufacturing capabilities beyond the capability and resources of O-level
and I-level maintenance activities. Rework typically occurs in depot facilities managed byCommander, Naval Air Systems Command (COMNAVAIRSYSCOM) or at original equipment
manufacturer (OEM) sites. Selected depot rework and maintenance functions are performed ataircraft operational sites in order to minimize cost and turnaround time. D-level maintenanceand rework includes:

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a. Aircraft standard and special reworkb. Rework and repair of engines, components, and SE

c. Calibration by Navy calibration laboratories and Navy Primary Standards Labs (NPSL)
d. Incorporation of D-level technical directives (TD)e. Modification of aircraft, engines, and support equipment (SE)f. Manufacture and modification of parts and kitsg. Depot Field Team assistanceh. Technical and engineering assistancei. Age exploration (AE) of aircraft and equipment under Reliability Centered Maintenance(RCM)
3.1.2 Maintenance Functions. Maintenance functions describe specific types of maintenanceperformed at each maintenance level.
3.1.2.1 General Policya. Aeronautical material will be repaired at the level of maintenance that most efficiently
uses manpower, material and equipment resources in achieving naval aviation material readinessand operational objectives. SM&R codes specify if a component is intended to be repaired at the
O-level, I-level, or D-level of maintenance. COMNAVAIRSYSCOM is responsible fordetermining maintenance functions during the development, expansion, execution, and supportof maintenance plans for aircraft and component repair. Maintenance activities will advise theresponsible COMNAVAIRSYSCOM program office of administrative or logistic obstacles that
impede component repair at the most effective and efficient level.
b. Regardless of the maintenance level assigned to a function, activities must refer totechnical manuals and references to determine the extent to which a repair can be undertaken on
a particular system, component, or equipment. Chapter 10, paragraph 10.33.2, provides
procedures for submitting Fleet Engineering Disposition (FED) requests for one-time
authorization to perform repairs damaged beyond allowable repair limits.
c. Although equipment and material allowance lists may reflect an assigned maintenancelevel, all activities of the assigned maintenance level may not be outfitted with tools and SE to
perform a particular maintenance function. For example, some tools and equipment required for
O-level maintenance functions may be furnished on a sub-custody basis by the supporting IMA,
ship, or station. The activity’s Individual Material Readiness List (IMRL) is the authoritative
allowance list for the issue of specific equipment.
d. All maintenance activities are authorized to repair consumable materials if a replacement
item is not available in stock locally, and the item is required to offset a NMCS, PMCS, or work
stoppage, and the repair is within their capability.
e. I-level activities are authorized to manufacture aeronautical material, if they have thecapability, regardless of the manufacturing level assigned.
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f. All maintenance activities are authorized to repair manufactured M series material if it is
economical and within their capability. M series material may be forwarded to the next higher
maintenance level for repair on a customer service basis.
g. Miniature/Microminiature (2M) avionics repairs will be done only by activities designated
2M repair capable by their ACC or TYCOM. Refer to the 2M NAMPSOP, paragraph 10.22 foradditional guidance.
3.1.2.2 Unmanned Aircraft Systems (UAS)a. UAS range in size from small tactical individually operated air vehicles to large multimission air vehicles which include ground control stations and launch and recovery equipment.
To better identify and manage UAS policy, the Joint Unmanned Aircraft Systems (JUAS) Conceptof Operations (CONOPS) separated UAS into the following performance groups based on weight,
normal operation altitude, and airspeed:Group 1
Group 2
Group 3
Group 4
Group5

Maximum Gross Take-off
Weight (pounds)
0-20
21-55
< 1320> 1320> 1320Normal Operating Altitude (feet)< 1200< 3500< 18000< 18000> 18000

Airspeed (knots)< 100 Kts
< 250 Kts
< 250 Kts
Any speed
Any speedb. NAMP compliance requirements:
Group 1
Group 2
Group 3
Group 4
Group 5

No NAMP compliance
No NAMP complianceFully NAMP compliant for applicable maintenance processes and systems
Fully NAMP compliant for applicable maintenance processes and systems
Fully NAMP compliant for applicable maintenance processes and systems

3.1.2.3 Aircraft Systems and Components. Figure 3-1 lists maintenance functions for aircraft
systems and components.
3.1.2.4 Power Plant Systems and Propeller /Rotary Wing Dynamic Drive Systems. Figure 32 lists maintenance functions for Power Plant Systems and Propeller /Rotary Wing Dynamic
Drive Systems and Components.
3.1.2.5 Aviation Life Support Systems (ALSS), and Cartridges, Cartridge Actuating
Devices (CAD), and Propellant Actuating Devices (PAD). Figure 3-3 lists maintenancefunctions for ALSS, CAD, and PAD.
3.1.2.6 Support Equipment (SE). Figure 3-4 lists maintenance functions for Support
Equipment. For the purpose of classifying maintenance functions, SE is defined as all equipment
required on the ground to make an aeronautical system, support system, subsystem, or end item
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of equipment (SE for SE), operational in its intended environment. Equipment such as drillpresses, grinders, lathes, sewing machines, and welders normally used in aeronautical work
centers in support of aircraft, component, or SE maintenance are included in this classification.
SE is primarily the equipment covered by the Aircraft Maintenance Material Readiness List
(AMMRL) Program. General policy:
a. Maintenance of non-AMMRL Program equipment that is required to support flight
operations or aircraft maintenance will be performed by the supporting I-level activity, as
directed by the ACC. Examples of non-AMMRL equipment are crash and firefighting
equipment, runway sweepers, and forklift trucks.
b. SE installed within a work center, such as hydraulic test stands (A/F 27T-10), electricaltest units (VARIDRIVES), and oxygen and nitrogen generating plants (LOX-30/PLN-430) is
normally maintained by the work center having physical custody.
c. Activities are responsible for O-level maintenance functions on SE assigned on subcustody from the supporting IMA, station or ship. When an activity is deploying to an operating
location without an IMA to provide SE support, the pre-deployment planning must include
determination of how scheduled SE maintenance will be accomplished. If in theater I-levelsupport (ashore or afloat) cannot be provided due to logistical constraints, the deploying unit will
request its supporting IMA provide I-level SE maintenance training for those items of SE thatwill have to be maintained during the deployment. This authority excludes maintenance of
aircraft lifting devices that require a functional load test, proof loading that uses a portable or
stationary jack tester, when NDI requirements exist, and in any situation where the special tools
or SE, consumable maintenance materials, or replacement parts are unavailable. Maintenancedocumentation will be accomplished per the O-level WO procedures of Chapter 15.
NOTE: Maintenance functions for armament weapons support equipment (AWSE) arelisted in OPNAV M-8000.16.
3.1.2.7 Airborne Mine Countermeasures (AMCM) Systems. Figure 3-5 lists maintenancefunctions for AMCM systems.
3.1.2.8 Airborne Weapon Systems. Maintenance policy for Airborne Weapon Systems(Air/Surface/Sub-Surface Missiles, Ordnance, Ammunition, Aerial Targets/Drones, Mines/Mine
Neutralization Systems, Torpedoes, Unmanned Air Vehicles (UAV), Remotely Piloted Vehicles(RPV), Aircraft Armament Systems (AAS), Ship Guns, and Armament Weapons Support
Equipment (AWSE)) are listed in OPNAV M-8000.16. Additionally, amplifying AAS
maintenance policy is listed in CNAFINST 8380.2.
3.1.2.9 Jet Engine Test Facilities. The structure and basic systems, such as fuel, water, air, andCO2 fire extinguishing systems, of installed jet engine test facilities (Class C test cells) will bemaintained by the station Public Works Department (ashore) and Engineering Department(afloat). The control console, engine connector panel, and thrust bed of installed jet engine test
facilities will be maintained by the work center having physical custody.
3.1.3 Assignment of Maintenance Responsibilities. The Chief of Naval Operations (CNO)
and Commandant Marine Corps (CMC) assign maintenance responsibilities to naval operating

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and training forces, Fleet Marine Forces (FMF), and non-fleet Marine forces.
COMNAVAIRSYSCOM assigns maintenance responsibilities to NAVAIRSYSCOM activities.
Navy and Marine Corps air reserve activities and air stations perform the same standard
maintenance functions and are assigned the same responsibilities as active forces. Generalpolicy:a. Designated activities will perform limited D-level maintenance functions for an entire
logistic area based on ACC recommendations approved by COMNAVAIRSYSCOM.
b. O-level activities may be assigned responsibility for specific I-level maintenancefunctions unique to the assigned mission of the activity or in partial support of their own
operations, if recommended by their ACC and authorized by the cognizant
COMNAVAIRSYSCOM program office. O-level activities assigned I-level responsibilities will
perform only the specific functions authorized and only on their assigned aircraft and equipment.
c. IMAs are authorized to perform any maintenance for which they have capability andauthorization. IMAs may be assigned specific D-level maintenance functions, if recommended
by the ACC and authorized by the cognizant COMNAVAIRSYSCOM Fleet Support Team
(FST). Chapter 10, paragraph 10.33.2 provides procedures for submitting Fleet Engineering
Disposition (FED) requests for one-time authorization to repair an individual component
damaged beyond allowable I-level repair limits. I-level activities are authorized to manufacture
aeronautical material, if they have the capability, regardless of the manufacturing level assigned.
d. All UAS activities are designated as O-level with limited I-level capability because of theunique characteristics inherent in UAS design and operation. The maintenance functions of
Figure 3-1 are applicable to UAS.
e. Miniature/Microminiature (2M) avionics repairs will be done only by activities designated
2M repair capable by their ACC. Refer to the 2M NAMPSOP, paragraph 10.22 for additional
guidance.
3.1.3.1 Shore Air Field Activities
a. Shore air stations with reporting custody of aircraft must, unless specific deviations areauthorized by the ACC, establish an Operations Maintenance Division (OMD) within the
Operations Department to perform O-level maintenance.
b. Air stations, airfields, and air bases are responsible for providing maintenance facilities
and limited plant property for tenant activities and flight line services for transient aircraft.
Maintenance on transient aircraft may be performed within the station's capability.
c. Figure 3-6 lists the types of maintenance activities located at Navy shore air stations,fields and bases.
d. Figure 3-7 lists the types of maintenance activities located at Marine Corps Air Stations(MCAS) and air facilities. MCAS and air facilities are responsible for performing the levels ofmaintenance designated by the Marine Corps Tables of Organization and for providing flight line
services for transient aircraft. MCAS and air facilities will provide maintenance facilities andlimited non-deployable SE or plant property support for tenant activities.

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3.1.3.2 CVN, LHA, and LHD Aviation Ships. Figure 3-8 lists the assigned levels of aviation
maintenance performed by CVN, LHA, and LHD class ships. In addition to providing I-levelsupport for aircraft assigned to their strike group, CVN, LHA, and LHD Aircraft Intermediate
Maintenance Departments (AIMD):
a. Coordinate preparation of maintenance facilities to support embarked aviation squadrons
and detachments.
b. Update shipboard maintenance facility plans to accommodate new deck loads.
c. Review outstanding ship alterations and submit recommendations concerning AIMD
spaces and installed equipment.
d. Coordinate I-level support personnel requirements with the air wing.
e. Coordinate assignment of O-level maintenance spaces with the air wing.
f. Assume responsibility for upkeep and security of O-level maintenance spaces while the air
wing is debarked.
g. Provide I-level maintenance support to the Weapons Department for maintenance beyond
the capability of the Weapons Department.
h. Receive, manage, and return spare ALSS assemblies to support the deployed air wing per
paragraph 10.40.
NOTE: Non-aviation ships (cruisers, destroyers, frigates, etc.) do not provide I-levelaviation maintenance support for embarked aircraft; they only provide O-level
maintenance facilities with fixed-in-place equipment that cannot be embarked
with deployed aviation units, and space for stowing maintenance materials.
3.1.3.3 Navy Squadrons. Figure 3-9 lists the assigned levels of maintenance performed by
Navy squadrons.
3.1.3.4 Marine Squadrons. Figure 3-10 lists the assigned levels of maintenance performed by
FMF squadrons.
3.1.3.5 Naval Air Training and Marine Air Reserve Squadrons and Units. Figure 3-11 lists
the assigned levels of maintenance performed by Naval Air Training and Marine Air Reservesquadrons.
3.1.3.6 Specialized Activities. Figure 3-12 lists the assigned levels of maintenance performedby specialized activities, for example, Defense Contract Management Agencies (DCMA), Naval
Weapons Evaluation Facilities and Tactical Support Centers (TSC) assigned aircraft orequipment originally designed for use in aircraft.
3.1.3.7 Weapons Departments and Divisions. Weapons Departments and Divisions that
perform on-equipment maintenance are authorized to perform I-level maintenance to the limit of
their capabilities. For maintenance beyond those limits, the supporting IMA will provide I-levelsupport (within assigned capabilities) to the Weapons Department.

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3.2 Maintenance Activity Standard Organization. Standard organization defines specificareas of responsibility and management authority for the numerous processes involved in
producing aircraft, engines and equipment. Codes for O-level and I-level Divisions and Work
Centers are listed in the Table of Work Center Codes, Appendix E.
3.2.1 Terms
a. “Department” applies to all maintenance activities having a department head. In activities
where maintenance is assigned as a division to another department, the term “division” will be
used in place of department.
b. “Division” is a subsection of a department devoted to performing a specific category of
maintenance, and in which distinct sub-functions of the division are divided into branches. For
example, an O-level Aircraft Division (Work Center Code 100) is often comprised of separate
branches for Power Plants (110), Airframes (120), and Aviation Life Support Systems (130).
c. “Branch” applies to a subsection of a division in which a functional area is divided into
separate shops. For example, the Airframes Branch (Work Center Code 120) may be comprisedof Structures Shop (12A), Hydraulics Shop (12B), and Corrosion Control Shop (12C).
d. “Work Centers” (often called “shops”) are designated functional areas to which personnel
are permanently assigned, for example the Structures Shop (12A), Power Plants Module Repair
Shop (414) and Aviation Tool Issue/Tool Control Center (05D). The number and designation ofwork centers will be based upon assessment of required maintenance or support functions,
numbers of personnel, span of control, workload schedules, and work locations.
3.2.2 O-Level Maintenance Activity Standard Organization
NOTE: Any division or branch may be deleted if the activity has no responsibilities
relative to that function or if responsibilities are not extensive and can beaccomplished within another division or branch.
3.2.2.1 Navy O-Level Maintenance Department. Figure 3-13 is the standard organization of a
Navy O-level Maintenance Department.
3.2.2.2 Marine Corps O-Level Maintenance Department. Figure 3-14 is the standard
organization of a Marine Corps O-level Maintenance Department.
3.2.2.3 Autonomous Maintenance Unit (AMU). Figure 3-15 is an example of an optional
AMU O-level Maintenance Department organization for large training squadrons that maintainseveral different T/M/S aircraft. The AMU structure may be modified to suit the unit’s manningand operational scenario. The AMU structure may also be used by Navy Carrier Air Wings(CVW) and Marine Aviation Combat Elements (ACE) during shore-based detachments
operating several different T/M/S aircraft.
3.2.2.4 Operations Maintenance Division (OMD) and Detachments Operating Four or Less
Aircraft. Figure 3-16 is the standard organization of an OMD and detachments operating fouror less aircraft.
3.2.2.5 Airborne Mine Countermeasures (AMCM) Systems Maintenance Department.

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Figure 3-17 is the standard organization of AMCM Maintenance Department.
3.2.2.6 Marine Air Traffic Control Detachments (MATCD). MATCD operate under Marine
Air Control Squadrons (MACS). MATCD are responsible for performing O-level and I-level
maintenance on Marine Air Traffic Control and Landing Systems (MATCALS).
COMNAVAIRSYSCOM PMA-213 is the MATCALS program office. Standard organizationand functions of MATCD Maintenance Departments are prescribed in 10.30.
3.2.2.7 Expeditionary Air Field Maintenance Departments and MCAS Recovery Units
Standard Organization. Functions of Expeditionary Air Field (EAF) Maintenance
Departments and a MCAS Recovery Units are prescribed in 10.31.
3.2.3 O-Level Division Functions
3.2.3.1 Maintenance Control. Maintenance Control functions are specified in Chapter 5.
3.2.3.2 Material Control. Material Control functions are specified in Chapter 6.
3.2.3.3 Quality Assurance. Quality Assurance functions are specified in Chapter 7.
3.2.3.4 Aircraft Division. The Aircraft Division performs O-level maintenance functions
relative to Airframes, Power Plants, and Aviation Life Support Systems (ALSS).
a. Power Plants Branch. The Power Plants Branch performs O-level maintenance on aircraft
engines and auxiliary power units, fuel systems, propellers, and dynamic components and drive
systems. In Marine squadrons, Power Plants maintenance is a function of the Power Line
Division.
b. Airframes Branch. The Airframes Branch performs O-level maintenance on aircraft
structures, landing gear, and hydraulic systems.
c. Aviation Life Support Systems (ALSS) Branch. The ALSS Branch performs O-level
maintenance functions relative to equipment and items needed to allow aircrew members andaircraft passengers function within all parameters of the flight environment, including safe egressfrom disabled aircraft and descent to the ground or ascent to the surface, survival on land or
water, and interface with rescue forces. ALSS includes escape systems, environmental systems,
fire extinguishing systems, aircrew clothing, survival kits, personnel parachutes and theassociated hardware, life rafts and preservers, anti-exposure suits, survival radios and otheremergency signaling equipment, flight helmets, oxygen equipment, anti-G suits and associatedhardware, and other miscellaneous survival and life support items. 10.40 prescribes ALSS
maintenance standard operating procedures.
d. Periodic Maintenance Branch. The Periodic Maintenance Branch is an optional andusually temporary work center formed to manage the completion of complex Preventive
Maintenance (PM) events, such as phase inspections involving numerous personnel from various
work centers. If commands elect to form a Periodic Maintenance Branch, they must select themanning arrangement that best fits the content of the periodic maintenance performed. A
permanent crew may be warranted if the number of inspections performed and the man-hours
involved cause a consistent periodic maintenance workload. If the periodic maintenanceworkload does not justify establishing a permanent crew, the command may use a temporary
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assembled and assigned to the Periodic Maintenance Branch only for the duration of theinspection. Upon completion of the inspection, the personnel return to their permanently
assigned work center.
3.2.3.5 Avionics/Armament Division. The Avionics/Armament Division performs O-level
maintenance on aircraft electronic, electrical, instrument, flight control, fire control and bombing
equipment, armament systems, armament equipment, including the loading of aircraft ordnance.
NOTE: Marine Corps squadrons operate separate Avionics Divisions and Ordnance
Divisions. Refer to Chapter 4 for details and Figure 3-14 for Marine Corps OLevel Maintenance Department Standard Organization.
3.2.3.6 Ordnance Division (Marine Corps). The Ordnance Division performs O-level
maintenance on Aircraft Armament Systems (AAS), weapons and fire control systems, andrelated components. This includes electrical and mechanical troubleshooting and weaponssystems release and control checks. The Ordnance Division is also responsible for the proper
issue, turn-in, loading, downloading, storage, and physical security of aircraft weapons.
3.2.3.7 Line Division. The Line Division performs O-level maintenance functions to prepare
aircraft for flight, and launches and recovers aircraft. In Navy squadrons, the Line Division
includes Plane Captain and Troubleshooter Work Centers, and when established, an SE Work
Center. In Marine squadrons, the Power Line Division is responsible for power plants
maintenance in addition to Line Division functions. Personnel from other divisions may be
assigned permanently to the Line Division as Troubleshooters, or may be temporarily assigned asneeded to perform Troubleshooter functions for aircraft launch and recovery.
3.2.3.8 Unmanned Aircraft Systems (UAS) Division. The UAS Division, when establishedwithin a squadron that also operates manned aircraft, supervises, coordinates, and completes
periodic maintenance, inspections, decontamination, and rehabilitation of UAS Groups 3 through
5. Crew leaders and other personnel designated by the MO are permanently assigned to the UAS
Division. Additional personnel are made available as required from other divisions.
3.2.4 I-Level Maintenance Activity Standard Organization
3.2.4.1 Shore Based Aircraft Intermediate Maintenance Departments (AIMD) and I-Level
Fleet Readiness Centers (FRC). Figure 3-18 is the standard organization for Navy shore based
AIMDs and I-level FRCs.
3.2.4.2 CVN and L-Class Ship Aircraft Intermediate Maintenance Department. Figure 319 is the standard organization of a CVN and L-Class Ship Aircraft Intermediate Maintenance
Department.
3.2.4.3 Marine Aviation Logistics Squadron (MALS). Figure 3-20 is the standard
organization of a MALS Maintenance Department. Chapter 4 provides detail on MALS
responsibilities and organization.

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NOTES: 1. Any division or branch may be deleted if responsibilities relative to thatfunction do not exist or if responsibilities are not extensive and can beaccomplished within another division/branch.
2. Weapons Department I-level maintenance organization and responsibilities
are in OPNAV M-8000.16.
3.2.5 I-level Division Functions
3.2.5.1 Production Control. Production Control functions are specified in Chapter 5.
3.2.5.2 Material Control. Material Control functions are specified in Chapter 6.
3.2.5.3 Quality Assurance. Quality Assurance functions are specified in Chapter 7.
3.2.5.4 Power Plants Division. The Power Plants Division performs I-level repair and testing
for aircraft engines, auxiliary power units, propellers, rotor dynamic components, auxiliary fueltanks, and oil analysis for engines and components. Power Plants Division procedures andresponsibilities related to Gas Turbine Engine Maintenance (GTEM) and Gas Turbine Engine
Test Systems (GTETS) and are outlined in 10.23.
3.2.5.5 Airframes Division. The Airframes Division performs I-level repair and testing foraircraft structures, hydraulic and pneumatic systems, and Non-Destructive Inspection (NDI)
services.
3.2.5.6 Avionics Division. The Avionics Division performs I-level repair and testing for aircraft
communication and navigation components, electrical system components, instruments, radar,electronic counter measures, weapons control systems, acoustic systems, and infrared radar.
Avionics Division also provides Field Calibration Activity services.
3.2.5.7 Armament Division. The Armament Division performs I-level maintenance on Aircraft
Armament Systems (AAS) and weapons in accordance with CNAFINST 8380.2 and
OPNAVINST 8000.16.
NOTE: MALS Weapons Department functions are detailed in Chapter 4.
3.2.5.8 Aviation Life Support Systems (ALSS) Division. The ALSS Division performs I-level
maintenance and testing of ALSS. ALSS Division procedures and responsibilities are outlined in
10.40.
3.2.5.9 Support Equipment (SE) Division. The SE Division performs I-level maintenance on
SE, and maintains a pool of SE for sub-custody and temporary issue to O-level activities.
3.2.5.10 Ship Evolution Support Services. The Ship Evolution Support Services Divisionperforms surface maintenance material management (surface 3-M) on CVN, LHA, and LHD
AIMD spaces and installed damage control equipment, and performs other directed ship support
services.
3.2.6 O-Level and I-Level Maintenance Administration Division. The Maintenance
Administration Division provides administrative services for the Maintenance Department.
General responsibilities:
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a. Provide clerical and administrative services for the department, including preparation ofmaintenance related correspondence.
b. Maintain distribute, retain, and dispose of correspondence, administrative records, andreports per SECNAV instructions.
c. Establish and control a central maintenance reporting and record keeping system for all
administrative reports and correspondence, if not already centrally located in the command’s
Administration Department, including a tickler file to assure timely submission of recurring
reports.
d. Prepare, distribute, file, retain, and dispose of maintenance department correspondence,administrative records, and reports per SECNAV directives.
e. Coordinate with command administrative department on access, distribution, and control
of naval messages.
f. Coordinate department administrative and security responsibilities with other departments
and divisions (as required).
g. Distribute nontechnical information and publications not managed by the QA Division
Central Technical Publications Library.
h. Maintain a master file of nontechnical instructions.
NOTE: Internal control and distribution of the NAMP is the responsibility of the QA
Division Central Technical Publications Librarian.
i. Maintain a current organizational roster in electronic or hardcopy form. The roster will
include, as a minimum, name, rate, and billet assignment. This function may be performed by
the Manpower, Personnel and Training (MP&T) Coordinator (where assigned).
j. In addition, I-level maintenance administration divisions will:(1) Coordinate with the command’s Administrative Department.
(2) Safeguard and distribute personal mail to department personnel.
(3) Distribute locally issued reports and correspondence.
(4) Control department classified material.
(5) (IMAs without an MP&T Coordinator). Establish and coordinate department training
requirements and obtain school quotas.
(6) Coordinate transportation and communication requirements.
(7) Assign spaces to the divisions and establish responsibilities for security andcleanliness.
(8) Assume responsibility for vacant or unassigned maintenance spaces.

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(9) Arrange department participation in joint inspections of facilities assigned to tenant
activities, including arrival or departure of a tenant activity.
3.2.7 Airborne Mine Countermeasures (AMCM) Systems Maintenance Department.
AMCM Maintenance Departments perform O-level and limited I-level maintenance on AMCM
systems operated by Navy Helicopter Mine Countermeasures (HM) squadrons. AMCM systems
include devices, device towing equipment, aircraft-to-device interface equipment, and related
AMCM tactical support equipment (small craft and Civil Engineering Support Equipment(CESE)). The AMCM Systems Maintenance Department provides AMCM equipment to theAircraft Maintenance Department for aircraft installation by the Configuration Branch (WorkCenter 360). Figure 3-17 is the standard AMCM Systems Maintenance Department. The
AMCM Systems Maintenance Department Material Control (Work Center 05M) is a branch of
the Aircraft Maintenance Department Material Control Work Center and is normally collocatedwith the AMCM Systems Maintenance Control. The AMCM Avionics and Weapons Divisionperform O-level and selected I-level maintenance functions on AMCM equipment. The AMCM
Device Division performs O-level and, when deployed, selected I-level maintenance functions.
The Tactical Support Division is responsible for the maintenance and operation of tacticalsupport equipment, including CESE and Rigid Hulled Inflatable Boats (RHIB). AMCM
Maintenance Department detachments are organized and equipped as needed to maintain
AMCM equipment aboard ship and at remote land sites.
3.3 Aviation Maintenance Officers
3.3.1 Basic Qualifications for Designated Career Aviation Maintenance Officers. Navy
officers designated 152X, 63XX, or 73XX and Marine Corps Officers designated MOS 6002 or
6004 in route to their first maintenance assignment will be ordered to CENNAVAVNTECHTRA
Detachment Whiting Field, Milton, FL, to attend either the Naval Aviation Maintenance
Program Indoctrination Course (CIN C-4D-2012) or the Naval Aviation Maintenance Program
Management Course (CIN C-4D-2013). The Naval Aviation Maintenance Program
Management Course is designed for personnel possessing at least 2 years of aviation
maintenance or aviation maintenance support experience. The requirement for completion ofeither of these courses may be waived on an individual, case-by-case basis. Following
completion, aviation ground officers will normally be ordered to a fleet replacement squadron or
MALS for type aircraft specific training, or to a MAW for further assignment. As they progressin their career, Aviation Maintenance Officers may require advanced training in in specialized
areas, such as logistics and industrial management, aeronautical engineering, and MIS design.
Fundamental knowledge for career Aviation Maintenance Officers includes:a. Management principles (planning, organizing, staffing, directing, controlling, andcommunication)b. Department of the Navy organization with emphasis on roles and responsibilities of
OPNAV, NAVAIR, and NAVSUP
c. Basic operational theory of aeronautics and aircraft systems (airframes, power plants,
avionics and electrical, ALSS, armament)
d. Basic maintenance and servicing procedures and related safety precautions regarding:
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(1) Servicing, maintenance and operation of aircraft, engines and equipment(2) Procedures for corrosion inspection, prevention, and treatment(3) Proper positioning, security, and operation of SE(4) Ordnance handling(5) Aircraft and equipment tie-down requirements for all weather conditions
e. Aviation supply, including:(1) Supply references and research procedures(2) Material Control (050) functions(3) Supply Department organization(4) Material Control and Supply Department coordination(5) Requisition procedures and documentation(6) Supply reports(7) Classification and identification of aeronautical material(8) Functions and responsibilities of NAVSUP WSS, Inventory Control Points, ship andshore based Supply Departments, and other supply inventory and distribution activities(9) Material requisition documents and flow(10) Open purchase procedures and regulations(11) Material survey procedures(12) Aviation Consolidated Allowance List (AVCAL) and Shore consolidated Allowance
List (SHORCAL) development, and procedures for allowance adjustment(13) Repairables pipeline, including Local Repair Cycle Assets (LRCA) management(14) Material receipt, control, and inventory(15) Shipboard Uniform Automated Data Processing System (SUADPS) procedures(16) Management of Local Repair Cycle Assets (LRCA) and Pre-expended Bins (PEB)(17) Supply performance metrics(18) Requisition prioritization and NMCS/PMCS expediting(19) Hazardous Material Control and Management (HMC&M)(20) Shipping and storage of classified components
f. Aviation budgeting, funding and financial management with emphasis on use and control
of flight operational funds, Aviation Fleet Maintenance (AFM) funds, Aviation Consolidated

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Allowance List (AVCAL) funds, aviation Depot Level Repairables (DLR), and flying hour cost
reportingg. The Naval Aviation Safety Program with emphasis on safety procedures (ashore andafloat), command responsibilities and relationships, procedures for handling mishaps, submissionof mishap reports, and composition and function of aircraft mishap boards
h. Management Information Systems (MIS) and processes:(1) NALCOMIS, including the foundation tier, mid-tier, and top tier applications(2) Aviation 3M Reports and ad hoc reports(3) Data analysis
i. Maintenance Control and Production Control procedures, including:(1) Planning, scheduling and coordinating maintenance(2) Prioritizing workload(3) Releasing aircraft and equipment ready for flight/use
j. Manpower administration and management:(1) Responsibilities of NAVPERS/Marine Corps Manpower Plans and Policy,
NAVMAC, and ACCs in providing aviation maintenance manpower(2) NEC or MOS assignment policy and procedures(3) Enlisted evaluation and advancement requirements(4) Activity Manpower Document (AMD), Personnel Manning Report (PERSMAR),
Enlisted Manning Inquiry Report (EMIR), Career Management System (CMS)-Interactive
Detailing (ID)/Billet Based Distribution (BBD), and Marine Corps equivalents(5) Naval Officer Billet and subspecialty codes, and additional qualification designators(AQD) (Not applicable to Marine Corps)(6) Officer fitness reports, preference cards, officer assignment policy, and career rotation
patterns
k. Maintenance training and schedulingl. Maintenance administration:(1) Aircraft logbooks, Aeronautical Equipment Service Record (AESR), Module Service
Record (MSR), Assembly Service Record (ASR), Equipment History Record (EHR), ScheduledComponent Repair (SRC), Configuration Management Auto Log Set (CM ALS), Weight & Balance(W&B) logbooks, and Aircraft Readiness Reporting System (AIRRS)(2) Navy directive system(3) Naval correspondence format and procedures related to aviation maintenance

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(4) Classified correspondence(5) Standard reports, format and submission requirements
m. SE allowancing and accounting procedures:(1) Aviation Maintenance Material Readiness List Program(2) IMRL management(3) Support Equipment Controlling Authority (SECA) functions(4) Support Equipment Standardization System (SESS)n. An understanding of AIRSpeed CPI methods, concepts, and analysis tools, including
completion of the Logistics Chain Management Initial Training Course (NAVAIR-LCM-0001.3)(https://www.my.navy.mil) and Champion/Project Sponsor training.
o. Aviation maintenance publications, directives, manuals, and related instructions, andnoticesp. Aircraft and equipment configuration management
q. Navy Aviation Maintenance Officers with designator 1520 must complete the Navy
Aviation Maintenance Officer PQS (NAVEDTRA 43438).
r. The Joint Aviation Supply and Maintenance Material Management (JASMMM) Course(A-8B-0020) is optional for career Aviation Maintenance Officers.
3.3.2 Maintenance Billet Traininga. All officers assigned to a squadron Maintenance Department that are not career aviation
maintenance officers (Navy designators 152X, 63XX, and 73XX and Marine Corps MOS 6002
and 6004) must complete the CENNAVAVNTECHTRA Aviation Officer MaintenanceFundamentals Course (C-555-0034) prior to or within 60 days after assuming duties. Officers
who have completed the Naval Aviation Maintenance Program Indoctrination Course (C-4D2012) or the Naval Aviation Maintenance Program Management Course (C-4D-2013) are
exempt from this requirement.
b. All officers assigned to the maintenance department must complete the Corrosion forManagers Course (N-701-0039).
c. Officers assigned as QA Officer must complete the NALCOMIS (Optimized) OMA Naval
Aviation Quality Assurance Administration Course (Course C-555-0046) prior to or within 60
days after assuming duties.
d. Officers assigned as O-level MMCO must complete the Naval Aviation MaintenanceControl Management for Optimized Organizational Maintenance Activity Course (C-555-0053)
prior to or within 60 days after assuming duties. I-level MMCOs must complete the Intermediate
Maintenance Activity (IMA) Production Control Procedures Course (C-555-0043).
e. Officers assigned as the MMCO or Material Control Officer must complete the Naval
Aviation Material Control Management Course (C-555-0051) and the Financial Management for
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Naval Aviation Operating Target Accounting (OPTAR) Course (C-555-0018) prior to or within
60 days after assuming duties.
3.3.3 Assignmenta. Officers will be assigned to maintenance billets based on their experience in considerationof the position’s workload, span of control, and specific needs of the activity.
b. All maintenance management and division billets specified in the NAMP will be filled
before assigning assistants or branch heads.
c. An aviation ground officer must be assigned as MO, AMO, or MMCO for O-level
activities. If the MO is an aviation ground officer, then the AMO (if assigned), MMCO, or QA
Officer must be a pilot or NFO assigned to duty in a flying status. Officers assigned to the MO
and the MMCO billets will remain in these billets for a minimum of 1 year. For deploying
squadrons, the period of assignment will include the full work up and deployment cycle.
d. Navy Supply Corps Officers assigned to duty in ship-deployable squadrons will beassigned as Material Control Officers. During ship-based work-ups and deployment, they will
be assigned TAD to the carrier Supply Department.
NOTE: Aviation ground officer assignments do not apply to OMDs or detachments where
manning authorizations do not include aviation ground officer billets.
3.4 Command, Department, Division, Branch and Work Center Management
Responsibilities
3.4.1 Commanding Officer. The CO is responsible for command compliance with the NAMP,
including:a. Promote and enforce procedures that ensure quality maintenance of aircraft, equipment,
and material, and the readiness, training and safety of maintenance personnel under their
cognizanceb. Compliance with the NAVOSH requirements contained in OPNAVINST 5100.19 and
OPNAVINST 5100.23, as applicable to command operations
c. Review active NAMP deviations upon assuming command
d. Assignment of officers to maintenance billets per paragraph 3.3.3
e. Compliance with HMC&M directives, and coordination with federal, state, interstate, andlocal pollution control agencies in adhering to standards for the control and abatement ofenvironmental pollution. For detailed information on HMC&M requirements, refer to the
HMC&M NAMPSOP (paragraph 10.19), OPNAVINST 5090.1, OPNAVINST 5100.19,
OPNAVINST 5100.23, and the Judge Advocate General Manual.
f. Signing directives, designations and licenses specified for CO-level signature.
Designations and licenses will be certified by signing the OPNAV form or ASM equivalent for
those designations and licenses with an applicable OPNAV form. All other designations andlicenses will be made by naval letter or via ASM. CO signature requirements include:
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(1) Direction on controls for custody and issue of flight packets(2) Issuing Aircraft taxi, engine and APU turn-up licenses per paragraph 10.42.
(3) Designating personnel authorized to certify aircraft Safe for Flight per Chapter 5(4) Designating QARs, CDQARs, and CDIs per Chapter 7
10.19(5) Designating the Hazardous Material Control and Management Officer per paragraph(6) Designating the Weight and Balance Officer per paragraph 10.32.
(7) Designating ordnance certification board members per OPNAV M-8000.16(8) Designating aviation confined space Entry Authorities (EA) and technicians per
NAVAIR 01-1A-35.
(9) Designating Plane Captains per 10.14.
NOTES: 1. Officers in Charge (OIC) of permanently established units are authorized tosign all maintenance qualifications, designations, and correspondence required
per this instruction.
2. In commands that deploy detachments, the CO will delegate signatureauthority to detachment OICs for those areas the CO determines OIC signatureauthority is appropriate. Delegation will be in writing, by name, and will expire
upon return from deployment.
3. In squadrons with contractor manning in the Maintenance Department, theContractor Site Manager is responsible for certification and designation ofcontractor personnel. The Contractor Site Manager authority may not bedelegated.
3.4.2 Maintenance Officer (MO). The MO is responsible for the effective and efficientmanagement of the maintenance department. MO responsibilities relative to specific programs
and processes are listed throughout the NAMP. General MO duties include:a. Assign maintenance department personnel to most effectively accomplish thedepartment’s responsibilities.
b. Publish plans of actions and milestones (POA&M) for significant events, such astransition to a new T/M/S aircraft, change of station, and deployment work-up.
c. Overall responsible for maintenance data accuracy and compliance of readiness metricstandards to include the accuracy of squadron generated mission capability rates. Periodicallybrief the CO on the performance of the Maintenance Department to include the metrics within
activities most current AV3M summary, Type Wing or MAG aggregate AV3M summary, andCOMNAVAIRSYSCOM statistical analysis as specified in Chapter 14. Periodicity andadditional content of the briefs is at the discretion of the CO.

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d. (O-level) Coordinate with the Operations Officer in planning aircraft and mission system
requirements.
e. Coordinate with IMA Maintenance Officer, Supply Officer and Wing Maintenance
Officer in obtaining resources to accomplish maintenance department objectives.
f. Conduct meetings with Maintenance Department officers and senior enlisted managers atleast once per quarter to review the department’s performance and preparation for upcoming
events. At a minimum, the review must include:(1) Performance metrics and trends utilizing activity current AV3M summary and Type
Wing or MAG aggregate AV3M summary to identify common errors and areas of improvement
within the activity as specified in Chapter 14. Additionally, ensure Maintenance Department
officers and senior enlisted leaders are showing improvements in data accuracy and integrity
based on previous data to validate training effectiveness.
(2) Aircraft and equipment status, including upcoming transfers and receipts, depot
rework events, and major phase inspections(3) Current and projected manpower(4) Preparation for inspections, training events, detachments, and deployment
3.4.3 Assistant Maintenance Officer (AMO). The AMO serves as the MO’s assistantdepartment head. AMO responsibilities relative to specific programs and processes are listed
throughout the NAMP. General duties include:a. Coordinate the accomplishment of the MO’s general responsibilities, including assuming
the MO duties when the MO is unavailable.
b. Make recommendations to the MO for improved departmental policies.
c. Manage the following work centers, as applicable: Maintenance Training/ASM (WorkCenter 01B), Manpower (01C), SEAOPDET (01D), AIRSpeed (01E), and Maintenance
Administration (030).
d. Manage the staffing of the Maintenance Department, to include:(1) Monitor personnel transfer and report dates, and coordinating with manpower
authorities to fill billets with qualified personnel.
(2) Coordinate with the Maintenance Department Master Chief (Navy) or Aircraft
Maintenance Chief (Marine Corps) on recommendations for assignment of senior enlisted
personnel.
(3) Monitor and coordinate TAD assignment of maintenance personnel within thecommand and to other activities.
NOTES: 1. I-level AMOs will ensure O-level personnel TAD to the IMA are assigned toduties within the normal spectrum of their technical specialties.

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2. CVN, LHA, and LHD AIMD AMOs will ensure the Ship Evolution Support
Services work center (3.2.5.10) is adequately manned to perform the AIMD’s
surface 3-M workload and other directed ship support services.
(4) Provide Maintenance Department personnel readiness data to the Operations
Department for submission to the Defense Readiness Reporting System (DRRS).
(5) (Navy) Act as the Maintenance Department Activity Manning Manager (AMM) andcomply with the responsibilities of BUPERSINST 1080.54, Enlisted Distribution andVerification Process.
e. Manage the training, qualification, certification, and designation of personnel assigned tothe department, per 10.1.
NOTE: The Aircraft Maintenance Chief manages training, qualification, and certificationof personnel for O-level Marine units.
f. Manage Maintenance Department administrative responsibilities to include:(1) Coordinate with the Administration Department on administrative matters regarding
maintenance department personnel, such as fitness reports, evaluations, and administrativerequirements for personnel transfer and receipt.
(2) Control general classified material kept in the maintenance department, excluding
technical manuals and letter-type technical directives.
g. Coordinate transportation and communication systems requirements.
h. (O-level) Assign spaces to divisions and establish responsibilities for security andcleanliness.
i. Conduct inspections of maintenance department spaces.
3.4.4 Maintenance Material Control Officer (MMCO). The MMCO is responsible for theoverall productive effort of the department. MMCO responsibilities relative to specific programs
and processes are listed throughout the NAMP.
a. Manage Maintenance/Production Control (Work Center 020) per Chapter 5.
b. Coordinate and monitor the maintenance workload.
c. Publish a daily status report on the material condition of aircraft, mission systems, andother major equipment.
d. Coordinate with the Supply Department on types and quantities of engines, components,
propellers, consumable parts, and maintenance materials required.
e. Review monthly summaries, MDS and NTCSS Optimized NALCOMIS reports forcorrect documentation on aircraft, engines and equipment.
f. Manage aircraft and equipment logbooks, records, and associated CM ALS per Chapter 8.

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COMNAVAIRFORINST 4790.2D
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g. Review material and equipment allowance lists (IMRL, AVCAL, SHORCAL, etc.) for
accuracy and adequacy, and initiate corrections and revisions.
h. Conduct a monthly maintenance planning meeting with all divisions and prepare theMonthly Maintenance Plan (MMP) per Chapter 5.
i. Perform the functions of the Material Control Officer (paragraph 3.4.6), if not assigned.
j. Additional O-level MMCO duties:(1) Conduct a planning meeting in advance of each phase inspection and PMI event per
Chapter 5.
(2) Attend IMA and Supply Department logistics planning meetings.
(3) Establish procedures for controlling aircraft cannibalization.
(4) Coordinate planning and support for deployed or detached operations, including
material, equipment, and facilities requirements.
k. Additional I-level MMCO or PCO duties:(1) Manage the Aeronautical Material Screening Unit (AMSU).
(2) Coordinate and monitor Production Control per the procedures of Chapter 5.
3.4.5 Quality Assurance Officer (QAO). The QAO is responsible for managing quality
assurance within the maintenance department, including the inspection of aircraft, engines,
components, equipment, and the monitoring and auditing of related maintenance processes, per
Chapter 7. QAO responsibilities for specific programs and processes are listed in Chapter 10.
The QAO manages the Quality Assurance/Analysis Division (040), Technical Library (04A),
Maintenance Department Safety (04B), Analysis (04C, Non-NALCOMIS sites, only), andQuality Assurance/Verification (04D).
3.4.6 Material Control Officer. The Material Control Officer (MCO) is responsible to the
MMCO for the operation of the Material Control Branch.
a. Manage Material Control (050) and applicable processes and work centers (Material
Screening (05A/AMSU), Material Procurement/Accounting (05B), Accountable Material/IMRL(05C), Aviation Tool Issue/Tool Control Center (05D), and Hazardous Material Control (05H).
b. Be knowledgeable and current in the fundamental aviation supply, allowancing, andfunding processes described in paragraph 3.3.1.e, as they relate to local supply procedures.
c. Verify the Material Control procedures of Chapter 6 are followed.
d. Expeditiously submit survey documents for lost, missing, or damaged material andequipment.
e. Manage OPTAR accounting and budgeting, to include:(1) Maintain a separate material control register for each OPTAR held.

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COMNAVAIRFORINST 4790.2D
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(2) Verify the appropriate fund code is applied when submitting material requirements,
such as Operational Functional Category (OFC) 01 for aircraft flight operations andadministrative supplies and OFC 50 for aircraft maintenance. Chapter 6 contains detailed
information regarding appropriate AFM charges.
f. Participate in AVCAL, SHORCAL and Supplemental Aviation Spares Support (SASS)
conferences and other logistics planning meetings.
3.4.7 Division Officers. Division Officers are responsible to the MO for the performance of
their division in accomplishing the department’s mission.
a. Fully employ personnel and resources.
b. Evaluate the division's organization and procedures for the most effective and efficientaccomplishment of the Division’s responsibilities.
c. Verify the security of the aircraft and equipment for which the Division is responsible.
d. Periodically inspect division spaces for security and cleanliness.
e. Verify adherence to classified material handling and security procedures.
f. Verify personnel are complying with safety instructions and procedures.
g. Keep the MO, AMO and MMCO informed of problems that may affect division
productivity.
h. Accomplish Division Officer responsibilities for programs and processes in Chapter 10.
i. (I-level) Manage the Division Maintenance Control (024, 025, 026, 027, 028, and 029), if
established.
j. (I-level) Use BMT reports to monitor daily workload and assign priorities.
3.4.8 Branch Officers. Branch Officers are responsible to the Division Officer for the
performance of the branch in accomplishing the division’s mission. Branch Officers have thesame general duties as a Division Officer.
3.4.9 Manpower and Training (MP&T) Coordinator. The MP&T Coordinator, normally a
Master Chief Petty Officer, performs staff functions under the MO or AMO of CVN AIMDs andthe larger (500 or above manning, including TAD personnel) Navy shore Intermediate
Maintenance Activities (IMA). MP&T Coordinator duties include:a. Assist and advise the MO or AMO in the areas of manpower requirements, technical andprofessional training, assignment of enlisted personnel, and human resources policies.
b. Make recommendations for improvements to processes affecting personnel performance
productivity, and career development.
c. Coordinate accomplishment of technical and professional training.
d. Coordinate with other activities and departments in matters related to personnel, TAD,
and training.
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COMNAVAIRFORINST 4790.2D
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3.4.10 Maintenance Master Chief Petty Officer (MMCPO) (Navy). The MMCPO serves as
the Maintenance Department Master Chief. The MMCPO must have NEC 8300 and be
designated in writing by the MO as the Maintenance Control Program Coordinator (O-level) or
Production Control Program Coordinator (I-level).
3.4.10.1 General Responsibilities
a. Advise the MO in all matters affecting department operations and personnel, including
recommendations for assignment of senior enlisted personnel (E-6, E-7, E-8) to billets
commensurate with their qualifications and expertise.
b. Assist the MMCO in planning aircraft and equipment maintenance, including schedulingand forecasting future maintenance requirements based on operational tempo.
c. Direct Maintenance/Production Control production priorities.
d. Keep the MMCO advised of the material status of aircraft, engines and equipment, andthe progress of maintenance workload.
e. Assist with analyses of maintenance department metrics (Chapter 14).
f. Review inspection records, QA reports, and flight records to verify proper maintenanceprocedures are followed.
g. Coordinate with supporting activities (IMA, Supply Department, Depot) to ensure
requirements are known and satisfied.
h. Review Aviation Maintenance Material Management (AV3M) summaries, MDS, andNTCSS Optimized NALCOMIS reports to monitor the use of personnel, equipment, andfacilities.
i. Monitor the maintenance of aircraft and equipment logs and records.
j. Monitor Life Limited Components and ensure life limits are not exceeded.
k. Coordinate pre-deployment planning for provisioning personnel, facilities, SE, andservices for the activity or activities.
3.4.10.2 (O-Level) MMCPOs. In addition to the responsibilities in 3.4.10.1, O-level MMCPOs
will:a. Manage the Safe for Flight (SFF) qualification program, to include screening candidates,
monitoring progress, and recommending designation to the CO, via the MO.
b. Coordinate follow-on training for Safe for Flight designated personnel to ensure they are
up-to-date on the latest procedures, to include new or changed instructions, publications,
Aviation Maintenance Advisories (AMA), and Hazard Reports (HAZREP).
c. Coordinate submission of I-level work requests.
d. Attend phase and calendar inspection planning meetings.
e. Control and monitor aircraft cannibalization.
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COMNAVAIRFORINST 4790.2D
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g. Monitor Maintenance Control for accurate WO documentation.
h. Coordinate with QA on completing QAR level inspection requirements for majorscheduled maintenance, such as a Phase inspection, and unscheduled maintenance that requires
QAR level inspection, including maintenance requiring FCF.
i. Validate the NMCS/PMCS status listings on a daily basis.
3.4.10.3 (I-Level) MMCPOs. In addition to the responsibilities in 3.4.10.1, I-level MMCPOs
will:a. Manage the qualification process for enlisted production management personnel assigned
to Production Control, to include reviewing candidate qualifications, interviewing candidates,
monitoring qualification progress, and recommending designation to the MO via the MMCO.
b. Coordinate currency training for Production Control personnel to ensure personnel are upto-date on the latest procedures, for example, training on procedures in new or changed
instructions, publications, Aviation Maintenance Advisories (AMA), and Hazard Reports(HAZREP).
c. If necessary to effectively control workload, establish satellite Production Control work
centers for Aircraft, Power Plants, Avionics, Weapons or Support Equipment divisions.
d. Coordinate with MMCPOs of supported activities on production issues.
e. (Ashore IMAs) Coordinate D-level customer service support to the IMA.
f. Assist the MMCO in managing IMA Component Repair Review and Individual
Component Repair List (ICRL) Validation Procedures, per paragraph 10.20.
3.4.11 Aircraft Maintenance Chief (Marine Corps). The Aircraft Maintenance Chief serves
as the Maintenance Department Senior Non-Commissioned Officer. The Aircraft Maintenance
Chief is responsible to the CO for the core qualifications and MOS professional development of
all enlisted Marines assigned to the Maintenance Department, and reports to the Aircraft
Maintenance Officer (AMO) on all matters affecting aviation maintenance, and assists indirecting, supervising, and coordinating all enlisted personnel performing aircraft maintenanceduties. The Aircraft Maintenance Chief must have MOS 6019 and be designated in writing by
the AMO as the Maintenance Control Program Coordinator (O-level) or Production Control
Program Coordinator (I-level).
a. Monitor the activity’s maintenance effort to ensure proper maintenance, administration,and material handling procedures are exercised, directing particular attention to the detection andremoval of all administrative impediments to aircraft readiness.
b. (O-level) Monitor Maintenance Control for accurate WO documentation.
c. Advise and assist the AMO by identifying maintenance program deficiencies, providing
training, and evaluating and supporting the objective of CPI.

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d. Conduct both short and long range planning in support of Marine aviation and facilitate
technical support to provide information flow and assistance from Depots, Fleet Support Team
(FSTs), and other supporting activities.
e. Coordinate pre-deployment planning for provisioning personnel, facilities, SE, andservices for the activity or activities.
f. Monitor the Aviation Maintenance Training Program to ensure all required training
courses are routinely validated.
g. Analyze the mission accomplishment and core competency of the department using
reports provided by ALERTS, ASM, MDS, and NTCSS Optimized NALCOMIS on a continuingbasis and provide analytical data (as required) to support the NAE maintenance core competency
readiness objectives.
h. Manage aviation maintenance manpower requirements to optimize the activity’s readinessthrough the appropriate assignment of personnel based on experience and core competency.
i. Ensure the core competency requirement standards for aircraft T/M/S are validated andcoordinated with peer activities to ensure discrepancies within the baseline are reported to theReadiness Leadership Team baseline managers and program managers via the MAG and MAW.
3.4.12 Division Chief. Division Chiefs assist the Division Officer in accomplishing thedivision’s mission.
3.4.13 Work Center Supervisor. Work Center Supervisors are responsible to the Division or
Branch Chief for the performance of the work center in accomplishing the division’s mission.
Work Center Supervisor responsibilities for specific maintenance programs and processes aredetailed throughout the NAMP.
a. Manage workload per the priorities established by Maintenance Control (O-level) or
Production Control (I-level). Additionally, IMA Work Center Supervisors will review BMT
reports throughout the day to monitor accomplishment of workload priorities.
b. Keep Maintenance Control/Production Control current on workload status (In Work,AWM, AWP, etc.).
c. Immediately inform Maintenance/Production Control of any parts, equipment or
personnel problems that prevent accomplishing workload priorities.
d. Direct and supervise work center personnel.
e. Assign trainees to work under the direct supervision of qualified personnel.
f. Periodically monitor work-in-progress to verify compliance with NAMP requirements.
g. Maintain custody and accountability of tools, equipment and facilities.
h. Keep assigned work center, hangar, and flight line spaces clean.

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COMNAVAIRFORINST 4790.2D
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NOTES: 1. Personnel designated as the primary supervisor for an Organizational-level
work center must complete the Naval Aviation OMA Work Center Supervisor’s
Course (C-555-0045).
2. Personnel designated as the primary supervisor for an Intermediate-level
work center must complete the IMA Work Center Management Documentation
Procedures (Optimized) Course (C-555-0041).
3. I-level Work Center Supervisors (including designated Shift Supervisors)must complete Buffer Management Tool (BMT) training with the AIRSpeed
Officer within 30 days of assignment to become familiar with the functions andreport options available in the BMT.

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COMNAVAIRFORINST 4790.2D
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Maintenance Function
Servicing
Replacement of fluids (LOX, gaseous oxygen, nitrogen in:
Aircraft and installed systems and components
Removed systems and components

Inspections
Daily, turnaround, special, conditional, inventory, acceptance, transfer, phase
Functional tests (applicable to ejection seat systems and components)
Functional tests (adjustment/alignment of installed systems/components)
Bench check, functional test, adjustment, calibration, and alignment of removed
systems and components

O

x

Level

I

x

x
x
x
x

Preservation
Aircraft Level I, II
Support Equipmentxxx

RepairRemove/replace aircraft system(s)/components

x

x

x

x

Machine Operations
Drilling, cutting, grinding, sawing, dimpling, riveting, and filing
Metal and metal machine work (plate, bar, sheet, tubing, rod, wire, and cable),shaping, milling, turning, pressing, forming, flaring, bending, punching, shrinking,stretching, spinning, shearing, swaging, and rolling.

Note

1

x

Figure 3-1 (page 1): Aircraft Systems/Components Maintenance Function Applicability

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COMNAVAIRFORINST 4790.2D
1 Feb 2021
Maintenance Function

O

Cable, Tube, and Rod Work (Controls)
Remove and replace
Manufacture, swage, and test cables
Flex Lines and Rigid Tubing
Remove and replace
Fabrication and testing
Examination and Testing
Liquid penetrant, eddy current, magnetic particle, optical inspection
Leak detection, ultrasonic inspection, x-ray process, hardness testing installedor portable equipment
Paint, Acrylic, and Epoxy Resins
Strip and refinish parts on aircraft and subassemblies
Paint identification markings on aircraft and components
Brush and spray touch-up of aircraft
Apply acid proof paint
Strip, repair, and refinish fiberglass components
Strip, repair, and refinish composite components
Welding and Soldering
Oxyacetylene welding and cutting
Electric Arc and Electric Inert Arc welding
Soldering

Level

I

Note

x

x
x

2

x

x
x

2

x

x

2, 3

x

2

x
x
x
x
x
x

2

x
x
x
x

x

2

x
x
x

Figure 3-1 (page 2): Aircraft Systems/Components Maintenance Function Applicability

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COMNAVAIRFORINST 4790.2D
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Maintenance Function
Corrosion Treatment
Strip, treat, and paint aircraft surfaces and installed components
Strip, treat, and repaint removed surfaces and components (removed for otherthan accessibility)
Blasting and Ultrasonic Cleaning
Blasting
Ultrasonic cleaning
Hydraulic Systems Contamination Control
Sample and analyze hydraulic fluid
Clean systems using the recirculation method
Flush systems
Heat treating and baking
Structural damage repair

O
x

Level

I

Note

x

2

x

x

x
x

x
x
x

x
x
x
x
x

x

4

NOTES: 1. Aircraft Level III preservation is a Depot-level maintenance function.
2. IMA provides on-aircraft assistance if beyond technical capability of the Olevel.
3. Equipment to perform these functions is subcustodied from supporting IMAs.
4. Depots provide Field Team In-Service Repair support for on-aircraft
structural repairs beyond the squadron’s and supporting IMA’s capability.

Figure 3-1 (page 3): Aircraft Systems/Components Maintenance Function Applicability

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COMNAVAIRFORINST 4790.2D
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Maintenance Function
Power Plant Systems and Components
Removal/replacement of components (engine accessories, propellers, rotors
linkages, cables, common hardware ( installed/uninstalled))
Minor repair of installed engines/APUs
Repair installed/uninstalled engines/APUs by replacement of parts/components(disassembly as authorized for the specific engine model)
Perform installed engine/APU inspections per MRCs
Perform periodic inspections of engines/APUs normally installed
Perform periodic inspections of engines/APUs normally uninstalled
Repair of removed SEGTE and APUsEngine turn-up, functional test and adjustment
Preservation/depreservation of installed engines and APUs
Preservation/depreservation of uninstalled engines, APUs, and SEGTEs,
including canning/uncanning
Assemble QECAs
Gas turbine engine cleaning
Propeller/Rotary Wing Dynamic Drive Systems and Components
Remove/replace propellers, associated components, and common hardware
Minor repair (blending of metal propeller blades and composite repair offiberglass blades per applicable publications)
Perform final buildup of quick change rotary wing dynamic drive assemblies
Propeller assembly and disassembly
Preservation/depreservation of removed/uninstalled propellers
De-icer boot replacement and propeller balancing (not applicable to aircraft
carriers)
Buildup of quick change rotary wing dynamic drive assemblies

O

Level

I

Note

x
x

x
x

1, 2
1

x
x

1, 2
1

x
x

x
x
x
x
x
x
x

x

x
x
x

x

x

1

x
x

x
x
x
x

1
1
3

x
x

2
1

x

NOTES: 1. IMA provides on-aircraft assistance if beyond technical capability of the Olevel.
2. Applicable to IMAs assigned responsibility per NAVAIR NOTE 4700.
3. KC-130J squadrons authorized to perform propeller assembly anddisassembly, preservation and depreservation of removed/uninstalled propellers
for the R-391 propeller, and are authorized to stamp repaired propeller
assemblies “READY FOR ISSUE” for immediate re-installation or acceptance orplacement into the contractor supported Aircraft Parts Store, or equivalent
supply warehouse (issue point) or pool (inventory).
Figure 3-2: Power Plant Systems and Propeller/Rotary Wing Dynamic Drive Systems/
Components Maintenance Function Applicability

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COMNAVAIRFORINST 4790.2D
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Maintenance Function
Cartridges, Pyrotechnics, Cartridge Actuated Devices, and Propellant
Actuated Devices
Breakout, visual inspection
Install/replace in parent equipment
Aviation Life Support Systems
Servicing/purging of installed/removed systems/components
Inspections (daily, turnaround, special, conditional, inventory, phase,
acceptance, transfer)
Inspections (bench check, pressure test, visual, functional test, adjustment,
calibration of components, and proof load test (rescue sling))
Removal/replacement of systems/components/associated hardware
Repair of removed systems and components
Machine operations (sewing, searing, embossing/stamping, fabrication,pressing, recharging)
Repair of emergency reclamation ALSS components
Corrosion control/treatment (strip, treat, paint, or repaint)
Manufacture of liquid oxygen and nitrogen

O

Level

I

Note

x
x

x
x

x

x

x

x

x

x
x
x

1
2

x
x
x
x

2

x
x

NOTES: 1. I-level authorized to provide assistance if function is beyond technicalcapability of O-level.
2. Applicable to IMAs with assigned responsibility and resources.

Figure 3-3: ALSS and Cartridges, Cartridge Actuated Devices (CAD), and Propellant
Actuated Devices (PAD) Maintenance Function Applicability

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COMNAVAIRFORINST 4790.2D
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Maintenance Function
Avionic SE
Operational check and test and routine servicing
Minor adjustment, removal and replacement of components and minor parts(knobs, fuses, and light bulbs)
Exterior cleaning/preservation, minor corrosion control, and finish touch-up
Removal/replacement of major component parts, subassemblies, and modules
Repair of components by replacement of parts (tubes, transistors, resistors)
Bench test of components and calibration
Non-Avionic SE
Pre- and post-operation and daily inspections, servicing
Cleaning/preservation, minor corrosion control, and finish touchup
Periodic inspections and maintenance
Test and check, fault isolate, adjust, repair, remove, and replace components
Cleaning, preservation, and corrosion control
Minor repair to frames, housings, bodies, fenders, and enclosures, including
welding and repainting
Calibration of selected equipment and engine test stands, when standards areprovided
Repair of installed SE Gas Turbine Engines (SEGTE)
Repair and test of automotive components, including transmissions, axles,
differentials, suspension systems, brake drums and rotors, and replacement or
repair of diesel and internal combustion engine components, as well as wheelalignment.
Functional test of engines and accessories on a run-up standHydraulic system contamination control
Hoisting slings and restraining devises classified as SE

O

Level

I

x

x

x
x

x
x
x
x
x

x
x

x
x
x
x
x

x

Note

1

x
x
x

x
x
x
x

2

3

4

NOTES: 1. Deployed O-level units without IMA support may perform limited I-level
scheduled maintenance of SE, if conditions of paragraph 3.1.2.6.c are met.
2. I-level activities assigned SEGTE repair functions per NAVAIR NOTE 4700.
3. Inspected, tested, and maintained Per NAVAIR 17-1-114.1.

Figure 3-4: Support Equipment Maintenance Function Applicability

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COMNAVAIRFORINST 4790.2D
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Maintenance Function
Airborne Mine Countermeasures Equipment
Servicing, functional test, and adjustment
Inspection (pre-launch, turnaround, daily, post-launch, special, conditional)
Inspection PSE, SE (preoperational)
Removal and installation of components/parts (strainers, filters, fasteners)
Inspection, repair, and bench test of components
Replacement of parts requiring component disassembly, special tools, or SE
Repair removed engines by replacement of parts
Major repair of removed engines and complete repair
Engine test, including performance evaluation
Preservation and depreservation
Cleaning, corrosion control, and prevention

O
x
x
x
x

x

x
x

Level

I

Note

x
x
x
x
x
x
x
x
x
x
x

Figure 3-5: Airborne Mine Countermeasures (AMCM) Systems Maintenance Function
Applicability

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COMNAVAIRFORINST 4790.2D
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Activity
NAS Corpus Christi
NAS Fallon
NAS Jacksonville
NAS Key West
NAS Kingsville
NAS Lemoore
NAS Meridian

O
x
x
x
x
x
x
x

Level
I
x
x
x
x
x
x
x

NAS North Island
NAS Oceana
NAS Patuxent River
NAS Pensacola

x
x
x
x

x
x
x
x

NAS Point Mugu
NAS Sigonella
NAS Whidbey Island

x
x
x

x
x
x

NAS Whiting Field
NAS JRB Ft WorthNAS JRB New
Orleansx
x

x
x

NAF Atsugi
NAF Misawa
NAF Washington DC
NAF El Centro
NAVSTA Guantanamo Bay
NAVSTA Mayport
NAVSTA Norfolk
NAVAIRWARCENWPNDIV
1, 9 China lake
1, 7 NAVSUPPACT Bahrain
1,
NAVSUPPACT Naples
3
NAVSUPPACT Souda Bay
Joint Base McGuire-Dix1
Lakehurst
3, 5 Anderson AFB, Guam
1, 6, 7 Kadena AFB, Okinawa
PACMISRANFAC HAWAREA
2
Barking Sands
2

x

x

2

D
x
x
x
x

x
x

x

Note

Activity

2
3, 8
1, 9
3
2
1, 7
2

O
x
x
x
x
x
x
x

Level
I
x
x
x
x
x
x
x

x
x
x
x

x
x

x
x
x

x
x
x

x

x

D

Note

x
x

2, 8
2
3
4
10
1, 7
1, 7
3
3
4
4

x

x

3
3, 7
4
6

NOTES: 1. IMA performs full I-level maintenance in all functions for tenant activity
aircraft.
2. IMA performs limited I-level maintenance in all functions for tenant activity
aircraft.
3. IMA performs limited I-level maintenance in selected functions for tenant
activity aircraft and aircraft on detachment.
4. IMA performs limited I-level SE maintenance and tire and wheel build-up for
aircraft on detachment.
5. AIMD Sigonella provides limited SE support for line operations at
NAVSUPPACT Souda Bay and Camp Lemonier, Djibouti.
6. Authorized to operate, maintain, and perform limited D-level maintenancefunctions on oxygen and nitrogen generating equipment.
7. Permanently-sited Depot services for Phased Depot Maintenance and Depot
modifications, with support by the aircraft reporting custodian.
8. Permanently-sited Depot In-Service Repair capability.
9. Depot Fleet Readiness Center.
10. Station aircraft support only.
Figure 3-6: Types of Maintenance Activities at Shore Air Fields, Navy

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COMNAVAIRFORINST 4790.2D
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Activity
MCAS Beaufort
MCAS Camp Pendleton
MCAS Cherry Point
MCAS Futenma
MCAS Iwakuni
MCAS Kaneohe Bay
MCAS Miramar
MCAS New RiverMCAS Yuma
MCAF Quantico

O
x
x
x
x
x
x
x
x
x

Level
I
x
x
x
x
x
x

x

Note
D
x
x
x

1
1
2
3
3, 4, 5
4
1
1
1

NOTES: 1. Permanently-sited Field Phased Depot Maintenance and MODs supported byaircraft reporting custodian.
2. Depot Fleet Readiness Center.
3. Permanently-sited Depot In-Service Repair capability, only.
4. Marine Corps and Navy O-level and I-level activities based at this air station.
5. Authorized to operate, maintain, and perform limited D-level maintenancefunctions on oxygen and nitrogen generating equipment.

Figure 3-7: Types of Maintenance Activities at Shore Air Fields, Marine Corps

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COMNAVAIRFORINST 4790.2D
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Activity

Level
O

I

Note

CVN (Aircraft Carrier Nuclear)xx

1, 2, 3

LHA (Amphibious Assault Ship (General Purpose))xx

1, 2, 3

LHD (Amphibious Assault Ship)xx

1, 2, 3

LPD (Amphibious Transport Dock)

x

x

4

Other Aviation Capable Ships

x

5

NOTES: 1. Ship provides O-level and I-level maintenance facilities for use by embarked
aviation units; provides and maintains custody coded (P and E) SE, other thanorganizational property, for use by embarked aviation units; and provides I-levelsupport and O-level maintenance material to embarked aviation units.
2. AIMD responsible for I-level maintenance of crash salvage equipment, flightand hangar deck cleaning and maintenance equipment.
3. Weapons department responsible for test, repair, calibration, andmaintenance of air launched guided missiles and associated missile test
equipment per OPNAV M-8000.16.
4. LPDs provide and maintain items of SE in support of embarked aviation units.
I-level maintenance is limited to troubleshooting and replacing minor
components, for example, starters, switches, belts, tires and wheels, and corrosion
control. The Strike Group LHA or LHD is the responsible custodian of all SE
subcustody to LPDs, and is responsible for I-Level maintenance beyond thecapability of LPDs.
5. Ship is responsible for O-level maintenance and inventory management of
assigned SE per directives published by the aviation TYCOM. I-level SE
maintenance provided by IMAs designated by COMNAVAIRFOR N423B. Dlevel SE rework scheduled through COMNAVAIRFOR N423B.

Figure 3-8: Assigned Levels of Maintenance, Aviation Ships
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COMNAVAIRFORINST 4790.2D
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ActivityLevel

HSC (Helicopter Sea Combat Squadron)
HM (Helicopter Mine Countermeasures Squadron)
HSM (Helicopter Maritime Strike Squadron)
HT (Helicopter Training Squadron)
VAQ (Tactical Electronic Warfare Squadron)
VAW (Carrier Airborne Early Warning Squadron)
VFA (Fighter/Attack Squadron)
VFC (Fighter Squadron Composite)
VP (Patrol Squadron)
VPU (Patrol Squadron Special Unit)
VR (Fleet Logistics Support Squadron)
VRC (Fleet Tactical Support Squadron
VQ (Fleet Air Reconnaissance Squadron)
VT (Training Squadron)
VX (Air Development Squadron)

O
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x

Note
I
x
x

1
1

x

1

x

x
x

1

x

1

NOTE: Authorized to perform limited I-level maintenance on equipment that is peculiar
to the mission of the activity and assigned aircraft as authorized by ACCs andCOMNAVAIRSYSCOM. While deployed, HM squadrons and detachments areauthorized to perform limited I-level maintenance on airborne minecountermeasures equipment per the applicable Weapons System Planning
Document.

Figure 3-9: Assigned Levels of Maintenance, Navy Squadrons
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COMNAVAIRFORINST 4790.2D
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Activity
HMH (Marine Heavy Helicopter Squadron)
HMLA (Marine Light Attack Helicopter Squadron)
HMLAT (Marine Light Attack Helicopter Training Squadron)
HMM (Marine Medium Helicopter Squadron)
HMMT (Marine Medium Helicopter Training Squadron)
HMT (Marine Heavy Helicopter Training Squadron)
HMX (Marine Presidential Support Squadron)Marine Air Traffic Control Detachment (MATCD)
MALS (Marine Aviation Logistics Squadron)
MWSS (Marine Wing Support Squadron)
VMA (Marine Attack Squadron)
VMAQ (Marine Tactical Electronics Warfare Squadron)
VMAT (Marine Attack Training Squadron)
VMFA (Marine Fighter Attack Squadron)
VMFA (AW) (Marine Fighter Attack (All Weather) Squadron)
VMFAT (Marine Fighter Attack Training Squadron)
VMGR (Marine Aerial Refueler Transport Squadron)
VMM (Marine Medium Tiltrotor Squadron)
VMMT (Marine Medium Tiltrotor Training Squadron)
VMU (Marine Unmanned Aerial Vehicle Squadron)
VMX (Marine Tiltrotor Test and Evaluation Squadron)

O
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x

Level

I

Note

x
x
x
x
x
x

1
2
3
4
5
5

x

5

NOTES: 1. HMX authorized to perform limited I-level maintenance.
2. Performs O-level and limited I-level maintenance on MATCALS equipment.
I-level maintenance beyond MATCD capability is provided by the MALS. Referto 10.30.
3. Authorized to perform limited D-level BCM interdiction maintenance actions
when D-level artisans assigned.
4. Performs O-level and I-level maintenance on components of the Expeditionary
Air Field (EAF) system and meteorological system complex. I-level support
beyond the capability of MWSS is provided by the MALS.
5. VMA, VMAQ and VMGR authorized to perform limited I-level maintenanceon peculiar equipment when independently deployed.

Figure 3-10: Assigned Levels of Maintenance, Marine Corps Squadrons

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COMNAVAIRFORINST 4790.2D
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Activity
Naval Air Technical Training Center (NATTC) Pensacola
Marine Air Reserve
Naval Air Reserve

O
x
x
x

Level

I
x
x

D

Note
1
2
2

NOTES: 1. NATTC Pensacola Mechanical Equipment Maintenance Division performs Oand I-level maintenance on all Aviation Support Equipment, Marine
Expeditionary Air Field (EAF) Support Equipment, and other
Electro/Mechanical training aids and equipment supporting training at NATTC.
NAS Pensacola IMA provides repair services as needed on all Stricken AircraftTraining Devices and I Level maintenance on SE beyond the capabilities of
NATTC.
2. Navy and Marine Air Reserve aviation squadrons and IMAs perform the sametypes of O-level and I-level maintenance as active forces during active duty fortraining periods and when activated and assigned to fleet control.

Figure 3-11: Assigned Levels of Maintenance, Naval Air Training Activities and Marine
Air Reserve Squadrons and Units
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Activity
Activities/Organizations Having Custody of Bailed/Loaned Aircraft
Defense Contract Management Agency
Navy Recruiting Command Aircraft Training Device, Aircrew (Simulators)
Naval Weapons Evaluation Facility
NAWCTSD (Naval Air Warfare Center Training Systems Division
Training Device Maintenance Crews
Tactical Support Center (TSC)

O
x
x
x
x
x
x
x

Level
I
x
x
x

D
x

x
x

Note

1
2
1, 3
1
4
4, 5

NOTES: 1. I-level maintenance support provided by the IMA on the station or ship fromwhich the activity operates, or an IMA designated by COMNAVAIRSYSCOM or
ACC.
2. Maintenance on simulators assigned to naval recruiting districts is performed
by individually contracted fixed base operators and conforms to FAA standards
using Navy inspection criteria.
3. May be authorized to perform limited I-level maintenance on NWEF
equipment, including tire and wheel buildup, engine buildup, and avionics
maintenance.
4. Authorized to perform I-level maintenance on TSC equipment if supporting
IMA capability does not exist.
5. Authorized to perform I-level maintenance on aviation training device uniqueequipment. CENNAVAVNTECHTRAU, at an NAS, will receive support for
aircraft common equipment (modified or unmodified) by the NAS IMA where it
is located. When located aboard an MCAS, the CENNAVAVNTECHTRAU will
be provided support for aircraft common systems or equipment (modified or
unmodified) by the nearest MALS supporting that aircraft or equipment.

Figure 3-12: Assigned Levels of Maintenance, Specialized Activities and Units

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MAINTENANCE OFFICERASSISTANT MAINTENANCE OFFICER

MAINTENANCE/
MATERIAL
CONTROL OFFICER

MAINTENANCE
ADMINISTRATIONQUALITY ASSURANCEMAINTENANCE
CONTROL

MATERIAL CONTROLUAS DIVISION

AIRCRAFT DIVISION

MAINTENANCE
MASTER CHIEF
PETTY OFFICERAVIONICS/ARMAMENT DIVISIONLINEDIVISION

POWER PLANTS BRANCHELECTRONICS BRANCHPLANE CAPTAIN BRANCHAIRFRAME BRANCHELECTRICAL/INSTRUMENT BRANCHTROUBLESHOOTER BRANCHAVIATION LIFE SUPPORT SYSTEMS BRANCHRECONNAISSANCE/PHOTO BRANCHSUPPORT EQUIPMENT BRANCHPERIODIC MAINTENANCE BRANCH

ARMAMENT BRANCH

Figure 3-13: Navy O-Level Maintenance Department Standard Organization

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AIRCRAFT MAINTENANCE OFFICERASSISTANT AIRCRAFT MAINTENANCE
OFFICER

MAINTENANCE/MATERIALCONTROL OFFICER (NOTE)QUALITY ASSURANCEMAINTENANCE/MATERIALCONTROLUASDIVISION

AIRFRAMEDIVISION

MAINTENANCE
ADMINISTRATIONTOOL CONTROLAVIONICSDIVISIONLINEDIVISION

ORDNANCE
DIVISION

AIRFRAMESCOMMUNICATION/
NAVIGATION RADAR

POWER LINEHYDRAULICSELECTRICSUPPORT EQUIPMENT

CORROSION CONTROLFIRE CONTROLPROPELLER

ELECTRONIC COUNTERMEASURE

PHASE MAINT/CHECK CREW

RECONNAISSANCE/PHOTO

EGRESS/ENVIRONMENTAL SYSTEMSAVIATION LIFE SUPPORT SYSTEMSNOTE: Maintenance military occupational specialty required.

Figure 3-14: Marine Corps O-Level Maintenance Department Standard Organization
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MAINTENANCE OFFICERASSISTANT MAINTENANCE OFFICER

MATERIAL CONTROLMAINTENANCE
ADMINISTRATIONSPECIAL MAINTENANCE

AMU-1

AIRCRAFTDIVISIONAVIONICSDIVISION

MAINTENANCE CONTROLLINEDIVISIONAVIATION
LIFE
SUPPORT
SYSTEMSQUALITY ASSURANCE

AMU-2

AIRCRAFTDIVISIONAVIONICSDIVISIONLINEDIVISION

POWER
PLANTSCOMMUNICATION/
NAVIGATIONPLANE
CAPTAIN

ORDNANCE

POWER
PLANTSCOMMUNICATION/
NAVIGATIONPLANE
CAPTAINAIRFRAMESELECTRICAL
INSTRUMENTS

TROUBLESHOOTERSUPPORT
EQUIPMENTAIRFRAMESELECTRICAL
INSTRUMENTS

TROUBLESHOOTER

AIRCREWPERSONAL
EGRESSENVIRONMENTAL

FIRE
CONTROL

AIRCREWPERSONAL
EGRESSENVIRONMENTAL

FIRE
CONTROL

Figure 3-15: O-Level Autonomous Maintenance Unit Concept O-level Maintenance
Department Standard Organization
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MAINTENANCE OFFICER

MAINTENANCE CONTROL
MATERIAL CONTROLQUALITY
ASSURANCELOGS AND RECORDS

300 DIVISION

POWER PLANTS

AIRFRAMESAVIATION LIFE SUPPORT SYSTEMSAVIONICSLINE

ARMAMENTNOTES: 1. Production branch sections may be segregated as indicated; or, if total
personnel number less than 100, may be combined within one branch.
2. Maintenance Control, Material Control, Logs and Records and other nonproduction division functions may be combined to more efficiently use
personnel.
3. This organization structure is not applicable to OMDs with an Activity
Manning Document or Table of Organization that provides for QA division
manning. The QA organization structure of Figure 3-13 (Navy), Figure 3-14
(Marines), and Chapter 7 Figure 7-3 applies.
Figure 3-16: Operations Maintenance Division (OMD) and Detachments Operating Fouror Less Aircraft Standard Organization
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AMCM SYSTEMSMAINTENANCE OFFICER

AMCM SYSTEMSASSISTANT MAINTENANCE
OFFICERQUALITY
ASSURANCE

MAINTENANCE
ADMIN
MAINTENANCE/MATERIALCONTROL OFFICER

MATERIAL
CONTROL

MAINTENANCE/MATERIALCONTROL MASTER CHIEF

WC 05M

DEVICEDIVISION
WC 16AMAINTENANCE
CONTROLWC 02M

AV/WEPSDIVISION
WC 16BTACTICALSUPPORT DIVISION
WC 16C

Figure 3-17: O-Level Airborne Mine Countermeasures Systems Maintenance Department
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MAINTENANCE OFFICER/
FRC EQUIVALENTASSISTANTMAINTENANCE OFFICER/
FRC EQUIVALENTQUALITY ASSURANCE

SUPPLYDEPARTMENT

MAINTENANCE/MATERIALCONTROL(NOTE 1)

MATERIAL
CONTROLOMD

ADMINISTRATIONMANPOWER, PERSONNEL &TRAINING COORDINATOR(NOTE 2)PRODUCTIONCONTROL

AIRFRAMESAVIATION LIFE
SUPPORT
SYSTEMSAVIONICS(NOTE 3)POWER
PLANTSSUPPORTSERVICES(NOTE 4)

ARMAMENT
EQUIPMENTSUPPORT
EQUIPMENT

Breakdown beyond the basic divisions is not provided because of the variety of possible
branches and shops. Activities will establish branches based on their assigned maintenancefunctions. Branches will be established only when there is more than one work center
involved, for example, Jet Engine Repair Branch (410) with T64 Engine Repair Shop (41N)
and T700 Engine Repair Shop (41R).
NOTES: 1. Direct authority for production matters only.
2. Authorized for activities with more than 500 personnel (including TAD
personnel).
3. Organizational Maintenance Division (OMD) will be established only if
specifically authorized to combine the OMD and IMA.
4. This is an optional division for general support services, for example IMRL
management, as determined necessary by the MO.

Figure 3-18: Shore Based Aircraft Intermediate Maintenance Department and I-level Fleet
Readiness Center Standard Organization
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MAINTENANCE OFFICERASSISTANTMAINTENANCE OFFICERQUALITY
ASSURANCESUPPLYDEPARTMENT

MAINTENANCE/MATERIALCONTROL(NOTE 1)

MATERIAL
CONTROL

GENERAL
MAINTENANCEDIVISION

POWER
PLANTSAIRFRAMESMANPOWER, PERSONNEL &TRAINING COORDINATOR(NOTE 2)

MAINTENANCE
ADMINISTRATIONPRODUCTIONCONTROLAVIONICS/ARMAMENT
DIVISIONSHIP EVOLUTIONSUPPORT SERVICESDIVISION(NOTE 3)AVIATION LIFE
SUPPORT
SYSTEMSAVIONICSSE
MAINTENANCEDIVISION

ARMAMENT
EQUIPMENTNOTES: 1. Direct authority for production matters only.
2. CVNs, only.
3. Ship Evolution Support Services will include AIMD surface 3-M and damage
control personnel, and may include IMRL or other functions as determined by
the MO.

Figure 3-19: CVN and L-Class Ship Aircraft Intermediate Maintenance Department
Standard Organization

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COMNAVAIRFORINST 4790.2D
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MAINTENANCE OFFICERASSISTANTMAINTENANCE OFFICERQUALITY
ASSURANCEPRODUCTIONCONTROL

POWER PLANTS

AIRFRAMESAMSUAVIONICSMAINTENANCE
ADMINISTRATIONAVIATION
LIFE SUPPORTSYSTEMSINDIVIDUAL MATERIAL
READINESS LIST
MANAGERSUPPORT
EQUIPMENT

Breakdowns beyond the basic divisions are not illustrated because of the variety of branches
possible. Activities will establish branches based on their assigned maintenance functions, forexample, Power Plants Division (400) with Jet Engine Branch (41) with T700 Engine Repair
Shop.

Figure 3-20: Marine Aviation Logistics Squadron (MALS) I-Level Maintenance
Department Organization (Marine Corps)

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CHAPTER 4
Marine Aviation Logistics Squadron (MALS)
Maintenance, Ordnance, Supply Activity Organization, andInformation Management Support
Table of Contents
4.1 Marine Aviation Logistics Squadron (MALS) Aircraft Maintenance ................................... 1
4.1.1 Aviation Logistics Functions. ............................................................................................. 1
4.1.2 MALS Maintenance Staff Responsibilities ......................................................................... 1
4.2 Marine Aviation Logistics Squadron (MALS) Aircraft Maintenance Officer (MO)............ 2
4.3 Marine Aviation Logistics Squadron (MALS) Avionics Division ........................................... 5
4.3.1 Functions. ............................................................................................................................ 5
4.3.2 Branches .............................................................................................................................. 6
4.4 Marine Aviation Logistics Squadron (MALS) Avionics Officer (AVO) ................................ 6
4.5 Marine Aviation Logistics Squadron (MALS) Aviation Ordnance Department .................. 8
4.6 Marine Aviation Logistics Squadron (MALS) Aviation Ordnance Officer (ORDO) ......... 10
4.6.1 ORDO Responsibilities ..................................................................................................... 10
4.6.2 Ordnance Safety Officer (ORDSO) Responsibilities ........................................................ 11
4.7 Marine Aviation Logistics Squadron (MALS) Aviation Supply Department (ASD).......... 11
4.7.1 MALS ASD Management Responsibilities ...................................................................... 12
4.7.2 ASD Functions .................................................................................................................. 12
4.7.3 ASD Physical Location and Hours .................................................................................... 12
4.7.4 Supply Response Division (SRD) ..................................................................................... 12
4.7.5 Consumables Management Division (CMD) .................................................................... 12
4.7.6 Repairables Management Division (RMD)....................................................................... 13
4.7.7 Supply Accounting Division (SAD).................................................................................. 13
4.7.8 Squadron Support Division (SSD) .................................................................................... 14
4.7.9 Supply Management Division (SMD)............................................................................... 14
4.7.10 Supply Personnel and Administration Division (SPAD) ................................................ 14
4.8 Marine Aviation Logistics Squadron (MALS) Aviation Supply Officer (AVNSUPO) ....... 14
4.8.1 MALS Responsibilities ..................................................................................................... 14

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4.8.2 Aviation Supply Personnel Responsibilities ..................................................................... 15
4.9 Marine Aviation Logistics Squadron (MALS) Aviation Logistics Information
Management and Support (ALIMS) ....................................................................................... 15
4.10 Marine Aviation Logistics Squadron (MALS) Maintenance Data Specialist (MDS) Chief(MOS 6046/6049) ....................................................................................................................... 16
4.9.1 MALS Maintenance Data Specialist (MDS) Chief (MOS 6046/6049) responsibilities .... 16
4.11 Marine Aviation Logistics Squadron (MALS) AIRSpeed Department ............................. 17
Figure 4-1: Avionics Division Organization ..................................................................................... 19
Figure 4-2: Aviation Ordnance Department Organization (Marine Corps) ...................................... 20
Figure 4-3: Aviation Supply Department Organization .................................................................... 21

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COMNAVAIRFORINST 4790.2D
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CHAPTER 4
Marine Aviation Logistics Squadron (MALS)
Maintenance, Ordnance, Supply Activity Organization, andInformation Management Support
4.1 Marine Aviation Logistics Squadron (MALS) Aircraft Maintenance4.1.1 Aviation Logistics Functions. The aviation logistics functions of the MALS include aircraft,avionics, support equipment (SE) maintenance, aviation supply, flight equipment, cryogenics,
aviation ordnance, maintenance data collection, analysis, and information management and support.
4.1.2 MALS Maintenance Staff Responsibilities
a. Use all available talents and resources to ensure components are repaired to the highest
standard of quality to further enhance the war fighting capabilities of the customer (the tacticalsquadrons).
b. Coordinate control of aircraft maintenance performed by, and in support of, squadrons andunits under the cognizance of the Marine Aircraft Group (MAG) Commanding Officer (CO).
c. Conduct liaison among squadrons, stations, Marine Aircraft Wings (MAW), and otheractivities in connection with maintenance or material matters.
d. Ensure squadrons within the MAG provide augmentation personnel to intermediate
maintenance activity (IMA)s on a temporary additional duty (TAD) basis (as required) for training
in the maintenance of organic systems and subsystems.
e. Coordinate predeployment planning for the provisioning of personnel, facilities, SE, andservices for supported squadrons.
f. Screen supported deploying squadron material to ensure only material considered essential tosupport the specific deployment is embarked and consolidation of multiple squadron requirements ismade whenever possible.
g. Screen appropriate Marine Aviation Logistics Support Program (MALSP) individual material
readiness list (IMRL) allowances to ensure they are tailored to support the quantity and type aircraft
assigned to the MAG squadrons.
h. Ensure the MAG aircraft assignment board (or equivalent) is maintained and reflects current
Office of the Chief of Naval Operations (OPNAV) XRAY status.
i. Maintain liaison with supported squadron Maintenance Material Control (MATCON) Centers
and the Aviation Support Division (ASD) and ensure adequate communications exist between the
MALS Maintenance Work Centers and Supply.
j. Monitor MAG squadrons to ensure effective maintenance programs are conducted.

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k. Monitor MAG squadrons to ensure active and effective Quality Assurance (QA) monitoring
programs exist.
l. Monitor MAG squadrons to ensure correct maintenance, administration, and material
handling procedures are used, directing particular attention to the detection and removal of alladministrative impediments to aircraft readiness.
m. Perform joint aircraft inspections periodically with squadron maintenance officers.
n. Assist squadrons in obtaining engineering technical assistance.
o. Coordinate, as required, with other staff organizations to ensure maintenance facility
requirements for both MALS and the O-level are updated and submitted as required.
p. Coordinate with the MAG S-4, the assignment of aircraft parking spaces within the MAG.
q. Ensure an aggressive and effective management program is in place to control
cannibalization of aeronautical equipment. To the maximum extent possible, ensure selective
cannibalization actions are planned to prevent aircraft from being in a nonflyable status for morethan 30 consecutive days.
r. Ensure inter-MALS liaison is maintained for repair of components in the secondary repair site
program.
s. Coordinate D-level drive-in or field modifications of assigned aircraft.
t. Establish procedures for monitoring component repair capability, to include conducting
Component Repair Reviews per paragraph 10.20.
u. Conduct frequent meetings, chaired by the Maintenance Officer (MO) and co-chaired by the
Aviation Supply Officer (AVNSUPO), with supported units to ensure optimum communication andcoordination.
v. Analyze the mission accomplishment and capabilities of the department using reports
provided by the Maintenance Data Systems (MDS) and Navy Tactical Command Support System(NTCSS) Optimized Naval Aviation Logistics Command Information System (NALCOMIS), andAutonomic Logistics Information System (ALIS) on a continuing basis.
w. Ensure the Configuration Management (CM) baselines for aircraft Type/Model/Series(T/M/S) are validated and coordinated with subordinate activities so that discrepancies within thebaseline are reported to the Type Commander (TYCOM) and COMNAVAIRSYSCOM Baseline
Managers/Program Managers via the MAG and MAW.
x. Generate supplemental instructions for the non-Naval Aviation Maintenance Program
Standard Operating Procedures (NAMPSOP) programs and processes when required.
4.2 Marine Aviation Logistics Squadron (MALS) Aircraft Maintenance Officer (MO). The
MO is responsible to the MALS CO for the accomplishment of the Aircraft Maintenance
Department mission. Responsibilities include:
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a. Ensure adequate maintenance support is provided to the subordinate units of the MAG byinterpreting and implementing aircraft maintenance policies and procedures for the MAG.
b. Conduct inspections and assistance reviews on all aspects of aviation maintenance within the
MALS and subordinate units of the MAG.
c. Be responsible for the performance and administration of the Maintenance Department andadvise the MALS CO on readiness, effectiveness, and ongoing or planned projects within the MAG.
d. Maintain liaison with external supporting maintenance activities and higher headquarters
staff to ensure MAG requirements are known and satisfied. In addition, the MO provides direction
to the individual squadrons within the MAG on maintenance operations as they relate to readiness.
e. Be the Military Occupational Specialty (MOS) sponsor for all maintenance personnel (MOS
60XX/61XX) within the MAG and coordinates with and advises the MAG Consolidation
Administration to make personnel assignments (officers and enlisted) to best support operational
commitments.
f. Administer IMA Maintenance Department Operations(1) Employ sound management practices in handling personnel, facilities, material, and inwork flow methods to ensure redundancy of component repair capabilities within an IMA are
avoided wherever possible, unless MALSP requirements necessitate it to support contingencies.
(2) Define and delegate responsibilities, and define and assign functions and operations perexisting directives.
(3) Organize the department, submit recommendations and initiate change requests relative
to personnel, facilities, and equipment required to accomplish assigned tasks.
(4) Ensure the accomplishment of training for both permanent and TAD personnel.
(5) Continually analyze the mission accomplishments and capabilities of the department,using reports provided by the MDS, NALCOMIS, NIIN Analysis Tool (NAT), and Buffer
Management Tool (BMT).
(6) Ensure full and effective employment of personnel.
(7) Ensure the production in the Maintenance Department and in satellite production work
centers is the proper quality and quantity.
(8) Maintain liaison with other department heads, representatives of higher authority, andother maintenance organizations.
(9) Publish and ensure internal compliance with maintenance, safety, and security
procedures to ensure optimum performance is achieved.
(10) Schedule and hold periodic planning and information meetings.

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(11) Establish and monitor programs to prevent fuel, hydraulic fluid, and oil contaminationand corrosion.
(12) Provide data analysis products to seniors in the chain of command and other department
heads, when requested, to show use of manpower, equipment, and facilities.
(13) Schedule and conduct monthly MALS maintenance and material planning meetings andpublish a Monthly Maintenance Plan (MMP).
(14) Ensure effective support is provided to technical manual and directive verification
programs.
(15) Ensure the establishment and execution of an effective program for Non-Destructive
Inspection (NDI) of critical aircraft components and structures.
NOTE: The MO that provides portable X ray equipment and services must ensure qualified
NDI technicians perform all radiographic operations.
(16) Determine, with the MALS AVNSUPO, the quantity of Local Repair Cycle Asset(LRCA) required to be on hand to support all MAG squadrons.
(17) Ensure, in conjunction with the MALS AVNSUPO, proper packaging and preservationof aircraft and aircraft components to prevent damage or deterioration.
(18) Designate a Foreign Object Damage (FOD) Prevention Program Manager. Ensure a
MAG FOD Prevention Program is established and monitored per paragraph 10.11.
(19) Ensure qualification and recertification of personnel performing special processes areaccomplished.
(20) Develop an understanding of the NALCOMIS concept and its application to
management and automatic data processing requirements.
(21) Develop an understanding of the CM concept and its application to databasemanagement and baseline management. Ensure that MALS has qualified “C” school trained
personnel to perform System Administrator/Analysis (SA/A) duties and CM Auto Log Set (ALS)
duties.
(22) Ensure the MALSP IMRL is frequently reviewed, necessary changes are submitted,
accurate equipage records are maintained, and required reports are submitted.
(23) Ensure Expeditious Repair (EXREP) requirements are validated on a daily basis andAwaiting Parts (AWP) requirements are validated weekly.
(24) Use the on-site Commander Naval Air Systems Command(COMNAVAIRSYSCOM)/Naval Aviation Technical Data and Engineering Services (NATEC)
field service representatives (as required) to effect liaison and support for the NAMP.

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(25) Develop a Continuous Process Improvement (CPI) strategic plan aligned toorganizational priorities and goals.
(26) Designate an AIRSpeed Officer, a minimum of two BMT, and two Continuous Process
Improvement Management System (CPIMS) Administrator.
NOTE: BMT and CPIMS Administrator training is provided by the AIRSpeed CPI Office.
(27) Complete Champion, Project Sponsor, or Yellow Belt Training.
(28) Establish an AIRSpeed CPI Department at the I-level with a minimum of four full time
personnel, which includes an AIRSpeed Officer and a Supply Representative. AIRSpeed CPI teammembers must be Green Belt or Logistics Chain Improvement Practitioner (LCIP) certified within
12 months of assignment. At least one member of the AIRSpeed CPI Department will achieve Lean
Practitioner Certification within 12 months of assignment to establish organic CPI training andcertification capability. Personnel assigned to the AIRSpeed CPI Department will be assigned for aminimum of 18 months.
NOTE: The Lean Practitioner certification is a bridge between Green Belt and Black Belt
that provides the candidate with the training and experience necessary to qualify for
the Green Belt Instructor certification and to coach/mentor process improvement
initiatives.
(29) In addition to the AIRSpeed CPI Department, maintain a core competency of two Green
Belt or LCIP certified personnel from each Maintenance and Supply Division. Certification must becompleted within 12 months of assignment to the core competency.
(30) Implement AIRSpeed within the Maintenance Department and perform a semi-annual
verification to ensure CPI initiatives are sustained.
(31) Ensure workload priority assignments outlined in Chapter 5 are understood andfollowed by work center personnel.
(32) Ensure visual management queues such as 5S checklists, Time to Reliably Replenish(TRR) charts, shadowing, and control boards are in place and used to communicate safety
information, equipment location, and standard work procedures.
(33) Attend all tollgate reviews for CPI projects.
(34) Execute the Fleet Engineering Disposition (FED) Program in conjunction withapplicable Fleet Support Team (FST).
4.3 Marine Aviation Logistics Squadron (MALS) Avionics Division
4.3.1 Functions. The functions of the Avionics Division are organized to provide the maximum
support, coordination, and leadership in support of the MAGs mission in the respective areas ofaircraft maintenance, avionics equipment maintenance, integrated logistics resource management,
and professional personnel development. The management of the MALS Avionics Division is the
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COMNAVAIRFORINST 4790.2D
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responsibility of the MALS Avionics Officer (AVO). This is accomplished by interpreting andimplementing avionics policies and procedures for the MALS commander.
4.3.1.1 All maintenance and support of MALS and supporting activities, to include avionics
equipment, Weapons Replaceable Assemblies (WRA), Shop Replaceable Assemblies (SRA), SE,
and Test, Measurement and Diagnostic Equipment (TMDE), will be performed by personnel
assigned within the Avionics Division. These functions encompass programs, equipment, andsupport for activities both internal and, on occasion, external to the MAG.
4.3.1.2 The Avionics Division is responsible to the MO, who has the overall responsibility for the
production effort within the MALS, for matters dealing with the scheduling, prioritization, andproduction of avionics equipment.
4.3.2 Branches. An Avionics Division (Figure 4-1) exists within each MALS and consists offunctional branches. The division will be comprised of an Avionics Branch, Precision Measuring
Equipment (PME) Branch, and various production branches necessary to support flying squadronsof a MAG. Each branch is responsible for the maintenance of its respective avionics equipment, thewelfare of their personnel, an accurate accountability of work center IMRL assets, and individual
branch security.
4.3.2.1 The Avionics Branch is responsible for overall division administrative duties, as well as Ilevel maintenance on avionics equipment. Depending upon the type of aircraft supported, theAvionics Branch may contain up to five work centers; Communications/Navigation,
Electrical/Instrument Repair, Automatic Test Equipment (ATE), Electronic Warfare, and Radar.
4.3.2.2 The TMDE branch contains the calibration and repair work centers responsible for I-level
maintenance on MAG and MALS IMRL equipment.
4.4 Marine Aviation Logistics Squadron (MALS) Avionics Officer (AVO). The AVO manages
the MALS Avionics Division and is responsible to the MALS MO for the accomplishment of thedivision mission. Responsibilities include:a. Interpret and implement avionics policies and procedures for the CO.
b. Be responsible for the performance of the Avionics Division and the technical andadministrative functions that require specialized avionics training and experience.
c. Advise the MO on avionics matters relating to readiness, effectiveness, training requirements,
safety, calibration requirements, and ongoing and planned projects within the Avionics Division.
d. Sponsor all avionics MOSs (63XX/64XX) within the MAG and will coordinate with, andadvise, the MALS S-1 in all personnel assignments or reassignments to best support the MAGs
operational commitments.
e. Maintain liaison with the supporting and supported maintenance activities and staff to ensure
avionics requirements pertinent to the MAG and MALS are known and satisfied. The AVO also
maintains liaison with each squadron within the MAG and provides guidance on avionics operations
as they relate to readiness.
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f. Administer the Avionics Division operations.
g. Act with team-oriented professionalism under the cognizance of the MALS MO for theaccomplishment of delegated executive tasks and for the continuous improvement of the Avionics
Division.
h. Provide the necessary leadership, technical guidance, and personnel management within the
Avionics Division; establish the most effective and economical procedures to accomplish assigned
tasks; employ available resources to maximum potential within the guidelines of this instruction andMarine Corps policy directives; and develop performance measurement criteria to facilitate program
monitoring and review processes.
i. Increase the potential of assigned personnel through technical and professional training,delegate/assign responsibilities within the division to achieve continuing success through qualified
independent action, and provide the professional counseling and performance evaluation processes
that will encourage subordinates to exercise their full technical and professional capacity.
j. Analyze the mission accomplishment and capabilities of the Avionics Division using reports
provided by the MDS and NALCOMIS, ensuring full and effective employment of personnel, andensure the production of the Avionics Division is of the proper quality and quantity.
k. Monitor squadrons within the MAG to ensure correct avionics maintenance, administration,and material handling procedures are used, directing particular attention to the detection andremoval of all administrative impediments to avionics readiness.
l. Act as the central point of contact for avionics matters concerning policy, personnel
assignments, training, support of avionics WRAs, and SE within the MAG or MALS. Maintain
coordinating control of avionics maintenance performed by, and in support of, squadrons and units
under the cognizance of the MAG.
m. Publish MAG and MALS instructions which highlight concepts and policies for the best
conduct of avionics support.
n. Establish MAG and MALS training programs to optimize avionics capability at both the Olevel and I-level and evaluate training programs for their ability to meet future requirements.
o. Coordinate all avionics personnel assignments with the MAG S-1 to ensure the maximizationof experience in support of operational requirements.
p. Publish and ensure internal compliance with maintenance, avionics, safety, and security
procedures to ensure optimum performance is achieved.
q. Schedule and hold periodic planning and information meetings.
r. Establish an effective technical manual and directive verification and validation program.

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s. Provide applicable inputs to the MALS MO regarding avionics requirements for deployments
and contingencies, including Aviation Logistic Support Ships and Maritime Preposition Ship
employment.
t. Maintain liaison between MALS MO, Aviation Supply Division, supported squadrons,
external commands, and activities in connection with avionics matters.
u. Manage the MAG Electronic Countermeasures (ECM) and Aircraft Survivability Equipment
Program. The AVO will coordinate with the MAG S-3 to provide controlled Electronic
Countermeasures (ECM), defensive ECM, and aircraft survivability equipment assets consistent
with availability and mission requirements and will manage and report assets per current directives.
v. Manage the MAG Mobile Facility (MF) Program, to include MF support for all divisions
within the MALS, deployed and deploying units, and other supported units with MF requirements.
w. Manage the MAG Reflectometry Testing Program.
x. Manage other controlled avionics systems not provided on a fully outfitted basis which must
be shared by supported activities.
y. Coordinate predeployment planning with the MALS MO for the provisioning of avionics
personnel, facilities, SE, materials, and services for the squadrons.
z. Screen squadron avionics material to ensure only material considered essential to support the
specific deployment is embarked, and that consolidation of squadron avionics requirements are
made wherever possible.
aa. Screen appropriate IMRL and allowance lists to ensure ATE is tailored to the type aircraft
being deployed and it is made available in Ready for Issue (RFI) status.
ab. Ensure all deploying squadron avionics milestones are accomplished and documented.
ac. Assist squadrons in obtaining avionics engineering and technical service personnel.
ad. Manage an aggressive program to control cannibalization of avionics equipment.
ae. Ensure the proper use and continual evaluation of NALCOMIS.
af. Manage all avionics security requirements, to include the control of classified material,
documents, and security access of personnel.
ag. Ensure personnel comply with command and local directives relating to professional
military education and MOS proficiency attainment through formal and informal technical andfollow-on training.
4.5 Marine Aviation Logistics Squadron (MALS) Aviation Ordnance Department. The
function of the MALS Aviation Ordnance Department (Figure 4-2) is to provide the MAG withlogistical and management support of Class V (A) ordnance, Aircraft Armament System (AAS), and

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Armament Weapons Support Equipment (AWSE). This is done by interpreting and implementing
the ordnance policies and procedures for the MAG. Responsibilities include:a. Ensure compliance with the policies, procedures, and responsibilities per this instruction.
b. Define responsibilities and assign functions within the Ordnance Department using existing
directives.
c. Ensure the management and coordination of the Noncombat Expenditure Requirement(NCER) and Noncombat Expenditure Allowance (NCEA).
d. Ensure proper logistical support and storage requirements for prepositioned war reserve
material requirements assets are identified, to include build up and delivery of Class V (A),ammunition stock points, advanced bases, and forward area refueling and rearming points.
e. Ensure the accomplishment of training for all assigned personnel.
f. Ensure assigned personnel are qualified, certified, and licensed to perform department
missions.
g. Manage the MAGs Ordnance Safety Program and ensure explosive safety policies andprocedures are issued as required. Ensure MAG compliance with the Qualification and Certification
Program.
h. Comply with the policies and procedures of OPNAV M-8000.16 series, OPNAVINST
5102.1/MCO P5102.1 series, and 10.9 when preparing Produce Quality Deficiency Report (PQDR),
Conventional Ordnance Deficiency Report (CODR), Explosive Event Report (EER), Explosive
Mishap Report (EMR), Technical Publication Discrepancy Report (TPDR)s, and Engineering
Investigation (EI) requests.
. Ensure Class V (A) material is managed per the current NAVSUP Publication 724 and otherrelated directives.
j. Establish and monitor the Handling, Qualification, and Certification Program for NonNuclear Aviation Ordnance and Non-Nuclear Explosive Devices for the MALS.
k. Establish and maintain a satellite Production Control Work Center.
l. Analyze department production and readiness using reports provided by the MDS.
m. Ensure satellite production efforts support Maintenance Department goals, objectives, andstandards.
n. Publish a Monthly Maintenance and Training Plan for the maintenance of airborne weapons,
training assets, AWSE, AAS, and formal in-Service training of Aviation Ordnancemen.
o. Ensure all maintenance performed on the AAS pool and AWSE is per the standards andguidelines established by the MALS Maintenance Department. Maintain all CM ALSs, for

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example, Aeronautical Equipment Service Record (AESR), Scheduled Removal Component (SRC),
Tracked Component Record (TCR), and Equipment History Record (EHR).
p. Provide information or data concerning manpower, equipment, Class V (A) material, andfacilities to appropriate authorities.
q. Establish a verification program for technical manuals and directives maintained by the
Maintenance Department.
r. Establish an AAS pool per MAW and ACC/TYCOM directives.
s. Ensure the Fleet Optical Scanning Ammunition Marking System and Standardized
Conventional Ammunition Automated Inventory Record are used to manage Class V(A).
t. Monitor and coordinate nonexpendable aviation ordnance support provided by the MALSP.
u. Ensure the department maintains the capability to operate from advanced bases and forward
area refueling and rearming point sites.
v. Coordinate predeployment planning for ordnance personnel, facilities, SE, ordnancematerials, and services to support squadrons in accordance with (IAW) NAVSEA OP5 VOL III.
w. Screen squadron material requests and the availability of Class V (A) assets to ensure only
material considered essential is embarked.
x. Screen appropriate IMRL allowances to ensure the IMRLs are tailored to support the quantity
and type aircraft assigned to deploying squadrons within the MAG.
y. Ensure appropriate levels of support are identified in the time phased force deployment
database.
4.6 Marine Aviation Logistics Squadron (MALS) Aviation Ordnance Officer (ORDO)
4.6.1 ORDO Responsibilities. The ORDO is responsible to the MAG and MALS CO for theaccomplishment of the Aviation Ordnance Department mission. Responsibilities include:a. Ensure ammunition magazines and lockers are properly maintained and safe handlingprocedures are established for all ordnance items stowed.
b. Administer and ensure compliance with the Non-Nuclear Ordnance Explosive Handling
Qualification and Certification Program.
c. Coordinate with assigned aviation unit commanders or their representatives to determine
type, quantity, and allowances of ordnance required to support the unit’s missions.
d. Administer the NCEA, submit required documentation and reports, and monitor expendituresof Class V (A) within the MAG.
e. Be responsible for inventory control and accounting for Class V(A) related material within
the MAG.
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f. Administer the Aviation Ordnance Department's operations.
g. Maintain liaison with the MAW Ordnance Officer, MAG S-3, and Squadron Ordnance
Officers on NCEA, NCER, and Class V (A) availability and compatibility issues.
h. Organize the department, initiate requests, and recommend changes concerning personnel,
facilities, and equipment.
i. Conduct liaison with MALS MO, AVNSUPO, S-3, and S-4 to ensure production andoperational goals are accomplished.
j. Ensure effective employment of aviation ordnance personnel throughout the MAG and makepersonnel assignment recommendations to MAG S-1 after considering requirements for arm and dearm, loading, weapons, assembly teams, safety factors, grade structure, maturity, and experiencelevels.
k. Publish appropriate airborne weapons maintenance, safety, security, and munitions
management procedures.
l. Ensure a 65XX MOS training program exists to support the MAG spectrum of ordnance andweapons.
m. Ensure proper documentation of weapons support man-hours are captured through
NALCOMIS.
4.6.2 Ordnance Safety Officer (ORDSO) Responsibilities. The MALS ORDO is also designatedas ORDSO and is responsible for aviation ordnance safety for the entire MAG. Responsibilities
include:a. Be familiar with all instructions promulgating explosive safety regulations.
b. Advise the CO, department/division heads, and other personnel in all matters relating to
explosive safety. The ORDSO has no authority to waive or alter safety regulations nor will the
ORDSO permit violation of regulations by others.
c. Act positively to eliminate any hazardous operations and monitor all evolutions.
d. Ensure Class V (A) safety procedures, regulations, check lists, and other appropriate
publications are understood and complied with during all evolutions.
e. Ensure active and effective ordnance QA and safety programs exist.
f. Conduct periodic safety visits throughout the MAG and host ordnance safety meetings with all
ordnance personnel within the MAG.
g. Ensure the use of the qualification and certification criteria of Marine Corps Order (MCO)8023.3.
4.7 Marine Aviation Logistics Squadron (MALS) Aviation Supply Department (ASD)

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4.7.1 MALS ASD Management Responsibilities. The management of the MALS ASD is the
responsibility of the AVNSUPO. Procedures established here apply to the support of Navy-fundedaviation SE assigned to Marine Air Traffic Control Detachments (MATCD) and Marine Wing
Support Squadrons (MWSS). All aviation material requirements are submitted to ASD. The ASD
executes all functions dealing with the inventory, storage, and management of Navy provided
material.
NOTE: Detailed functions of the ASD and various subcomponents are identified in MCO
P4400.177, along with the procedures to be followed to satisfy those responsibilities.
4.7.2 ASD Functions. The ASD staff functions include, but are not limited to, the direct
responsibilities listed in paragraph 4.7.3.
4.7.3 ASD Physical Location and Hours. An ASD exists within each MALS (Figure 4-3). The
physical location of the divisions within the ASD can vary depending upon local situations.
However, preferred locations are adjacent to the IMA. The hours of operation will be consistent
with the operating hours of supported organizations. Functional divisions comprise an ASD.
4.7.4 Supply Response Division (SRD). The SRD is responsible for the initial screening andtechnical research of all requisitions assigned by NALCOMIS as Off for Technical Research(OFFTR) or Off for Validation (OFVAL) local status code. The SRD will refer consumablerequisitions that cannot be filled from Supply Officer Stores to the appropriate supply point of entry.
Additionally, the SRD is responsible for the reconciliation and monitoring of all outstanding Direct
Turn Over (DTO) requisitions except for custodial, Pre-Expended Bin (PEB), and service market
items. The SRD consists of two branches:a. The Technical Research Branch is responsible for the initial screening and technical researchof all requisitions assigned an OFFTR or OFVAL local status code.
b. The Expeditor Reconciliation Branch is responsible for the internal and external
reconciliation, monitoring, and expediting of all DTO requisitions.
4.7.5 Consumables Management Division (CMD). The CMD is responsible for the procurement,
receipt, storage, issue, delivery, and inventory of all consumable material (except classified
consumable material, which is the responsibility of the Repairables Management Division (RMD).
The CMD consists of five branches:a. The Receiving Branch is responsible for the receipt and the redistribution of all material
shipped to the MAG/MALS from external sources.
b. The Consumable Delivery Branch is responsible for delivering all consumable issues,
consumable DTO receipts, and processing related transactions.
c. The Consumables Storage Branch is responsible for the storage, issue, and inventory of all
consumable material in the supply officer's stores and is divided into the Consumable Storage
Section and the Consumable Issue Section.

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d. The Consumable Control Branch is responsible for all functions related to inventory
management of consumable material.
e. The Pre-expended Branch is responsible for establishing, managing, and replenishing PEB
sites authorized by the AVNSUPO or MO.
4.7.6 Repairables Management Division (RMD). The RMD is responsible for repairables
allowance management, procurement, receipt, storage, issue, delivery, and inventory of all
repairable material. The RMD is also responsible for the induction and recovery of repairables intoor out from the IMA, and for shipment and tracking of Beyond Capability of Maintenance (BCM)
components to the appropriate activity. Management and control of all classified and fleet
controlled material (repairable and consumable) are also the responsibility of the RMD. The RMD
consists of five branches:a. The Repairables Control Branch is responsible for establishing and maintaining repairable
allowances and for their procurement, inventory, and accountability. It is also responsible forprocessing repairable requisitions and receipts, processing all repairables returned from the IMA,
and for the screening and carcass tracking of BCM components. This branch will also perform all
duties concerning classified material. This includes receipt, storage, issue, packaging, andshipment. Procedures for handling classified material are in Secretary of the Navy Instruction
SECNAVINST 5510.30 and Office of the Chief of Naval Operations Instruction OPNAVINST
5218.7.
b. The Repairables Delivery Branch is responsible for delivering all repairable material (issues
and DTO) to the customer. This branch will pick up all non-RFI repairable components from thecustomer ensuring accuracy of all applicable documents, such as logbook, SRC card, CM ALS and
MAF or WO.
c. The Repairables Storage Branch is responsible for the receipt, issue, storage, and inventory of
all repairable material in the Supply Officer's Stores. The storage of repairables is broken down into
two separate sections: the WRA Section and the SRA Section.
NOTE: The receipt, issue, storage, and inventory procedures are the same for all repairables.
d. The Awaiting Parts Branch is responsible for storage and management of repairable
components awaiting repair parts.
e. The Supply Shipping Branch is responsible for packaging and shipping all aeronauticalrelated components and equipment.
4.7.7 Supply Accounting Division (SAD). The SAD is responsible for all tasks related tomaintaining and reporting the financial accounts granted to the ASD. The SAD consists of two
branches:a. The End Use Branch is responsible for maintaining and reporting all end use accounts
allocated to the ASD. This branch is divided by Operating Target (OPTAR) (funding).

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b. The Stock Fund Branch is responsible for reporting transactions which affect the Navy
Working Capital Fund (NWCF) Special Accounting Class 207 (SAC 207) inventory. Additionally,
it is responsible for verifying the financial processing of all transactions processed by the MALS.
4.7.8 Squadron Support Division (SSD). The SSD is responsible for receiving, processing, andmonitoring all requirements for aeronautical related custodial material and for maintaining custody
records for all organizational allowances. The SSD consists of two branches:a. The Customer Assistance Branch is responsible for receiving, processing, and monitoring all
requirements for aeronautical-related custodial material.
b. The Custody Records Branch is responsible for maintaining the custody record cards for allorganizational allowance material, such as IMRL, Table of Basic Allowances (TBA), Consolidated
Allowance List (COSAL), Controlled Equipage listed in the NAVAIR 00-35QH-2 (Section H), andMaintenance Assist Module (MAM)/Test Bench Installations. This branch is also responsible forformulation of the quarterly and annual budgets as well as the midyear budget review for all
custodial material.
4.7.9 Supply Management Division (SMD). The SMD is composed of the most knowledgeable
and experienced aviation supply personnel responsible for monitoring the overall Supply
Department operation, technical training, and Marine Aviation Logistics Support Program(MALSP) allowances and pack-ups (as they pertain to deployed and contingency operations). The
SMD consists of two branches:a. The Audit Branch monitors all supply functions within the ASD to ensure compliance withauthorized procedures and achievement of established goals.
b. The MALSP Support Branch is responsible for validating and loading MALSP allowancesand monitoring pack-ups.
4.7.10 Supply Personnel and Administration Division (SPAD). The SPAD is responsible for theadministrative control of all personnel assigned. The SPAD performs clerical functions andmaintains the master files of all messages, orders, correspondence, and directives for the ASD. The
SPAD consists of two branches:a. The Supply Personnel Branch is responsible for performing functions related toadministrative control of all personnel within the ASD.
b. The Supply Administrative Branch provides clerical assistance for the ASD as directed by
the AVNSUPO or the aviation supply chief.
4.8 Marine Aviation Logistics Squadron (MALS) Aviation Supply Officer (AVNSUPO)
4.8.1 MALS Responsibilities. The MALS AVNSUPO is the head of the ASD and is responsible
to the CO for the administration and proper performance of all ASD functions. The AVNSUPO
may appoint subordinate supply officers to specific divisions within the Supply Department anddelegate authority required by those officers to carry out the division's mission. The MALSAVNSUPO will:
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a. Serve as the accountable officer within the MAG for DON Navy Working Capital Fund(NWCF) inventories and Operations and Maintenance, Navy (O&MN) OPTAR funds. As such the
AVNSUPO is charged by law with the responsibility for keeping accurate records of public funds
and properties. The AVNSUPO assumes a public trust that such funds and properties will be used
only for purposes authorized by applicable law or regulation. The AVNSUPO must submit the
Navy Stock Account Financial Inventory Report and OPTAR returns to DFAS on a monthly basis.
b. Be responsible for maintaining a high state of material and supply support to supported units.
AVNSUPO, in coordination with the MO, will maintain a high state of repairables material
availability. AVNSUPO, in coordination with the MALS S-3 and the MO, will maintain authorized
aviation Consolidated Shipboard Allowance List (COSAL) and other authorized MALSP allowancefor embarkation within required mobility response times to support expected and ongoing crises andcontingencies.
c. Maintain liaison with external supporting supply activities and higher headquarters staff. The
AVNSUPO is the MOS sponsor for all aviation supply personnel within the MAG and coordinates
with, and advises MALS S-1 and MAG S-1 regarding personnel assignments to best support
operational commitments.
4.8.2 Aviation Supply Personnel Responsibilities:
a. Receive requests for material.
b. Provide technical research and prepare requisitions.
c. Pick-up and deliver material.
d. Account for all repairable assets.
e. Maintain special LRCA storage areas and publish corresponding listings.
f. Establish, manage, and replenish PEBs maintenance support packages and publish related
listings. Maintenance of the PEB is the responsibility of the squadron or work center.
g. Initiate inter-IMA repair, EXREP, and D-level site customer service requests.
h. Initiate, with the MO, material planning procedures in support of aircraft maintenance.
i. Accomplish all aviation supply related data processing functions.
j. Manage and monitor all functions of aviation financial accounting.
k. Develop and understand NALCOMIS and its application.
4.9 Marine Aviation Logistics Squadron (MALS) Aviation Logistics Information
Management and Support (ALIMS). The ALIMS Department’s primary responsibility is toprovide Aviation Information System (AIS) support to subordinate units of the MAG, including the
MALS and operational squadrons. ALIMS specialist duties include installing, implementing,

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managing, monitoring, and sustaining AIS organic to MAG units. MCO 2020.1 provides thestandardized policy and procedures for ALIMS operations.
4.10 Marine Aviation Logistics Squadron (MALS) Maintenance Data Specialist (MDS) Chief(MOS 6046/6049)
4.9.1 MALS Maintenance Data Specialist (MDS) Chief (MOS 6046/6049) responsibilities
The MDS Chief is responsible to the MALS AMO for the accomplishment of the MAG mission.
Responsibilities include:a. Advise the MALS AMO on all Maintenance Data Specialist personnel (MOS 6046/6049)
within the MAG and geographical location.
b. Coordinates with and advises Headquarter Marine Corps MOS sponsor on personnel
assignments or reassignments to best support operational commitments.
NOTE: The MALS MDS Chief will consult with the MDS Chief at their respective Wing
prior to all Staff Non-Commissioned Officer transfer.
c. Provide the necessary leadership, technical guidance, and personnel management within the
MAG and geographical location. Establish the most effective procedures to accomplish assigned
tasks. Employ available resources to maximum potential within the guidelines of this instruction.
d. Act as the central point of contact for all Maintenance Data Specialist (MDS) and System
Administration (S/A), Maintenance Database Administrator (MDBA), and Analyst concerns with
policy, personnel assignments, and training.
(1) MALS MDS Chiefs will ensure the proper accurate accounting of aircraft and engines
inventory, status, and location via Aviation Maintenance Supply and Readiness Reporting(AMSRR) Web, Decision Knowledge Programming for Logistics Analysis and Technical
Evaluation (DECKPLATE) Aircraft Inventory and Readiness Reporting System (AIRRS) and
DECKPLATE Engine Management within the cognizant MAG.
(2) MALS MDS Chiefs will ensure accuracy and timeliness of XRAY submission bysquadrons and initiate corrective action on discrepancies within their cognizant MAG andgeographical location. Additionally, the MALS MDS Chief will validate the status and any status
updates daily within AMSRR.
e. Provide professional and performance counseling within the MAG and geographical locationthat will encourage subordinates to exercise their full technical and professional capacity.
f. Increase the potential of assigned personnel through technical and professional training byscheduling and conducting weekly training for all Maintenance Data Specialist personnel (MOS
6046/6049) within the MALS. The MDS Chief will conduct training for all MDS personnel (MOS
6046/6049) within MAG and geographical location twice a month.

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NOTE: The MDS Chief will ensure a training program exists to support the MAG spectrumof MDS, SA, MDBA, and analyst responsibilities with the current 6046/6049 Training
and Readiness Advance Skills Management (ASM) tasks.
g. Develop an understanding of all Configuration Management (CM) concepts and its
applications to database and baseline management. Ensure that all MAG and geographical location
have the required qualified “C” School trained personnel (Course C555-2018 (O-level) or C5552017 (I-level)) to perform SA, MDBA, and Analysis to include CM Auto Log Sets (ALS) duties.
NOTE: The MDS Chief will coordinate with the MDS Chief at the respective Marine Aircraft
Wing (MAW) for all “C” School class seat assignments.
h. Validate with unscheduled and scheduled inspections to include all monitored and managed
programs are maintained per guidelines and instruction within the cognizant MAG and geographicallocation.
i. Validate all MAG and MALS instructions, which highlight concepts and policies forprocedures and conduct of MDS, SA, MDBA, and analyst responsibilities.
j. Oversee ASM progression and documentation of all MDS (MOS 6046/6049) within the MAG
and geographical location.
(1) Validate ASM task assignments are correctly administrated based on the Marines billet
and duty assignment.
(2) Administer practical application testing to Marines nominated for Aircraft Logbook(Paper) and CM ALS signature authority.
(3) Verify Quality Assurance administrated testing within the MAG is being strictly
complied with.
(4) Verify assigned external roles within ASM in order to facilitate the routing of ASM
Aircraft Logbook (Paper) and CM ALS signature request for recommendation.
(5) Validate Marines authorized Aircraft Logbook (Paper) and CM ALS signature authority
has completed the required ASM test requirements and assigned within ASM.
k. Coordinate deployment planning with MAG, MALS AMO, and MAW MDS Chief to ensure
timely compliance of deployment milestones.
NOTE: The MALS MDS Chief will verify all milestones adhering within the time constraints.
This includes SA, MDBA, and analyst responsibilities are completed within all MAG
supported squadrons.
4.11 Marine Aviation Logistics Squadron (MALS) AIRSpeed Department. The function of the
MALS AIRSpeed Department is to provide the MAG with CPI support and training. MALS
AIRSpeed Officer (AIRSO) Responsibilities:

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a. The AIRSO is responsible to the MAG and MALS CO for the accomplishment of the
AIRSpeed Department mission.
b. Provide monthly AIRSpeed CPI progress reports to MAG and MALS COs.
c. Develop, facilitate, and monitor implementation of the Enterprise Project Alignment Toolthat supports organizational goals.
d. Use AIRSpeed CPI analysis tools to identify, prioritize, and evaluate high impact
improvement opportunities.
e. Execute focused Lean Six Sigma (LSS)/Theory of Constraints (TOC) projects and eventsaligned with organizational goals to improve and standardize processes that have a significant
impact on operational readiness, cost, man-hour commitment, or inventory.
f. Liaise with MAG Squadrons and MALS Department heads to ensure AIRSpeed CPI
implementation goals are achieved and the removal of intra-departmental barriers that prevent
successful completion of projects and events.
g. Monitor completed projects to confirm improvements are implemented and sustained by theprocess owner.
h. Update AIRSpeed Design Documentation, SOPs and Plan of Action and Milestones(POA&M) to reflect changes made during process improvement events.
i. Verify all AIRSpeed CPI projects and supporting documentation are recorded in CPIMS
within 15 days of tollgate review or event completion.
j. Manage MAG CPI training, qualifications and succession plans.
k. Verify appropriate AIRSpeed CPI training is completed per paragraph 10.36.3 within 6months of check in.
l. Check Advanced Skills Management (ASM) and CPIMS or equivalents are updated with CPI
training and certifications.
m. Attend all tollgate reviews for CPI projects conducted within the MAG.

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Figure 4-1: Avionics Division Organization

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Figure 4-2: Aviation Ordnance Department Organization (Marine Corps)
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AVIATION SUPPLYOFFICERASSISTANTAVIATION SUPPLYOFFICER

SUPPLYPERSONNELAND
ADMINISTRATIVEDIVISION

SUPPLYACCOUNTINGDIVISION

SUPPLYMANAGEMENTDIVISIONAVIATION SUPPLYCHIEFREPAIRABLES
MANAGEMENTDIVISION

SUPPLYRESPONSEDIVISIONCONSUMABLES
MANAGEMENTDIVISION

SQUADRONSUPPORTDIVISIONDATAPROCESSINGDIVISION

SUPPLYPERSONNEL
BRANCHSTOCK
FUND
BRANCH

AUDIT
BRANCHREPAIRABLESCONTROL
BRANCHTECHNICALRESEARCH
BRANCHRECEIVING
BRANCHCUSTOMERASSISTANCE
BRANCHSYSTEMSOPERATION
BRANCH

SUPPLYADMINISTRATIVE
BRANCH

END USE
BRANCHMALSP
SUPPORT
BRANCHREPAIRABLES
DELIVERYBRANCH

EXPEDITORRECONCILIATION
BRANCHCONSUMABLES
DELIVERYBRANCHCUSTODY
RECORDS
BRANCHSYSTEMSADMINISTRATIONMANAGEMENT
BRANCH

AWAITINGPARTS
BRANCHCONSUMABLESCONTROL
BRANCH

SUPPLYSHIPPING
BRANCH

PRE-EXPENDED
BRANCHREPAIRABLES
STORAGEBRANCHCONSUMABLES
STORAGEBRANCH

Figure 4-3: Aviation Supply Department Organization
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CHAPTER 5
O-level Maintenance Control; I-level Production Control;
Aircraft, Engine, and Equipment Inspection;
Aircraft Acceptance, Transfer, and Ferry
Table of Contents
5.1 O-level Maintenance Control ..................................................................................................... 1
5.1.1 Introduction ......................................................................................................................... 1
5.1.2 Maintenance Control Manning............................................................................................ 1
5.1.2.1 Management Personnel ........................................................................................... 1
5.1.2.2 Support Personnel ................................................................................................... 2
5.1.3 Workload Management ....................................................................................................... 2
5.1.3.1 Planning .................................................................................................................. 2
5.1.3.2 Direction and Coordination .................................................................................... 3
5.1.3.3 Monitoring .............................................................................................................. 3
5.1.4 O-level Monthly Maintenance Plan (MMP) ....................................................................... 3
5.1.4.1 Purpose ................................................................................................................... 3
5.1.4.2 Contents .................................................................................................................. 4
5.1.4.3 Scheduled Maintenance Requirements ................................................................... 4
5.1.4.4 Planning Factors ..................................................................................................... 4
5.1.4.5 MMP Preparation.................................................................................................... 5
5.1.4.6 MMP Distribution ................................................................................................... 6
5.1.5 Maintenance Control Work Order Documentation ............................................................. 6
5.1.5.1 Maintenance Control Work Order Documentation Requirements: ........................ 6
5.1.5.2 Work Requests ........................................................................................................ 7
5.1.5.3 Aircraft Discrepancy Book (ADB) ......................................................................... 7
5.1.5.4 Naval Flight Information Record (NAVFLIR) (OPNAV 3710/4) ......................... 8
5.1.6 Releasing and Accepting Aircraft for Flight ....................................................................... 9
5.1.6.1 Designation to Certify Aircraft Safe For Flight (SFF) ........................................... 9
5.1.6.2 Safe For Flight Certification ................................................................................... 9
5.1.6.3 Aircraft Inspection and Acceptance Record (OPNAV 4790/141)........................ 10
5.1.6.4 Release of Aircraft for Hot Seat Crew Change .................................................... 12
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5.1.6.5 Release of Aircraft After Hot Refueling ............................................................... 13
5.1.7 Functional Check Flights (FCF) ........................................................................................ 13
5.1.7.1 Mandatory FCF Conditions .................................................................................. 13
5.1.7.2 FCF Checklists...................................................................................................... 15
5.1.7.3 FCF Procedures .................................................................................................... 16
5.1.8 Aircraft Cannibalization Management .............................................................................. 16
5.1.9 Phase Inspection Management .......................................................................................... 18
5.1.9.1 Preparation ............................................................................................................ 18
5.1.9.2 Phase Inspection Crew .......................................................................................... 18
5.1.9.3 Phase Inspection Management ............................................................................. 19
5.1.9.4 Phase Inspection Documentation .......................................................................... 19
5.1.10 Phased Depot Maintenance (PDM) Preparation ............................................................. 19
5.2 Intermediate Level (I-Level) Production Control .................................................................. 20
5.2.1 Production Control Manning ............................................................................................. 21
5.2.1.1 Production Control Managers ............................................................................... 21
5.2.1.2 Support Personnel ................................................................................................. 22
5.2.2 I-Level Monthly Maintenance Plan (MMP)...................................................................... 22
5.2.3 Workload Prioritization ..................................................................................................... 23
5.2.4 Component Repair............................................................................................................. 24
5.2.5 Beyond Capability of Maintenance (BCM) ...................................................................... 25
5.2.5.1 BCM Codes .......................................................................................................... 25
5.2.5.2 BCM Authorization .............................................................................................. 27
5.2.5.3 BCM MAF Documentation. ................................................................................. 27
5.2.6 I-Level Cannibalization Management ............................................................................... 27
5.2.7 I-Level Documentation and Logs and Records ................................................................. 28
5.2.8 Broad Arrow (BA) Reporting............................................................................................ 28
5.2.8.1 Broad Arrow Report Usage Not Mission Capable Project (NMC). ..................... 28
5.2.8.2 Broad Arrow Report Numbering .......................................................................... 29
5.2.8.3 Broad Arrow Report for Automated Test Equipment (ATE) Malfunctions......... 29
5.2.8.4 Broad Arrow Addendum ...................................................................................... 30
5.2.8.5 Broad Arrow Support Equipment In-Service Report ........................................... 30

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5.2.8.6 Broad Arrow Requisition Completion Report ...................................................... 30
5.2.8.7 Broad Arrow Non-RFI Repairable components ................................................... 30
5.2.8.8 Broad Arrow Temporary Loan and Cannibalization ............................................ 30
5.3 Aircraft, Engine, and Equipment Inspection .......................................................................... 31
5.3.1 General requirements ........................................................................................................ 31
5.3.2 Scheduling. ........................................................................................................................ 32
5.3.3 Inspection Documentation................................................................................................. 32
5.3.4 Depot Rework Inspections ................................................................................................ 32
5.3.5 Aircraft Preflight, Daily, Turnaround, and Postflight Inspections .................................... 33
5.3.5.1 Aircraft Preflight Inspection ................................................................................. 33
5.3.5.2 Aircraft Daily Inspection ...................................................................................... 33
5.3.5.3 Aircraft Turnaround Inspection ............................................................................ 34
5.3.5.4 Aircraft Postflight Inspection ............................................................................... 34
5.3.5.5 Documentation ...................................................................................................... 34
5.3.6 Special Inspections ............................................................................................................ 35
5.3.7 Phase Inspections .............................................................................................................. 36
5.3.7.1 Concept ................................................................................................................. 36
5.3.7.2 Cycle Initiation ..................................................................................................... 36
5.3.7.3 Suspension During Depot Rework ....................................................................... 36
5.3.7.4 Phase Inspection Kits ............................................................................................ 37
5.3.8 Engine Inspections ............................................................................................................ 37
5.3.8.1 Special Engine Inspections ................................................................................... 37
5.3.8.2 Phased Engine Inspections ................................................................................... 37
5.3.8.3 Major Engine Inspections ..................................................................................... 37
5.3.9 Conditional Inspections ..................................................................................................... 37
5.3.10 Inspection Deviations ...................................................................................................... 38
5.4 Aircraft Acceptance, Transfer, and Ferry .............................................................................. 40
5.4.1 Aircraft Acceptance Inspection ......................................................................................... 40
5.4.2 Aircraft Transfer ................................................................................................................ 42
5.4.2.1 Transfer Inspection ............................................................................................... 42
5.4.2.2 Transfer Requirements.......................................................................................... 43

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5.4.3 Aircraft Ferry..................................................................................................................... 43
Figure 5-1: Monthly Maintenance Plan (Sample) ............................................................................. 45
Figure 5-2: Daily Inspection Requirements (Page 1) ........................................................................ 46
Figure 5-2: Daily Inspection Requirements (Page 2) ........................................................................ 47
Figure 5-3: Preflight/Daily/Turnaround/Postflight Maintenance Record (OPNAV 4790/38) (Front)(Sample) ....................................................................................................................................... 48
Figure 5-3: Preflight/Daily/Turnaround/Postflight Maintenance Record (OPNAV 4790/38) (Back)(Sample) ....................................................................................................................................... 49
Figure 5-4: Aircraft Inspection and Acceptance Record (OPNAV 4790/141) (Sample) .................. 50
Figure 5-5: BCM Authorization Form (Page 1) ................................................................................ 51
Figure 5-5: BCM Authorization Form (Page 2) ................................................................................ 52
Figure 5-6: Broad Arrow Report (Message Format) ......................................................................... 53
Figure 5-7: Broad Arrow Report (Sample Message) ........................................................................ 54
Figure 5-8: Broad Arrow Addendum (Message Format) .................................................................. 55
Figure 5-9: Broad Arrow Addendum (Sample Message).................................................................. 56
Figure 5-10: Broad Arrow Support Equipment In-Service Report (Message Format) ..................... 57
Figure 5-11: Broad Arrow Support Equipment In-Service Report (Sample Message)..................... 58
Figure 5-12: Broad Arrow Requisition Completion Report (Message Format)................................ 59
Figure 5-13: Aircraft Transfer Report ............................................................................................... 60

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CHAPTER 5
O-level Maintenance Control
I-level Production Control
Aircraft, Engine, and Equipment Inspection
Aircraft Acceptance, Transfer, and Ferry
5.1 O-level Maintenance Control
5.1.1 Introduction. Maintenance Control is responsible for planning, directing, coordinating andmonitoring aircraft and equipment maintenance workload. In addition to all maintenance material
requirements of all production divisions, branches and work centers. This chapter covers
Maintenance Control responsibilities for maintenance management. Additional MaintenanceControl responsibilities are detailed throughout the NAMP.
NOTES: 1. Unless otherwise specified, procedures labeled “aircraft” also apply to Unmanned
Aircraft Systems (UAS).
2. In addition to controlling the maintenance of Airborne Mine Countermeasures(AMCM) systems, AMCM Maintenance Control is responsible for managing themaintenance of tactical support equipment, including small craft and Civil
Engineering Support Equipment (CESE).
5.1.2 Maintenance Control Manning
5.1.2.1 Management Personnel. Maintenance Control managers are those personnel specifically
responsible for managing maintenance department priorities. Maintenance Control managers are
the Maintenance Material Control Officer (MMCO), Maintenance Master Chief Petty Officer(MMCPO-Navy), Aircraft Maintenance Chief (Marine Corps), Maintenance Control Supervisors,and other personnel assigned to Work Center 020 that are designated to release aircraft Safe for
Flight (SFF). Maintenance Control manager qualifications:a. Complete the Naval Aviation Maintenance Control Management for Optimized
Organizational Maintenance Activities (OOMA) course (C-555-0053). Personnel previously
designated to certify aircraft SFF that completed both the Naval Aviation Maintenance Control
Management course (D or E-555-0040) and the Naval Aviation Officer and Senior Supervisor
NALCOMIS OOMA Familiarization course (D or E-555-0054) are not required to complete theNaval Aviation Maintenance Control Management for OOMA course (C-555-0053).
NOTE: F-35 Maintenance Control management personnel will complete the Autonomic
Logistics Information System (ALIS) Management and Supervision course (C-5552019)b. Complete the Wing mandated Job Qualification Requirement (JQR) for Maintenance Control
and certifying the applicable T/M/S aircraft SFF, prior to being designated to certify aircraft SFF(paragraph 5.1.6.1).

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NOTE: Maintenance Control trainees will be considered Under Instruction (UI). All actions
undertaken by trainees must be monitored and are the responsibility of designatedMaintenance Control management personnel (paragraph 5.1.2.1).
5.1.2.2 Support Personnel. Maintenance Control support personnel are those personnel assigned
to Maintenance Control that are responsible for routine Maintenance Control administrative
functions, for example, initializing special inspections, maintenance of NALCOMIS data and Auto
Log Sets (ALS) , and logs and records. For Marine Corps activities, Maintenance Control support
personnel include Work Center 030 Maintenance Admin personnel assigned to Maintenance Control
Work Center 020. Support personnel may initiate When Discovered “O” work orders, if directed to
do so by Maintenance Control managers. Inspected By blocks on scheduled maintenance actions
that require a control document (020 work center control work order) are considered administrative
actions and may be signed by any personnel assigned Maintenance Control responsibilities. Typical
Maintenance Control support personnel assignments include:
Maintenance Clerk
Logs and Records
Database Administrator/System Administrator
Phase Supervisor
Technical Directive Coordinator
Support Equipment Periodic Maintenance System (PMS) Coordinator
5.1.3 Workload Management. Maintenance Control is responsible for planning, directing,coordinating and monitoring the maintenance-related workload of all divisions, branches and work
centers. This section prescribes basic Maintenance Control procedures and responsibilities forworkload management.
5.1.3.1 Planning. Maintenance is planned in two time frames: Near-term (current
day/week/month) and long-term (future months/year).
a. Near term planning focuses on accomplishing scheduled and unscheduled maintenance forthe current day, week, and month to produce the required number of aircraft, equipment, andsystems to support the published flight schedule. The following maintenance needs to be consideredwhen setting priorities for near-term maintenance:(1) Flight preparation inspections and servicing for aircraft assigned to the flight schedule(2) Unscheduled maintenance, conditional inspections, and technical directive requirementsthat must be completed for aircraft, equipment, and systems needed for the flight schedule(3) Scheduled inspections and forced removal requirements required to be completed for the
day or coming due within the work week due to high limitation timeframe(4) Accomplishing the Monthly Maintenance Planb. Astute long-term maintenance planning is the most critical factor in enabling theMaintenance Department to be able to generate manpower and materials capacity to accomplish
both scheduled workload and unscheduled maintenance workload. Long-term planning is
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reviewing major maintenance events coming due in the next 3 months or longer, and adjusting
resource availability (capacity) as needed to most efficiently and effectively produce the required
number of aircraft, equipment, and systems to support future operations. Long-term planning isfacilitated by the Monthly Maintenance Plan, paragraph 5.1.4.
5.1.3.2 Direction and Coordination. At the beginning of each work shift, Maintenance Control
will meet with Division, Branch, and Work Center personnel to:a. Review the flight schedule and assign aircraft to events
b. Receive updates on ongoing maintenancec. Assign workload priorities
d. Provide direction on coordinating maintenance that requires sequencing the work of different
Divisions, Branches and Work Centers
e. Phase Inspections per paragraph 5.1.9
5.1.3.3 Monitoring. Maintenance Control will monitor the status of maintenance via NALCOMIS
Visual Electronic Display (VED) (Chapter 13). Maintenance Control will scan VEDs throughout
the work day for changes in WO status, and enter brief remarks pertaining to specific maintenanceactions affecting aircraft and related systems that may affect mission capability. NALCOMIS
reports will also be used to monitor workload status, including: Outstanding TD report, Equipment
Discrepancy Report, Aircraft Work Load Report, Work Center Work Load Report, and Inspection
Near Due Report.
NOTE: Maintenance Control must be informed of aircraft armed/dearmed status at all times.
Activities operating aircraft with ordnance must maintain a visual reference ofarmed/dearmed status within Maintenance Control. Examples include flagging
Aircraft Discrepancy Books (ADB), maintaining a whiteboard indicating
armed/dearmed status of each BUNO, and an electronic file viewed on a computer or
television screen. The visual reference must be able to be viewed by all personnel andwill, at a minimum, indicate ARMED or DEARMED for each aircraft. All
maintenance personnel must receive training on the use of the armed/dearmed visualreference, including procedures for keeping Maintenance Control informed ofarmed/dearmed status at all times.
5.1.4 O-level Monthly Maintenance Plan (MMP)
5.1.4.1 Purpose. The MMP provides a consolidated source of the many items of information thatmust be considered when planning long-term maintenance workload. The objective of the MMP is
to plan the accomplishment of major scheduled maintenance events, such as aircraft transfers andreceipts, depot rework, phase inspections, high time engine and component replacements, in order tomost effectively produce the required number of aircraft, equipment, and systems to support
upcoming flight operations, detachments and deployments.

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5.1.4.2 Contents. The MMP will contain a month-by-month plan to accomplish major scheduled
maintenance planned for the next three calendar months, as a minimum. The schedule will containnotations for holidays, operations (unclassified, only), and any other events deemed important toscheduling maintenance, such as preparing aircraft for Material Condition Inspection (MCI) andscheduled training that requires significant amounts of work stoppage time. Figure 5-1 is an
example of one month in the MMP for a 10-aircraft squadron. Minimum required content:
5.1.4.3 Scheduled Maintenance Requirements. Three months of scheduled maintenancerequirements will be included as an enclosure to the MMP. The following information will be listed
in chronological sequence (for calendar based actions) or hours/cycles remaining sequence (lowest
to highest) for each aircraft Bureau Number (BUNO) by Side Number (MODEX), and for eachmodel equipment or mission system by serial number (SERNO):
a. Due date for each type of calendar-based inspection or scheduled maintenance action that
normally takes more than two work days to completeb. Total operating time due and time remaining for inspections or scheduled maintenance basedon operating hours of more than 30 hours, and the estimated calendar date the aircraft, equipment or
system will reach NLT total operating hours (based on projected usage)c. Cycles remaining for inspections or scheduled maintenance based on cycles (catapults,
arrestments, etc.), and the estimated calendar date the aircraft, equipment or system will reach the
NLT cycles (based on projected usage)d. Time or cycles due and time or cycles remaining for forced removal components and theestimated calendar date the aircraft/equipment/system will reach the forced removal hours or cycles(based on projected usage)e. Technical Directive (TD) requirements, compliance NLT deadline, and estimated compliancetimeframe (based on projected usage)f. Estimated induction date for on-site depot rework or modification, and projected date of
returng. Estimated date of receipt or transfer of aircraft, equipment and mission systems
h. MEASURE Format 800 or other data source of information on equipment calibration due
dates
NOTE: Hard copy or electronic copies of NALCOMIS reports or other maintenance data
sources may be used in the MMP. The MMP may also cross-reference the location of
the information, for example, “Calibration information located in the MEASURE
Format 800 Report.” If the MMP cross-references information, MaintenanceControl must maintain a copy (either hard copy or electronic) of the referenced data.
5.1.4.4 Planning Factors. The following planning information will be included as an enclosure to
the MMP:a. Projected number of aircraft, equipment and mission systems onboard, by week
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b. Projection of required number of aircraft, equipment and mission systems, by weekc. Projected number of operational aircraft, equipment and mission systems, by week
d. Projected readiness surplus or deficit, by weeke. Estimated time to complete, in work days:(1) Each type of scheduled inspection that normally takes more than one work day tocomplete. For ready reference, information should also include any logistics factors that must beplanned in advance, such as coordinating I-level or D-level support, arranging for specialized
support equipment, and obtaining authorization for aircraft immobilization.
(2) Preparation of an aircraft for transfer(3) Preparation of an aircraft after initial receipt(4) Preparation of an aircraft for induction for depot rework(5) Preparation of an aircraft after return from each type of depot reworkf. Schedule of detachments or other major training events (unclassified information, only), andany other events that will impact the maintenance schedule, such as Material Condition Inspections(MCI). Notations will be made for any special preparations, such as requirements to install andoperationally check seldom-used systems that will be required for a training detachment.
5.1.4.5 MMP Preparation. The MMCO and the MMCPO (Navy) or Maintenance Material
Control Chief (Marine Corps) are responsible for coordinating preparation of the MMP. The MMP
must be distributed no later than the 25th day of the month prior to the first month covered in the
MMP. Prior to distribution, the MMCO will brief the Maintenance Officer for signature. The
Assistant Maintenance Officer (AMO) and the MMCPO/Maintenance Material Control Chief willattend the brief. The MMCO’s brief to the MO will include:a. Progress in achieving the current month’s maintenance schedule.
b. Maintenance schedule for the upcoming month, with emphasis on:(1) Major scheduled inspections.
(2) Forced removals.
(3) Aircraft and equipment transfers and receipts.
(4) FCF requirements.
c. Expected number of aircraft or systems available to meet projected flight operations for theupcoming month, and any coordinating actions with the Wing required to transfer aircraft orsystems earlier or later than planned in order to have sufficient assets on hand.
d. Obstacles to producing the required number of aircraft or systems for upcoming training
detachments or deployment. The AMO will brief the MO on any expected deficiencies in numbers
or qualifications of personnel, as they relate to accomplishing the MMP.
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e. Coordination required with the Operations Department, such as scheduling FCFs, compass
calibration flight, and flights to operationally check systems used for combat operations.
5.1.4.6 MMP Distribution. A paper or electronic copy of the MMP will be given to the supporting
I-Level and Supply Department (Aviation Support Division ashore / S-6 Division afloat).
Maintenance Control will maintain a working copy of the MMP.
5.1.5 Maintenance Control Work Order Documentation. Maintenance Control is responsible
for the accurate and timely documentation of maintenance in NALCOMIS Optimized
Organizational Maintenance Activity (OOMA) for all work performed on aircraft, engines andassigned equipment, including Aviation Life Support Systems (ALSS), Aircraft Armament Systems(AAS) and Mission Mounted Equipment (MME). Chapters 15 and 16 provide detailed information
on NALCOMIS functionality and OOMA documentation procedures.
5.1.5.1 Maintenance Control Work Order Documentation Requirements:
a. Ensure WOs are initiated per Chapter 15 procedures for all:(1) Scheduled maintenance(2) Scheduled inspections(3) Conditional inspections(4) Preservation and depreservation actions(5) Technical Directive (TD) actions(6) Administrative actions (When Discovered Code O), for example: Inspections, Forced
Removals, Facilitate Other Maintenance (FOM), Work Requests, and Configuration Changes
NOTE: All inspections, technical directives, forced removals and corrosion treatment WOs
must contain the applicable No Later Than date or time annotated in the system
reason block.
b. Review WOs initiated by Work Centers for correct coding and modify as required prior toapproval. Maintenance Control has the option to modify all fields of the WO except BUNO,
Assembly Cd, and TM.
c. Review WOs initiated by pilots or aircrew after completion of flight for adequacy of
discrepancy description and correct When Discovered (WD) Code (Appendix E).
d. When parts or materials are required, assign the appropriate project code and priority
designator on the WO, per DOD 4140.1-R and NAVSUP Publication 485 project code policy. The
WO is electronically forwarded to Material Control for DDSN assignment and processing.
e. As a minimum, verify correct job status code changes have been made at time of shiftchange.
f. When corrective action has been completed:

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(1) If the system does not support required corrections, Maintenance Control will determine
whether a new WO must be created and referenced to accurately document actions taken, such as
the removal and replacement of a tracked component with a specific work unit code (WUC).
NOTE: A repairable component is ordered and received under an incorrect WUC. The newcomponent will not be able to be installed in the correct location with in configuration
management, a new work order would have to be created to complete the removal
and installation actions.
(2) Verify required QA in-process and final inspections have been documented, per Chapter
7 requirements.
(3) Verify all Work Order data fields for accuracy and coordinate with the Data Base
Administrator to correct modifiable fields in the ALS Que prior to submitting up line through theapproval process.
NOTE: 1. Within the ALS Que modifiable fields are indicated by the field being a different
color (often white) than the majority of data fields. Modifications to these fields islimited in some cases by the type of corrective action and type of work order.
5.1.5.2 Work Requests. Maintenance Control will issue all work requests. General procedures:
a. An E Block (Removed Item) entry is required for all WOs for items to be turned in to the Ilevel on a Work Request. E Block data must be verified against the Auto Log Set for accuracy ofCage, Part Number, and WUC. Work requests are the receipt for accepting the equipment, and must
be kept on file until return of the specific item or replacement item, or until action is completed.
b. Work requests for work done on the aircraft or on-site without turn-in do not require an E
Block entry.
NOTE: Assembled A-series components are normally not stocked. Maintenance Control will
coordinate with the IMA for repair of A-series components.
5.1.5.3 Aircraft Discrepancy Book (ADB).
a. Maintenance Control will maintain an Optimized OMA NALCOMIS (OOMA) AutomatedAircraft Discrepancy Book (AADB) for each aircraft assigned.
NOTE: Hardcopy ADBs will only be used to maintain those items required to determine Safe
For Flight or for which the AADB has no functionality and the item is consideredessential information. For example, Oil consumption, power checks, Weight andBalance forms, and T/M/S peculiar requirements.
b. The ADB/AADB must accurately reflect the current status of all pending maintenancerequirements, and must be validated against the Work Load Report for completed and outstanding
WOs at least daily.
c. The ADB/AADB must include the following content, at a minimum:

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flights(1) Aircraft Inspection and Acceptance Record (OPNAV 4790/141) for at least the last ten(2) WOs for all active maintenance requirements that have not been completed, regardless of age.
(3) WOs for maintenance and inspections completed within the last ten flights(4) The control document for each type of Special or Phase Inspection will be retained in the
AADB until completion of the next like inspection, regardless of age(5) Aircraft with an onboard Health Monitoring System (HMS), such as the F/A-18 and EA-18
Automated Maintenance Environment (FAME), will contain HMS data generated from the last ten
flights(6) The most current completed Daily and/or Turnaround Inspection
NOTES: 1. Hard copy (printed) forms for the Aircraft Inspection and Acceptance Records(OPNAV 4790/141) will be maintained if information considered necessary to record
additional safety of flight data is entered in the Limitations block. The OOMAAADB does not copy the Limitations block to the Summary Back-up, therefore any
information entered into the Limitations block is lost upon issue of a new OPNAV
4790/141 record.
2. The Special Inspection tab under Configuration Management Logset Explorer
for both aircraft and engines may be printed in lieu of maintaining the control
documents for Special and Phase Inspections.
3. Hard copy Daily and Turnaround forms may be printed from the OOMA AADB
and maintained in the hardcopy ADB until next like inspection in order to facilitate
updating portion of inspection as deemed necessary by Maintenance Control for
maintenance actions completed after the Daily and/or Turnaround are completed.
d. The AADB Summary page will be backed-up in PDF format on an external media source, forexample, CD, DVD, or external hard drive/share drive, prior to each flight after the aircrew signs
the Aircraft Inspection and Acceptance Record and at the end of each shift. Backup storage
locations will be determined by local procedures and will be readily available for use during systemor network down time. All Maintenance Control personnel will be familiar with the process of
performing an AADB Backup.
NOTE: Airborne Mine Countermeasures (AMCM) Maintenance Control is responsible formaintaining an Equipment Discrepancy Book (EDB) for each AMCM system.
5.1.5.4 Naval Flight Information Record (NAVFLIR) (OPNAV 3710/4). NAVFLIR entry into
NALCOMIS is crucial to flight time accuracy and the Safe for Flight (SFF) certification process.
Maintenance Control will ensure the pilot or aircraft commander enters NAVFLIR into OOMA
immediately after each flight. The pilot or aircraft commander is responsible for complete andaccurate NAVFLIR data.

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NOTE: If successive flights occur during operations away from home base, for example,
during a cross-country flight, and the pilot documents each flight on individual
NAVFLIRs vice documenting them as multiple legs on one NAVFLIR, MaintenanceControl will ensure a separate “A” sheet for each NAVFLIR is entered into OOMA
with any maintenance actions that occurred. This will allow for the proper alignmentof the last ten “A” Sheets, flight records and work order documentation within the
OOMA AADB. In such cases the pilot’s name and grade should be entered into theReleased by and Accepted blocks with a brief explanation in the Special Equipment
Box, for example, “Cross Country Flight.”
5.1.6 Releasing and Accepting Aircraft for Flight. Two of the most critical responsibilities of
Maintenance Control are certifying and releasing an aircraft Safe for Flight (SFF) and theacceptance of the aircraft by the aircrew. Attention to detail in these processes is essential toensuring the integrity of the aircraft for flight and the safety of the aircrew.
5.1.6.1 Designation to Certify Aircraft Safe For Flight (SFF). The Commanding Officer (CO)will designate in writing all personnel authorized to certify aircraft SFF. Prior to being designatedto certify aircraft SFF, personnel must complete all Maintenance Control manager training specifiedin paragraph 5.1.2.1.a. and 5.1.2.1.b.
NOTES: 1. Commanding Officer certification in Aviation Skills Management (ASM) meetsthe requirement for written designation of personnel authorized to certify aircraft
SFF.
2. Contractor personnel authorized to certify aircraft SFF will be designated inwriting by the Contractor Site Manager.
5.1.6.2 Safe For Flight Certification. Prior to releasing an aircraft for flight, the individual
certifying SFF must comply with the following minimum requirements:
a. Review the AADB and verify all outstanding discrepancies for accuracy, including thecorrect EOC applied per the applicable Mission-Essential Subsystem Matrix (MESM), correct
maintenance status, and all tools accounted for.
b. Verify all downing discrepancies and flight safety Quality Assurance (QA) inspections are
signed off.
c. As applicable to the flight, verify Preflight, Daily, Turnaround, and Postflight inspections
were completed, and are current (paragraph 5.3.5 and Figure 5-2) and correctly documented on the
Preflight/Daily/Turnaround/Postflight Maintenance Record (OPNAV 4790/38) (Figure 5-3).
d. Verify fuel samples were taken and inspected per T/M/S maintenance technical manuals.
Specific intervals for fuel samples are listed in the applicable aircraft maintenance requirement cards(MRC). Unless otherwise specified in aircraft MRCs, fuel samples must be taken within 24 hours
preceding the aircraft’s initial launch and are valid for no more than 24 hours.
e. Review Engine/Gearbox Oil Consumption Records and verify each engine or gearbox
consumption is within the limit specified in the maintenance technical manuals (as required).
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f. If the aircraft has an onboard Health Monitoring System (HMS), such as the F/A-18 and EA18 Automated Maintenance Environment (FAME), review the BUNO HMS data and verify all
required actions were taken and documented per applicable T/M/S policy and maintenance technicalmanuals.
g. Verify aircraft Weight & Balance (W&B) forms have been updated.
h. Verify pending Forced Removals, Scheduled Inspections and issued Corrosion Treatment
work orders are within compliance requirements.
i. Verify status of all personal ALSS for the scheduled aircrew for the event using ALSS VEDs
and the Outstanding Transaction Report (OTR).
j. Verify Flight Hour accuracy by review of previous ten Aircraft Inspection and Acceptance
Records (OPNAV 4790/141) and the OOMA Flight Summary report.
k. Verify there are no overdue TDs by reviewing the OOMA Outstanding Technical Directives
Report against the compliance times listed in the MMP.
l. Verify AADB summary pages are backed up in PDF format prior to flight.
m. Verify the aircraft has no Partial Mission Capable (PMC) limitations related to the assigned
flight, as specified in the Mission Essential Subsystem Matrix (MESM). Maintenance Control will
brief the aircrew on all aircraft limitations, regardless of mission assigned.
NOTE: UAS Control Stations are not required to be released Safe for Flight separately fromthe unmanned aircraft (UA). UAS Naval Air Training and Operating ProceduresStandardization (NATOPS) preflight and system check procedures must be
performed before the Control Station is utilized. Safe for Flight personnel will verify
the Control Station is fully operational prior to signing off Safe for Flight.
5.1.6.3 Aircraft Inspection and Acceptance Record (OPNAV 4790/141) (Figure 5-4). An
Aircraft Inspection and Acceptance Record (OPNAV 4790/141) is required for each flight. The
Aircraft Inspection and Acceptance Record will remain at the place of first takeoff. If the aircraft isin transit and being certified by an activity other than the parent squadron (transient line, Depot FRC
flight test, etc.), the OPNAV 4790/141 record will be retained by the activity that released theaircraft and a copy will be forwarded to the parent squadron for entry into OOMA. Prior toreleasing the aircraft to the aircrew, the person certifying the aircraft SFF will verify the AircraftInspection and Acceptance Record has been filled out as follows:
Block 1 - BUNO. Enter the aircraft BUNO.
Block 2 - T/M/S. Enter the aircraft T/M/S.
Block 3 - RPT. CUST. Enter the aircraft reporting custodian.
Block 4 - OXY. Enter total gaseous or liquid oxygen on board. Not applicable to aircraft withan on board oxygen generation system.
Block 5 - FUEL. Enter grade and quantity of fuel.
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Block 6 - OIL. Enter grade and quantity of oil added to each engine.
NOTE: Due to system limitations, the OOMA AADB Aircraft Inspection and Acceptance
Record (OPNAV 4790/141) does not calculate oil consumption for equipment that
does not require servicing after each flight. T/M/S that cannot use the oil
consumption functionality should disable it in OOMA under the Configuration
Management inventory properties for the engines. Additionally, servicing will beannotated under the Special Equipment or Limitations block within the AADBOPNAV 4790/141.
Block 7 - DATE. Enter date of pilot-in-command acceptance.
Block 8 - ORDNANCE/SPECIAL EQUIPMENT/UAS CONTROL STATIONS/UASLAUNCH AND RECOVERY EQUIPMENT/LIMITATIONS/REMARKS. This section
informs the pilot of ordnance and special equipment loaded on the aircraft, and uncorrecteddiscrepancies or unique characteristics of the aircraft. For UAS, this section will also list theNomenclature and S/N for the UA, UAS Control Stations, launch equipment, and recovery
equipment. To certify ordnance and associated AAS are SFF, enter the aircraft’s weapons
stations, all loaded ordnance and quantities, to include countermeasures/weapons/stores.
Maintenance Control will initiate work orders to install all ordnance and associated AAS
applicable to the mission. A Quality Assurance/Safety Observer (QA/SO) must inspect andcertify the aircraft configuration using the corrective action block of work orders initiated by
Maintenance Control. The person certifying the aircraft Safe for Flight will enter the aircraft
configuration for ordnance previously certified by the QA/SO via work orders. MaintenanceControl must verify the QA/SO certification has been completed prior to certifying the aircraft
Safe for Flight. Subsequent QA/SO certifications are not required after the initial QA/SO
certification as long as no ordnance or AAS configuration changes have occurred. This
includes, but is not limited to, hot seat crew changes and cross country flights..
NOTES: 1. Ordnance capable aircraft with no ordnance or AAS installed do not require a
QA/SO certification. The person certifying the aircraft Safe for Flight will enter
the statement “No ordnance or AAS installed.” Empty countermeasures containers
are considered AAS.
2. T/M/S aircraft with no ordnance capability are exempt from QA/SO
certifications.
3. Units unable to meet QA/SO requirements due to manpower constraints must
submit a waiver request to TYCOM/RC via Chain of Command as per
OPNAVINST 8023.24 for Navy and via MCO 8023.3 for Marine Corps for an
ordnance certified QAR or CDI to conduct QA/SO certifications.
Block 9 - SIGNATURE OF PLANE CAPTAIN. OOMA SMQ or printed name, rate or rank,
and signature of the plane captain who inspected the aircraft.

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NOTE: In the case of multiple Plane Captains performing inspections, the Plane Captainsigning the Plane Captain signature block is responsible for ensuring all steps of theinspection have been performed and documented.
Block 10 - SIGNATURE. OOMA SMQ or printed name, rate or rank, and signature of theperson certifying the aircraft Safe for Flight. If the aircraft is away from home and T/M/S
specific SFF certification personnel not available, the pilot-in-command must sign Block 10 tocertify the aircraft is SFF. Signature requirement for Hot Seat Crew Change is covered inparagraph 5.1.6.4.b.
Block 11 - SIGNATURE OF PILOT IN COMMAND. OOMA SMQ or printed name, rank, andsignature of the pilot accepting the aircraft.
5.1.6.4 Release of Aircraft for Hot Seat Crew Change. “Hot Seat" crew change is an operational
evolution where a manned aircraft returns from flight in an “up” status, the engine(s) remain
operating, the pilot in command is changed, and the aircraft is immediately re-launched.
a. Successive Hot Seat crew changes may occur until the expiration of the Daily Inspection or
until the aircraft requires any scheduled or unscheduled maintenance or inspection that requires theaircraft to be shut-down.
b. Maintenance Control must complete a new Aircraft Inspection and Acceptance Record(OPNAV 4790/141) (Figure 5-4) for each Hot Seat evolution. The term "Hot Seat" must be enteredin Block 8, and the new pilot in command must review the ADB and sign Block 11, and thedebarking pilot must sign Block 10. Performance of these actions will signify a physicalcontinuation for flight of an inspected, serviced, and certified SFF aircraft with a change in pilot incommand.
NOTES: 1. Shutting down the aircraft engine(s) after landing and prior to or after a Hot Seatcrew change negates the Hot Seat evolution and requires a Turnaround Inspection
prior to relaunch.
2. Single engine, fixed-wing aircraft may conduct a Hot Seat crew change with theengine shutdown, provided the APU remains operating from time of landing torelaunch. The T/M/S aircraft FST and Wing must provide specific procedures andrestrictions for single engine, fixed-wing aircraft Hot Seat.
3. An Unmanned Aircraft (UA) Hot Seat is an operational evolution where the UA
operator is changed while the UA is still airborne or while on deck with the engine(s)operating and the UA continues flight or is immediately re-launched. Finalelectronic copies of the Aircraft Inspection and Acceptance Record (OPNAV
4790/141) with all signatures will be maintained at the point of UA origin and a
hardcopy Aircraft Inspection and Acceptance Record (OPNAV 4790/141) must be
generated as reference for back fitting data into OOMA.
4. Hot weapons download or upload conducted in conjunction with Hot Seat crewchange will strictly comply with NAVAIR 00-80T-103 procedures.
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5.1.6.5 Release of Aircraft After Hot Refueling. Hot refueling is an operational evolution wherean aircraft is refueled after landing while the engine(s) is (are) operating and the aircraft isimmediately re-launched without a change in the pilot in command. Hot refueling does not require
a new Aircraft Inspection and Acceptance Record (OPNAV 4790/141). Only those portions of theturnaround inspection applicable to hot refueling and any other maintenance or servicing done
during the ground period must be complied with, as directed by Maintenance Control. This does not
limit commands from performing other inspections before re-launch, as they deem necessary.
Inspection or servicing intervals must not be exceeded during successive hot refueling evolutions.
All applicable NATOPS checklists must be complied with prior to re-launch.
5.1.7 Functional Check Flights (FCF). FCFs determine whether the airframe, power plant,
accessories, and equipment are functioning per specified standards while subjected to the intended
operating environment. FCFs are conducted when it is not possible to determine proper operation
by ground checks, for example, aerodynamic reaction, air loading, or signal propagation.
5.1.7.1 Mandatory FCF Conditions. The following conditions require an FCF unless specificrequirements have been established in the T/M/S aircraft NATOPS manual, or the User Logistics
Support Summary (ULSS) for commercial derivative aircraft. Operational commanders may
impose additional FCF requirements. Mandatory FCF conditions:a. Upon completion of acceptance inspection.
NOTE: Squadrons that deploy detachments are not required to perform an acceptance FCF
for aircraft transferred between the parent activity and its detachments.
b. After the installation, reinstallation or rigging of any of the following components:(1) Engine(2) Propeller or propeller governor(3) Major fuel system component(4) Helicopter engine drive train, transmission, or gearbox(5) Fixed or movable flight surfaces.
(6) Rotary Wings.
(7) Any flight-critical component subject to stress during flight that cannot be fully
operationally checked by ground operation.
NOTES: 1. FCF is not required when maintenance involves only the removal andreinstallation of connecting hardware without a change in adjustment or alignment.
In this case, the Work Order (WO) Corrective Action taken block must include astatement verifying the system was disconnected and reconnected without a change
in adjustment or alignment, and a ground functional check was accomplished.
2. FCF is not required on fixed or movable flight surfaces if removal andreinstallation of quick-disconnect on aft sections of gas turbine engine aircraft when
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no work that requires an FCF is performed on the flight surfaces of the removed
section. Refer to T/M/S specific technical manuals for FCF requirements.
3. FCF is not required for installation or reinstallation of exhaust gas vectored
thrust nozzles (hot and cold) accomplished by pin alignment that does not affect theadjustment of the nozzle.
4. FCF is not required on aircraft equipped with onboard automated rotor
vibration and diagnostic capability do not require an FCF after making small
incremental adjustments to minimize rotor induced vibrations, provided no othermaintenance actions that require an FCF were performed.
5. FCF is not required after the installation, reinstallation or rigging of any
component on commercial derivative aircraft if that system can be fully
operationally checked by ground operations as outlined in the ULSS and
MRC/MIM.
c. When an aircraft with a single primary attitude source per pilot station has had the attitude
indicator or display, attitude source, subsystem, or component removed, replaced, or adjusted.
d. When an aircraft with dual or multi-independent attitude reference sources has had theindicators or displays, attitude reference sources, subsystems, or components removed, replaced, or
adjusted in two or more of the attitude reference systems. Aircraft with four or more independent
attitude reference sources in which two sources are known good, and the integrity of those twosources has not been jeopardized, do not require an FCF.
e. When any mandatory FCF condition cited in the applicable NATOPS manuals occurs.
f. When an aircraft that has not flown in 30 or more days is returned to flight status.
g. When directed by technical manual, Technical Directive, or MRC.
NOTES: 1. UAS only require an FCF for acceptance inspection, after completion of standard
rework, and when not flown for 30 days or more. Additional FCFs will be
performed as directed by the applicable UAS NATOPS manual.
2. The CO must determine if an FCF is required when an aircraft undergoes
Aircraft Battle Damage Repair (ABDR), paragraph 10.26. If an FCF is required
due to ABDR, the CO will specify the scope of the FCF.
3. FCFs are not required after completion of Phase Inspections unless maintenanceperformed during the Phase Inspection meets a mandatory FCF condition.
h. Upon completion of standard depot rework (Phased Depot Maintenance), regardless of where
the standard rework was performed.
(1) FCFs for aircraft that completed standard depot rework within a Depot Fleet ReadinessCenter (Depot FRC) facility are normally performed by military pilots and aircrews assigned to the

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Depot FRC. When required, designated FCF qualified military aviators assigned to othercommands may be used.
(2) Aircraft that completed standard depot rework within the depot facility will have flight
profile requirements prescribed in the rework specifications and appropriate T/M/S NATOPS for theaircraft. The Depot Aviation Safety Officer (ASO) and the Depot Flight Check Officer will
coordinate FCF standards and requirements with the various divisions of the depot Quality
Department ensure the applicable safety of flight, quality, and reliability standards are met prior todesignating an aircraft ready for depot FCF, including aircraft released to the accepting activity at
the depot prior to or after the depot FCF.
(3) FCFs of commercially reworked aircraft may be accomplished by contractor orgovernment personnel as specified in the rework contract. If a government FCF is required after acontractor’s FCF, unnecessary duplication of checks successfully conducted and documented by thecontractor will be minimized.
(4) All depot FCF pilots and aircrew members must be designated in writing by the depot
CO, or by the head of the facility if it is commercial rework facility.
NOTES: 1. Aircraft that undergo on-site depot in-service repair or modification do not
require an FCF unless the depot repair or modification process entailed amandatory FCF requirement.
2. For commercial derivative aircraft that are commercially reworked, the FCF
may be tailored to only those systems that cannot be fully operationally checked byground operations.
5.1.7.2 FCF Checklists. NAVAIR issues FCF checklists based on FCF procedures contained in
the applicable NATOPS manual. Procedures:a. If an aircraft does not have a NAVAIR FCF checklist, the activity must prepare an FCF
checklist to record the following information, at a minimum:(1) Required instrument indications(2) Satisfactory or unsatisfactory performance of all listed items or systems(3) Detailed comments and recommendations concerning the flight
NOTE: Deleting or modifying requirements of an FCF constitutes a modified FCF andrequires joint concurrence of the Functional Check Pilot, Maintenance Control, andQuality Assurance. Deleted or modified steps will be annotated and initialed in the
FCF checklist.
b. The checklist for the last completed FCF for each type of FCF profile dictated by T/M/S
NATOPS must be routed through QA and retained in the aircraft’s historical file. For example, if
NATOPS contains profiles A, B, C, and D, the aircraft historical file will contain the last completed
FCF checklist for each of these profiles. In the event that a complete profile B and C are flown in

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one FCF and documented on one FCF checklist, the one completed checklist will replace both the B
and C profiles in the aircraft historical file.
NOTE: A modified FCF profile is not a complete profile. The completed FCF checklist foreach FCF performed with a modified profile will be maintained as a separate FCF
checklist in the aircraft historical file until completion of the full profile. For
example, the FCF checklist for a modified Profile B must be maintained on file until
completion of the next full Profile B.
c. Pencil entries in the FCF checklist by the aircrew are acceptable while performing an FCF.
Upon completion of the FCF, QA will ensure the functional check pilot annotates all entries in pen.
5.1.7.3 FCF Procedures
a. At the discretion of the CO, FCFs may be flown in combination with operational flights(check and go), provided the operational portion is not conducted until the FCF requirements havebeen completed and documented in the FCF checklist.
NOTE: Combining a post-depot rework FCF with an operational flight is prohibited.
b. Pilots and crew members who perform FCFs must be qualified per OPNAVINST 3710.7 andthe applicable aircraft NATOPS manual.
c. Maintenance Control will coordinate an FCF brief by QA and work center personnel to pilots
and crew members, prior to releasing the aircraft for flight. As a minimum, the FCF brief mustcover the maintenance performed, the checklist requirements for the FCF, and the expected results.
d. FCFs will be conducted with the minimum crew necessary to accomplish the check flight
objectives.
e. FCFs will be conducted per the criteria established by the applicable aircraft NATOPS
manual.
f. The pilot and any other crew members required to operationally check systems covered by the
FCF will annotate the FCF checklist, and debrief Maintenance Control, QA and work center
personnel on the results.
g. In the event an FCF cannot be completed, the FCF may be continued using the same pilot ora different pilot. The original FCF checklist will be used. When a new pilot performs thecontinuation FCF, they will determine which elements of the previously completed portions of the
FCF must be performed again. Each pilot will initial next to each completed step that they perform.
Pre and post-FCF briefs are required.
5.1.8 Aircraft Cannibalization Management. Aircraft cannibalization is the removal ofserviceable materials, parts or components from one aircraft for installation into another aircraft.
Cannibalization is an acceptable management choice only when necessary to meet operational
objectives. Commands are responsible for eliminating unnecessary cannibalization that provides nobenefit to mission accomplishment. Conditions:5-16

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a. Under no circumstance will cannibalization be performed to create a pool of RFI parts forgeneral use to support flight operations or detachments.
b. Egress system cannibalization will be minimized. Cannibalization of egress system
cartridges, Cartridge Actuated Devices (CADs) , and Propellant Actuated Devices (PADs) requires
Wing or MAG approval.
c. Maintenance Control will direct all cannibalizations by initiating a cannibalization WO. The
WO will use the most appropriate cannibalization malfunction code (Appendix E) for thecircumstances justifying the cannibalization decision. If the cannibalization requires Wing or
Aircraft Controlling Custodian (ACC) approval, the approval notification will be cited in the
Discrepancy block, for example, “Cannibalization approved by (Wing or ACC, and Rank and Nameof approver) via email 01Feb2017.”
d. Authority for cannibalization between squadrons within the same Type Wing or MAG will
be requested via email from the requesting unit Maintenance Officer to the Wing or MAG
Maintenance Officer. Cannibalization requests will include: Estimated delivery date (EDD) of therequired component or equipment; supply system stock posture; and the effect the cannibalization
will have on the operational readiness of the recipient unit. The approving Wing or MAG will
direct the cannibalization action via email to the providing and recipient units, and will include thesupporting supply activity, operational chain of command, and the ACC as info addressees.
e. Requests to cannibalize aircraft that have been non-mission capable in excess of 90 days oraircraft assigned to different Wings or MAGs must be requested via email from the Wing or MAG
Commander to the ACC. The Wing will obtain concurrence of need to cannibalize from the
supporting supply activity prior to submitting the request. Approval authorities:(1) COMNAVAIRFOR (N421/N423) is the approval authority for COMNAVAIRFOR
aircraft or equipment. Email requests to: cnaf_flt_canns@navy.mil.
(2) COMNAVAIRFORES (N42) is the approval authority for Reserve aircraft or equipment.
Email requests to: cnafr_cann.fct@navy.mil.
(3) COMNAVAIRSYSCOM Aircraft and Support Equipment Branch is the approvalauthority for COMNAVAIRSYSCOM aircraft or equipment.
(4) CNATRA (N421) is the approval authority for CNATRA aircraft or equipment.
f. Requests to cannibalize aircraft that are out of reporting (OOR) for Material Condition
Reporting Status (MCRS), will be sent to the respective ACC approval authority via email. ACC
authorization is also required for diversion of RFI aircraft components intended for aircraft orequipment undergoing a depot rework event, for example, diversion of an RFI component from a
depot production line to a fleet activity.
g. Squadrons, Type Wings, and MAWs must monitor and trend cannibalization actions. As aminimum, cannibalization monitoring will include:(1) Total number of cannibalizations
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(2) Cannibalization actions per 100 sorties(3) Total direct maintenance man-hours (DMMH) used for all cannibalizations(4) Number of cannibalizations by Malfunction Code (812, 813, 814, 815, 816, 817, 818).
(5) Top five cannibalized items(6) Total maintenance man-hours used for cannibalization for each Top 5 cannibalized itemNOTES: 1. Naval messages or letters will be used to request approval to cannibalize only if
the activity has no email connectivity.
2. When deployed, the CVW or ACE Maintenance Officer will assume Wing
responsibilities for cannibalization management.
5.1.9 Phase Inspection Management
5.1.9.1 Preparation. Maintenance Control is responsible for planning, coordinating, anddocumenting accomplishment of phase inspections. The MMCO or MMCPO will hold a planningmeeting in advance of each phase inspection. The Phase Inspection supervisor and representatives
from QA, Material Control, and applicable work centers will attend the meeting. The purpose of themeeting is to cover all maintenance actions that need to be completed in conjunction with the phase.
The following will be accomplished at the planning meeting:a. Review the outstanding TD report, Component Removal Due Report (CRDR), the CAD PAD
Installed Explosive Device report, and all outstanding scheduled and unscheduled maintenance for
the BUNO aircraft, and verify time or cycles data and next removal date or time. Any TD
compliances, component and explosive device replacements, and any scheduled or unscheduled
maintenance that must be complied with during the phase inspection will be added to the Sequence
Control Card (SCC).
b. Review material requirements and validate availability.
c. Review component inventory requirements.
5.1.9.2 Phase Inspection Crew. Maintenance Control will assemble a Phase Inspection crew
comprised of a Phase Inspection supervisor and maintenance personnel from the necessary ratingsor MOS. Requirements:
a. The Phase Inspection supervisor is responsible for coordinating accomplishment of the Phase
Inspection. The Phase Inspection supervisor will be assigned for the duration of the inspection.
Prior to assignment, Phase Inspection supervisors must complete the Maintenance Control
management course requirements of 5.1.2.1.a.
b. Maintenance personnel may be assigned to the crew for the duration of the inspection or asneeded during the inspection, based on the amount of workload in their rating specialty. The crew isnormally temporarily assigned for individual phase inspections. Larger squadrons may determine it
to be more advantageous to establish a permanent Periodic Maintenance Branch (Work Center 140)
when the number of aircraft assigned results in a consistent inspection workload.
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5.1.9.3 Phase Inspection Management. Upon commencement of the phase inspection, the phasesupervisor is responsible for managing all aspects of the inspection, to include coordinating theSCCs, directing workload, coordinating material requirements, coordinating work requests andassistance from other activities, and completion of related documentation.
NOTE: Cannibalization actions and Project/Priority Codes assignment required during thephase will be directed by Maintenance Control managers, only (5.1.2.1).
5.1.9.4 Phase Inspection Documentation. Documentation of the phase inspection will beconsolidated into a Phase Maintenance Package. The package will be maintained in the aircraft
historical file for one complete phase cycle. The package will contain:
a. The amended SCCs.
b. A copy of the verified CAD PAD Installed Explosive Device report.
c. A copy of the verified Component Removal Due report.
d. A copy of the verified NA500C, Aeronautical Technical Directive Index Report, per10.10.3.5.e.
e. Serial Number verification, per 8.3.3.3.
5.1.10 Phased Depot Maintenance (PDM) Preparation. Maintenance Control must perform thefollowing actions prior to delivery of aircraft to PDM:
a. No later than one month prior to the scheduled induction date, the MMCO will prepare andsubmit a Phased Depot Maintenance Special Work Request (OPNAV 4790/65) to the cognizant
Wing or MAG Maintenance Officer. The Type Wing or MAG MO is responsible for reviewing andforwarding the form to the ACC T/M/S Aircraft Class Desk for final approval and forwarding to the
NAVAIR Program Office. PDM Special Work Requests for aircraft going to commercial rework
activities will include a copy to the Contract Administration Office (CAO) at the rework activity.
(1) Blocks A through L, O, Q, and R, are completed by the reporting activity.
(2) Blocks M and N TD information will be filled in by the rework activity.
(3) Special work items requested in block O will be listed in order of priority.
cost.

(4) Special request items are workload over and above the planned PDM and result in extra(5) Special work will only be requested for maintenance actions beyond the capability of theoperating activity and its supporting I-level activity, such as incorporation of D-level changes ormodifications, correction of continuing or recurring discrepancies, special painting whiledisassembled, and tests that require D-level equipment.
(6) The rework activity and the ACC PDM Liaison Officer will mutually decide which of theitems will be performed during PDM.

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(7) COMNAVAIRSYSCOM activities will also provide information on peculiar aircraft
instrumentation and configuration data that will assist the rework activity with processing theaircraft.
b. Remove all loose gear not required during the rework process and, if applicable, annotate theinventory log.
c. Remove all ammunition.
d. Remove all pyrotechnics, except those required for flight safety.
e. Remove all classified material and equipment.
f. Perform an aircraft transfer inspection per paragraph 5.4.2.
g. If transferring the aircraft to the depot, provide up-to-date logbooks and CM ALS and othernecessary records. Verify all entries are current as of the date of delivery. Verify all MSR, ASR,
EHR, and SRC cards are inventoried and verified against installed equipment. Refer to paragraph5.4.2 for aircraft transfer procedures.
h. Deliver SE with the aircraft as prescribed in the PDM rework requirements, for example, jury
struts, landing gear ground safety locks, and intake covers.
i. Deliver aircraft to the rework activity no later than 1200 of the day prior to the scheduled
induction date. Refer to paragraph 5.4.3 for aircraft ferry procedures.
NOTES: 1. Depot rework Fixed Induction Dates (FID) or Period End Dates (PED) can only
be adjusted by the CNO (N980L). Refer to OPNAVINST 3110.11.
2. “Special” Rework is non-PDM, non-recurring depot rework performed as
required. Examples of Special Rework include modifications, conversion, and major
repairs that cannot be performed in the field. Refer to Appendix A for fulldescriptions of Standard and Special Rework.
3. Depot field team In Service Repair (ISR) and Planner and Estimator (P&E)
services are not categorized as depot rework.
4. For the few remaining T/M/S aircraft not converted to Phased Depot
Maintenance, refer to 10.43 for information on P&E services for Depot Aircraft
Service Period Adjustment (ASPA) evaluations and Depot Material Condition
Inspections (MCI).
5.2 Intermediate Level (I-Level) Production Control. I-level Production Control is responsible
for managing the receipt, repair, and issuance of engines, components, aircrew survival equipment,
support equipment, and other I-level services. Production Control includes Production Control(Work Center 020, often referred to as “Main” Production Control) and Division Production
Controls (Work Centers 024, 025, 026, 027, 028, and 029), commonly referred to as “Satellite”
Production Controls.

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NOTE: Division PCs are not required. Division PCs will be established only if Main PC isunable to effectively manage the Division’s workload due to scope, volume, andcomplexity.
5.2.1 Production Control Manning
5.2.1.1 Production Control Managers. Production Control Managers are personnel assigned to
Production Control to manage workload requirements and maintenance priorities. Production
Control Managers are the MMCO/PCO, MMCPO/LCPO, and Production Controllers. Production
Control Manager qualifications:a. Complete the IMA Production Control course (C-555-0043).
NOTE: IMA Production Control course (C-555-0043 Version D) consolidated IMA
Production Control and the old IMA Power Plants Production Control course (C555-2021) into one course. C-555-0043 Version D became effective 25 May 2020.
Personnel that previously completed earlier versions of C-555-0043 do not have totake the new C-555-0043 Version D course to remain qualified for assignment to IMA
Production Control. Personnel that previously completed the IMA Power Plant
Production Control course C-555-2021 do not have to take the new C-555-0043
Version D course to remain qualified for assignment to IMA Power Plants
Production Control.
b. Complete the following configuration management courses, as applicable to theirassignment:(1) Configuration Management for Organizational and Intermediate Activities course(C-555-0059)(2) Support Equipment Configuration Management (C-555-0057)(3) Aviation Life Support System Configuration Management (C-555-0056)
c. Complete a local JQR covering the following areas, as a minimum:(1) AMSU procedures (6.7.3.2)(5.2.3)(2) Buffer Management Tool (BMT) utilization for workload prioritization and execution(3) Individual Component Repair List (ICRL) management (10.20)(4) Cannibalization management (5.2.6)(5) Awaiting Parts (AWP) Unit operation familiarization (6.5.13)(6) Beyond Capability of Maintenance (BCM) initiation and approval (5.2.5)(7) Broad Arrow initiation and tracking (5.2.8)

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NOTE: I-Level Work Center Supervisors will also complete BMT training to become familiar
with the BMT functions and report options.
5.2.1.2 Support Personnel. Production Control support personnel are personnel assigned to
Production Control to perform routine administrative actions. For example, Special Inspection
Initialization, Logs and Records functions, NALCOMIS database upkeep and Auto Log Set
management. Typical Production Control support personnel assignments include:a. Maintenance Clerk
b. Logs and Records
c. Database Administrator/System Administrator
d. Technical Directive Coordinatore. SE PMS Coordinator5.2.2 I-Level Monthly Maintenance Plan (MMP)
5.2.2.1 The I-level MMP is a forecast of maintenance workload with information on relatedplanning factors. The I-level MMP will contain a month-by-month plan to accomplish majorscheduled maintenance due for the next three months, and will contain the following enclosures, asa minimum:
a. Projected schedule of items to be inducted for check and test from supported squadrons,
weapons departments, air departments, and supply activities (as applicable).
b. Projected Non-Destructive Inspection (NDI) requirements.
c. Chronological schedule of due dates for major scheduled inspections, maintenance, andcalibration requirements for shop installed equipment and facilities. For example, Test standhydrostatic and pneumatic testing; Environmental Protection Agency (EPA) certification; engine
test cell correlation; overhead hoist load testing; and Test, Measurement, and Diagnostic Equipment(TMDE) calibration.
d. Active Technical Directives and directed compliance timeframe, listed in two separate
enclosures:(1) I-level and D-level TDs applicable to the IMA’s equipment and systems(2) TDs applicable to supported engines and components, to include I-level TDs and D-levelTDs with a compliance timeframe of next I-level repair or based on operating timee. Forced removal items for SE and shop-installed equipment, for example, hoses and cylinders.
f. Operational factors anticipated to affect the production effort, such as supported activity
training detachments or deployment that will cause an increase or decrease in the volume ofworkload (unclassified, only).

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NOTE: Copies of NALCOMIS reports or other maintenance data sources may be used in the
MMP. The MMP may also cross-reference the location of the information, forexample “Calibration information located in the MEASURE Format 800 Report.” If
the MMP cross-references information, Production Control must maintain a copy
(either hard copy or electronic copy) of each referenced document used to build thecurrent month’s MMP.
5.2.2.2 The Maintenance Material Control Officer (MMCO) or Production Control Officer (PCO)
will prepare the MMP and brief the Maintenance Officer for signature no later than five working
days prior to the first month covered in the MMP. The Assistant Maintenance Officer (AMO) andthe Maintenance Master Chief (Navy) or Aircraft Maintenance Chief (Marine Corps) will attend thebrief. The brief will include:a. Progress in achieving the current month’s maintenance scheduleb. Scheduled maintenance for the upcoming month, with emphasis on maintenance that will
impact production
c. Operational factors anticipated to affect the production effort
d. Current and projected problems in meeting production
5.2.2.3 Production Control will maintain a working copy of the MMP and annotate changes anddeviations from the schedule as they occur.
5.2.3 Workload Prioritization
5.2.3.1 Production Control will direct priorities for inspection, repair, testing, certification,
modification, and manufacturing of all aeronautical components inducted into the IMA, including
work requests. All workload, including off-equipment maintenance, component and sub-component
repair, and work in support of the Weapons Department will be assigned one of the following
priorities:
a. Priority 1 - Required to fill an outstanding NMCS or PMCS requisition (EXREP), NMC or
PMC work request, or NMC or PMC test equipment requirement. Additionally, Priority 1 isassigned to all work requests from activities within 30 days of deployment, regardless of NMC or
PMC status. All Buffer Status Red (BSR) and 0-Design components, including local repair cycle
assets (LRCA), will be Priority 1.
b. Priority 2 - Items that are Buffer Status Yellow, to include local repair cycle assets (LRCA)
and items of SE or test equipment.
c. Priority 3 - Items that are Buffer Status Green, to include Local Repair Cycle Assets (LRCA),
items of SE or test equipment, and repair or manufacture of material not in NMC or PMC status.
d. Priority 4 - Processing salvaged material and non-aeronautical work.

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NOTES: 1. The Aeronautical Material Screening Unit (AMSU) assigns the work priority toeach Maintenance Action Form (MAF) at time of induction, per the procedures ofparagraph 16.1.3.1.
2. Production Control will adjust work priorities as deemed necessary, for example
prioritizing inspection or repair of items required to support an upcoming training
event or deployment.
3. All items inducted under a single Family Group Code (FGC) will have the samepriority. For example, if one item within the FGC has a management code of ER,
then all items in that FGC will be priority 1.
5.2.3.2 The Buffer Management Tool (BMT) will be used to prioritize production. Production
Control will:a. Use the Abbreviated or Detailed Active TRR Report to monitor daily workload.
b. Use the Physical Buffer Reports to manage daily workload in components divisions.
c. Review the EXREP report (Detailed Active TRR Report with “ER” Management Code
Selected) to determine if other components of the same Family Group Code are in the repair process
and which items should be prioritized to fill EXREP requisitions as quickly as possible.
d. Align workload priorities to inventory allowances and customer demand by conducting
historical repairable component time to reliably replenish (TRR) analysis, utilizing the Historical
Detailed TRR Analysis Report to identify improvement opportunities. For example, if historical
data indicates a specific Work Center or Family Group Code (FGC) consistently does not meet
(TRR), adjustments must be made in order to avoid out of stock (EXREP) conditions.
e. Monitor items in the Black color zone on the Detailed Active TRR or other reports anddetermine constraint to production. The Black color zone indicates items that have exceeded theestablished TRR (Design TRR), which is usually due to problems with awaiting parts, equipment,
assistance from other work centers, disposition instructions, or lack of personnel. Verify the Job
Status (JS) is correct and any workable MAFs (M3) are put into the work cycle to complete themaintenance action.
f. Conduct AWP validation by using the BMT AWP Reconciliation Reports to track status of
supply requisitions.
g. Use the Daily Production Report to coordinate turnover between work shifts.
5.2.4 Component Repair
5.2.4.1 Production Control will direct repair to the full extent of the IMA’s capabilities for allcomponents with Source Maintenance and Recoverability (SM&R) code indicating I-level
capability.

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NOTE: SM&R Code errors will be immediately reported to the TYCOM Class Desk
responsible for the T/M/S aircraft/engine/equipment. SM&R code errors for Aircraft
Armament Systems (AAS) will be reported to the TYCOM AAS Class Desk.
5.2.4.2 Non-RFI Field Level Repairables (FLRs) with SM&R code PAOOO will be processed
through the IMA for review of potential to repair. If Production Control determines repairs are
economically possible in consideration of the replacement cost of the item, the ICRL capability code
will be listed as C1 or C3 (as determined by Maintenance Control) and the IMA will submit arecommendation to change the SM&R Code to PAOOG or PAOOH. If Production Control
determines repairs to a particular PAOOO NIIN are not economically feasible, the ICRL capability
will be listed as X1 and the local field will be annotated "1Y RevComp." Once the PAOOO item iscoded X1, supported O-level activities are no longer required to turn-in the item and may locallydispose of the material.
5.2.4.3 IMAs will perform test, check and repair of items covered under a Performance Based
Logistics (PBL) contract to the extent specified in the SM&R Code. If a PBL item has an SM&R
code with a "G" or "H" in the 4th position, the IMA will test and repair the item per the
specifications in applicable I-level technical manuals, including Progressive or Gold Disk test
routines that the I Level has capability to perform.
5.2.5 Beyond Capability of Maintenance (BCM)
5.2.5.1 BCM Codes. Production Control is responsible for applying the most appropriate BCM
Action Taken Code to components that cannot be repaired. BCM Action Taken Codes:
a. BCM 1 - Repair Not Authorized. The activity is specifically not authorized to repair the item
in applicable directives, for example, required maintenance function not assigned by SM&R code,
maintenance plan, technical manual, or other reference.
NOTE: BCM 1 will not be used for components with an F, G, or H in the 4th position of the
SM&R code, which indicate I-level maintenance is authorized by F-Afloat IMAs, GAfloat and Ashore IMAs, and H-Shore based IMAs. Use X2, X3, X6 or X8, asappropriate to the constraint preventing repair. BCM Code 2, 3, 6, or 8 will be used
as most appropriate to the inability to repair. Additionally, ICRL Capability Code
X1 will not be used for components with F, G, or H in the 4th position of the SM&R
code. If BCM is required due to lack of SE, technical data, technicians or training,
ICRL Capability Code X2 must be assigned along with a Target Capability Code(TCC) and Target Capability Code Date (TCC DT).
b. BCM 2 - Lack of Equipment, Tools, or Facilities. The repair is authorized but cannot be
performed due to lack of equipment, tools, or facilities, for example, required equipment is on
IMRL but authorized quantity is zero, receipt of authorized individual material repair list (IMRL)
equipment not expected within 30 days (zero quantity on hand), return of required equipment from
repair or calibration not expected within 30 days, non-IMRL tools and equipment not on hand, lackof permanently installed facilities, or specifically directed by the ACC or TYCOM.

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c. BCM 3 - Lack of Technical Skills. The repair is authorized but cannot be performed due to alack of technical skills, for example, permanent billet will be vacant for more than 30 days;
temporary additional duty (TAD) billet will be vacant for more than 30 days; billet incumbent
absent (TAD, leave, etc.); formal technical training is nonexistent; formal technical training exists
but cannot be used due to lack of quota or funds; Rating, NEC, or MOS required is not reflected on
manpower authorization; or Rating, NEC, or MOS is on board but billet not assigned to IMA.
d. BCM 4 - Lack of Parts. Repair is authorized but cannot be performed because required parts
will not be available.
NOTE: BCM 4 will be used only when there is a replacement asset in the wholesale systemand the asset is required to resolve a material deficiency that is negatively affecting
an operational requirement. The unit requiring the material meets one of thefollowing Force Activity Designator (FAD) conditions: Designated FAD II or higher;
FAD III, but directly supporting a deploying or deployed FAD II unit; FAD III andthe lack of parts are preventing the unit from achieving specified aircraft readiness
requirements, e.g., Ready for Tasking (RFT).
e. BCM 5 - Fails Check and Test. The activity's authorized level of maintenance is limited tocheck and test only and repair is required.
f. BCM 6 - Lack of Technical Data. Repair is authorized but cannot be performed due to a lackof technical data.
NOTE: BCM 6 will only be used when Naval Aviation Technical Data and Engineering
Command (NATEC) and the TYCOM or MAW have acknowledged inability toobtain the required technical data within 30 days, does not exist or does not provide
adequate technical information. Use ICRL Capability Code X6 with accompanying
Target Capability Code (TCC) and Target Capability Code Date (TCC DT), per10.20.3.4.
g. BCM 7 - Beyond Authorized Repair Depth. Some level of repair beyond check and test isauthorized, but the maintenance function required to return the item to a RFI condition is not
assigned by SM&R code, MIMs, maintenance plan, or other technical decision.
h. BCM 8 - Administrative. Repair is not attempted due to an HMR EI exhibit, missing SRC
data that cannot be determined, item under warranty, repair costs exceed Aviation Depot Level
Repair (AVDLR) Net Price or replacement cost, excessive backlog, budgetary limitations, materials
in excess of requirements, or when specifically directed by the ACC or TYCOM. Conditions forusing BCM-8:(1) BCM 8 will be performed if the repair costs exceed the AVDLR replacement cost, unlessthe additional repair cost is justified due to a critical readiness shortfall.
(2) BCM 8 for excessive backlog will only be used when the BCM will result in improveddelivery time of a component needed to mitigate a critical readiness shortfall. BCM 8 will not be
used to improve a repair site’s TRR metric.

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(3) ACC approval is required to BCM 8 for materials in excess of requirements or due tobudgetary limitations.
i. BCM 9 - Condemned. A repairable item is so severely worn or damaged that repair is not
feasible, as determined by local maintenance personnel, or specifically directed by ACC or
TYCOM. The item is locally condemned and returned to the Supply Department for survey,
retrograde, or scrap (as appropriate) per applicable directives.
5.2.5.2 BCM Authorizationa. The MO will specify procedures for authorizing BCM actions in a Local Command
Procedure (Appendix D). The LCP will include direction on which billets can authorize BCM
Action Taken Codes 1, 5, 7, and 9.
NOTE: Authorization to BCM Aircraft Armament Systems (AAS) must be requested fromthe AAS TYCOM per COMNAVAIRFORINST 8380.2.
b. The CO/OIC/MO (shore based IMA) or AIMD Officer (CVN or L-class ships) must approve
all BCM 2, 3, 6, or 8 actions. Authority to approve BCM 2, 3,6, and 8 can be delegated to the
MMCO.
c. Navy I-level CO, OIC, and AIMD Officers will jointly approve BCM 4 with the station or
ship Supply Officer after confirming operational need with the Wing Maintenance Officer (TypeWing, CVW, or ACE). The CO is the BCM 4 authority for a MALS.
NOTE: BCM 4 authority cannot be delegated.
d. BCM authorization will be documented using a locally developed form (Figure 5-5).
NOTE: Once BCM is authorized, the component will be shipped within two working days tothe designated support point (DSP), designated rework point (DRP), or other activity
having repair or processing capability.
5.2.5.3 BCM MAF Documentation. Refer to 16.2.5.27 for BCM MAF documentation and parts
procedures.
5.2.6 I-Level Cannibalization Management. I-level cannibalization is an acceptable management
choice only when necessary to meet the readiness requirements of supported commands.
5.2.6.1 Production Control and the Aviation Support Division will co-develop procedures for
authorizing cannibalization. Conditions:5.2.6.2 Production Control is responsible for eliminating unnecessary cannibalization. Orders tocannibalize must come from Production Control. Production Control must enter the appropriate
malfunction code (Appendix E) when initiating a cannibalization WO. Production Control willassess the effectiveness of cannibalization by tracking related measurements, such as AWP time, YCode rate, Time to Reliably Replenish (TRR), and average maintenance man-hours percannibalization.

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5.2.6.3 To minimize opportunity for unauthorized cannibalization, AWM and AWP components
will be removed from work centers and stored in a centralized, controlled location. Whencentralized location of AWM items is not possible due to space limitations, AWM items may be
stored in the work centers. If bins are available, the exact location of the AWM item should bemarked on the MAF to facilitate location by AMSU.
5.2.7 I-Level Documentation and Logs and Records
5.2.7.1 Production Control is responsible for the complete and accurate documentation of work
performed per Chapter 15.
5.2.7.2 Production Control is responsible for the accuracy and currency of logs and records andassociated CM ALS, per Chapter 8. When satellite Production Controls are established, Logs andRecords and CM ALS will be maintained within the satellite Production Control work space.
5.2.7.3 Production Control will screen incoming WOs, Logs and Records and CM ALS for all
inspections and repairs required to be performed. Particular attention will be paid during theinduction of Work Requests submitted from other activities. The Work Request Removal Record(“E” block) must be verified with the ALS in NALCOMIS prior to starting the induction process.
Inductions with incorrect Cage, Part Number or Serial Number prevent the link between the I-level
Work Order and the ALS residing on the server. Forcing this action fails to update the inspection
due date and write to the inspection record of items.
5.2.8 Broad Arrow (BA) Reporting. All IMAs are responsible for Broad Arrow reporting. A
Broad Arrow Report (Figure 5-6 and Figure 5-7) will be submitted whenever an item of SE(bench/test set/operational test program set (OTPS)/rolling stock) is inoperative (loses its capability
to perform its designated function ) and the loss of function impacts, or potentially impacts, theability of the IMA to provide I-level support. The report will be submitted as soon as the BA
condition occurs. BA reports are exempt from communications MINIMIZE restrictions. A BA
report must be submitted even though there are no repair parts on order, for example, whenEngineering and Technical Services (ETS) assistance is required to analyze the problem or to makeadjustments or alignments. The BA brings attention to the lost capability and expedites assistance.
The BA report is not a substitute for an ETS request.
NOTES: 1. New construction ships will be exempt from BA Reporting until IMRL assets are
accepted by CNAL.
2. Inputting Broad Arrow data via AMSRR on activity’s Aircraft Material
Readiness Report (AMRR) and the BASE (Broad Arrow/Support Equipment)
module does not satisfy communication requirements of official Naval message. BA
reports must be submitted via official Naval message system such as AutomatedMessage Handling System (AMHS).
5.2.8.1 Broad Arrow Report Usage Not Mission Capable Project (NMC). Use NMC Project
Code ZF7 for all broad arrow categories and assign a GB series document number. BA Related
impact codes:

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C1: No impact on repair capability.
• Repair capability can be maintained with multiple or legacy test benches.
C2: Impact on repair capability.
• Repair turnaround time is able to meet customer demand rate.
• AWM backlog is low or none.
• Workaround may exist, but is unreliable.
C3: Significant impact on capability.
• Repair turnaround time does not meet customer demand rate.
• Workaround exists, but cannot meet demand.
• Supply reserves may exist, but are or approaching Pool Zero with on-board/on-station
replacement assets available but at critical level.
• No supply reserves, but no maintenance backlog with no on-aboard/on-station
replacement assets available and no immediate requirements exists.
C4: No capability to provide repair/calibration/service.
• 1 of 1 bench/test set/OTPS/rolling stock non RFU with no workaround.
• 1 of 2 bench/test set/OTPS/rolling stock RFU, but EXREPs cannot be cleared in a timely
manner.
5.2.8.2 Broad Arrow Report Numbering. For accounting purposes, BA report numbers will be a
two-part number. Part one will be the year the BA report is initiated and part two will be a three
digit sequential number starting with 001 for the first BA of the calendar year, for example, BA
report 2018001 followed by 2018002 followed by 2018003. If more than 999 reports are generated
in a calendar year start over with sequence number 001. The original BA report number should bereferenced in any follow-on correspondence, such as the BA Addendum, BA SEIS Report, BA
Requisition Completion Report. Multiple items that fall under different WUCs will be given
different BA report numbers. Multiple test benches with two or more stations down will haveseparate BA report numbers given to each station.
5.2.8.3 Broad Arrow Report for Automated Test Equipment (ATE) Malfunctions. ATE
malfunctions are often caused by failure of the Test Program Set (TPS) instead of failure in the basic
ATE. If failure is due to the TPS, the BA report must clearly cite the TPS element as the failed item
(as opposed to the bench itself). TPS consisting of multiple items such as an Interface Device (ID),
Test Fixture (TF), Holding Fixture (HF), Cable Assembly Set (CAS), and/or Accessory Set
individually reported in Support Equipment Management System (SEMS) will receive a separate
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BA report number identifying each IMRL item that is inoperative. If a second TPS should failaffecting additional components, a separate BA report must be submitted. Broad Arrow for ATE
and/or TPS are considered separate items and must receive separate BA reports and report numbers,
for example, the Broad Arrow for a CASS ALQ-99 TPS ID will have its own BA report number,different from the Broad Arrow report number for CASS itself. Additionally, if the CASS ALQ-99
TPS CAS requires repair, it would have its own BA report number to identify the two different
elements of the TPS affecting the BA condition.
NOTE: Only ACC or TYCOM may direct transfer or temp loan of an IMRL asset.
Operational Test Program Sets (OTPSs) for CASS Family of Testers (FoT) are not
IMRL. Therefore the BA reports must reflect the specific failed TPS IMRL item thatwould mitigate the condition driving the BA requirement. (See paragraph 5.2.8.8,
Broad Arrow Temporary Loan and Cannibalization.)
5.2.8.4 Broad Arrow Addendum. A BA Addendum (Figures 5-8 and Figure 5-9) will be
submitted when additional problems, directly related to the original failure, are detected. In mostcases a BA Addendum is submitted when additional repair parts are needed to solve the problem
described in the original message. However, a BA Addendum may also be appropriate to highlighta requirement for additional assistance, for example, Engineering and Technical Services (ETS),
technical data, and FRC field team. Additional parts should be annotated on the activity’s Aircraft
Material Readiness Report (AMRR) and the BASE (Broad Arrow/Support Equipment) module in
Aviation Management Supply and Readiness Reporting (AMSRR).
5.2.8.5 Broad Arrow Support Equipment In-Service Report. A Broad Arrow SEIS Report(Figure 5-10 and Figure 5-11) must be submitted when the SE is operational and no further
assistance is required.
5.2.8.6 Broad Arrow Requisition Completion Report. A Broad Arrow Requisition Completion
Report (Figure 5-12) must be completed within one day of receipt of parts required to resolve a BA
condition. If a BA SEIS Report can be submitted in the same one day period, the parts requisition
information may be included in the BA SEIS report and a separate BA Requisition Completion
Report is not required.
5.2.8.7 Broad Arrow Non-RFI Repairable components. Non-RFI repairable components related
to a BA condition that are beyond the IMA’s repair capability must be requisitioned. Requisitions
will be submitted and retrograde component will be preserved, packaged, documented, and shipped
within 24 hours. Shipment of retrograde parts will be made via fastest traceable means to theorganic or commercial Designated Rework Point (DRP) or Advanced Traceability and Control(ATAC) hub (as appropriate), unless otherwise directed by the ACC or TYCOM. ACCs will
expedite BA material requisitions from the time the requisitions are first visible until receipt of the
BA Requisition Completion Report or BA SEIS Report.
5.2.8.8 Broad Arrow Temporary Loan and Cannibalization. Generally, a temporary loan ofequipment or cannibalization of parts between activities will occur only when replacement
equipment or parts are available within the system, but cannot be obtained in a timely manner, suchas immediate need to support a deploying activity. Procedures as follows:
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a. The ACC will direct the BA temporary loan via naval message. The message will identify
the equipment, shipping TCN, and means of replacement.
b. The receiving activity must:(1) Advise the ACC and all concerned upon receipt of transferred material.
(2) If directed by the ACC, cancel the BA requisition.
(3) Submit a BA Support Equipment In Service (SEIS) Report (Figure 5-10 and Figure 5-11)
the next day following the restoration of the unit's operational capability for overseas and afloat
activities and within 5 working days for all other units. A report must be submitted even if thecondition has been resolved through the temporary loan of SE from another activity.
c. The transferring activity must:(1) Initiate a BA message citing the ACC or TYCOM transfer or temporary loan authority
message.
(2) If the asset was not taken as a temporary loan and if directed by ACC, place an asset onorder and cite the receiving activity's requisition as proof of turn in.
5.3 Aircraft, Engine, and Equipment Inspection
5.3.1 General requirements
a. The aircraft and equipment inspection intervals and procedures specified in technical manuals
will be strictly adhered to.
b. Aircraft will not be released for flight and equipment will not be operated when the
maximum limit between scheduled maintenance intervals is reached.
c. Aircraft will not be released for flight and equipment will not be operated when an over limit
condition requiring a conditional inspection has not been resolved, for example, hard landing,overstress, over temp, lightning strike, overweight take-off or landing, and field arrestment.
d. Physical custodians of aircraft, engines and equipment may increase the frequency or depthof any inspection whenever excessive flight or calendar time has elapsed between inspections, orwhen environmental or operational conditions are considered to have impaired the material
reliability or integrity of the aircraft or equipment. Inspections performed at an increased frequency
or depth do not alter the schedule of the programmed inspections and are logged, if required, as thetype which would normally be performed.
e. Components with a forced removal requirement based on operating time or cycles will
normally be replaced during the scheduled inspection that falls within the component’s plus orminus 10 percent operating limitation, unless operation beyond the specified forced removal time isexpressly prohibited by the applicable periodic maintenance information card (PMIC) or otherdirective.

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5.3.2 Scheduling. Inspections will be scheduled to minimize the number of aircraft or equipment
undergoing inspection at any one time. When an individual special inspection or a group of special
inspections are due simultaneously and loss of the aircraft or equipment will impact operational
requirements, Maintenance Control may divide the inspection into portions performed incrementally
as long as the inspection(s) are completed within the allowable high limit. When this deviation isused, Maintenance Control or the Periodic Maintenance Branch (WC 140) must maintain thecontrolling inspection WO for each inspection performed. QAR and/or CDI in-process inspections
must be documented on the applicable work center WOs.
5.3.3 Inspection Documentationa. Inspections must be documented in NALCOMIS. The appropriate mission capability impact
and EOC code will be assigned to aircraft inspection WOs. When inspection requirements do not
require a major disassembly of the aircraft and do not affect mission capability, the aircraft isconsidered to be mission capable during the entire inspection. However, if panels or components
are removed to conduct the inspections and cannot be replaced within a 2-hour time frame, that
portion of the inspection will be considered to have impacted mission capability and must be
documented using the appropriate EOC code. EOC codes must be applied to material discrepancies
found during inspections.
b. Completed inspection WOs will be maintained in the aircraft’s or equipment’s historical fileor the electronic historical files. Chapter 8 provides direction documenting inspections in Logs andRecords.
c. Depots will make logbook entries for all inspection requirements actually performed during
rework. Entries will contain sufficient detail to enable the receiving activity to accurately determine
when the next inspection is due.
5.3.4 Depot Rework Inspections
5.3.4.1 Special Inspections are normally completed by the depot during standard rework, unless the
rework is performed at the reporting custodian's site. If Special Inspection requirements were notincluded in depot standard rework, all Special Inspections due must be completed prior to the postdepot rework FCF.
NOTE: The FST, with the concurrence of the ACC, will include an MRC exclusion list ineach standard rework specification. The MRC exclusion list will contain all MRC
items that are not performed during standard rework. The accepting squadron mustcomplete all deferred Special Inspection requirements prior to the post-depot rework
FCF.
5.3.4.2 When an aircraft returns to the reporting custodian after standard rework, the new base date
for those Special Inspections performed as part of the standard rework will be the date the aircraftcompleted rework. If the rework specification satisfied Special Inspection requirements, the depot
may rebase all completed special inspections as of the rework completion date. The new base date
will be entered in the Miscellaneous/History section of applicable AESRs, and NTCSS Optimized
OMA (OOMA) CM procedures will be used to establish the new base dates in OOMA.
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5.3.4.3 All MRC tasks required for flight safety or aircraft ferry must be included in the applicablestandard rework specifications and accomplished during rework.
5.3.4.4 Depots will perform conditional inspections when situations requiring conditional
inspection compliance occur during the depot rework process or during depot FCF.
5.3.4.5 Phase Inspections and major engine inspections are not normally included in depot rework
unless specifically requested by the reporting custodian and approved by the ACC and
COMNAVAIRSYSCOM.
5.3.5 Aircraft Preflight, Daily, Turnaround, and Postflight Inspections
5.3.5.1 Aircraft Preflight Inspection. A Preflight Inspection is performed to verify the material
integrity and correct servicing of the aircraft prior to aircrew acceptance of the aircraft for flight.
The Preflight Inspection is conducted per T/M/S aircraft MRCs and NATOPS.
5.3.5.2 Aircraft Daily Inspection. The Daily Inspection is conducted to inspect for defects to agreater depth than the turnaround inspection.
a. Daily Inspections will be conducted per T/M/S aircraft MRCs.
b. Daily Inspections are valid for a maximum of 72 hours commencing from the date and timethe inspection is completed, provided no maintenance other than servicing is performed and noflight occurs during the 72-hour period. Once a flight occurs, the aircraft may make multiple flights
within a 24-hour period without performing another Daily Inspection, provided no maintenanceother than servicing is performed. The 24-hour period begins with the first launch following
completion of the Daily Inspection. In no case is a Daily Inspection valid for more than 72 hours
unless the end of the 72-hour period occurs while the aircraft is in flight. Figure 5-2 provides
examples of Daily Inspection requirements under various aircraft flight scenarios.
c. In the event maintenance (other than servicing) is performed after the Daily Inspection iscompleted, Maintenance Control must determine if another complete Daily is needed or if a partial
inspection will suffice to return the aircraft to compliance with the Daily requirements.
d. When aircraft must be operated away from the local area without qualified maintenancesupport for periods not exceeding 72 hours, the CO may authorize the pilot-in-command to conduct
applicable T/M/S NATOPS pilot inspections in lieu of Preflight, Daily, Turnaround and Postflightinspections, certify servicing requirements are accomplished, and sign the Aircraft Inspection andAcceptance Record (OPNAV 4790/141) (Figure 5-4) in the certification block. In these cases, theDaily Inspection must be performed immediately prior to the commencement of the mission. The
expiration of the CO 72-hour authorization may occur during the return flight to home base (or to asite with maintenance support), per NOTE 3 of Figure 5-2. On a case-by-case basis, Wings andMAGs may authorize an additional 24 hours (maximum of 96 hours), due to operational necessity.
COs must request the authorization in writing (email, letter, memorandum, or naval message) citing
the specific BUNO, name and rank of the pilot in command, and a description of the mission withjustification of operational necessity. Type Wing or MAG authorization must be in writing. The
email reference, Date Time Group (DTG) of the message, or serial number of letter authorizing the

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deviation must be cited in the Daily Inspection WO or in the Aircraft Inspection and Acceptance
Record (OPNAV 4790/141) completed prior to commencement of the mission.
5.3.5.3 Aircraft Turnaround Inspection. Turnaround Inspections are performed between flightsthat occur after completion of the Daily Inspection. A Turnaround Inspection is conducted to detectmaterial degradation that may have occurred during the previous flight, verify fluid consumption
levels were within limits, and service the aircraft.
a. Turnaround Inspections are valid for a period of 24 hours commencing from the date andtime the inspection is completed, provided no flight and no maintenance other than servicing occurs
during this period.
b. Once the aircraft is weight off wheels, the Turnaround Inspection is considered to be expired.
c. Completing a Daily Inspection does not satisfy Turnaround Inspection requirements.
d. Accomplishment of a complete Turnaround Inspection is not required between repetitive
flight evolutions interspersed with brief ground periods, such as Hot Seating, hot refueling,
passenger or cargo stops, short interruptions for adjustments during helicopter FCFs, or if cold
refueling the aircraft for immediate relaunch when the pilot in command remains the same. When
servicing or other minor maintenance is performed during such ground periods, only those portionsof the Turnaround Inspection applicable to that servicing or maintenance need to be performed, as
directed by Maintenance Control. Periodic inspections or servicing intervals will not be exceeded
during successive ground evolutions. All applicable NATOPS checklist must be complied withduring ground periods.
e. Turnaround Inspections are not required for Hot Seat evolutions. In the event servicing or
minor maintenance is required during Hot Seat, only those portions of the Turnaround Inspection
applicable to the specific servicing or maintenance must be performed, as directed by MaintenanceControl. This does not limit commands from performing other inspections they deem necessary.
Special Inspection and servicing intervals must not be exceeded during successive Hot Seat
evolutions. All applicable NATOPS checklists must be complied with prior to launch.
5.3.5.4 Aircraft Postflight Inspection. Aircraft Postflight inspection is performed immediately
after aircraft shut-down to inspect for visible damage that may have occurred during flight. Aircraft
Postflight Inspection is performed per T/M/S MRCs.
5.3.5.5 Documentation. Aircraft Preflight, Daily, Turnaround and Postflight Inspections are
documented on a Preflight/Daily/Turnaround/Postflight Maintenance Record (OPNAV 4790/38)(Figure 5-3). The records may be destroyed on completion of the next like inspection. All otherinspections are documented on the WO per Chapter 15. The Preflight/Daily/Turnaround/Postflight
Maintenance Record (OPNAV 4790/38) is completed by entering the following information:
Block 1 - PREFLIGHT, DAILY, TURNAROUND, and POSTFLIGHT blocks. Check the type of
inspection being performed.
Block 2 - DATE AND TIME. Date and time the inspection is performed.

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Block 3 - T/M/S. Aircraft T/M/S being inspected.
Block 4 - BUNO. BUNO of aircraft being inspected.
Block 5 - SIDE NO. Side number of aircraft being inspected.
Block 6 - ACTIVITY. Activity performing inspection.
Block 7 - CARD NUMBER/RTG/MOS. Separate entries are required for each MRC, for example,
PC-1, PC-1.1, and PC-1.2 would be three separate line entries. If desired, rating or MOS may be
included. When using checklists enter one step number per line, for example, steps 1, 2, 3, 4, would
be four separate line entries.
Block 8 - TOOL CONTAINER NUMBER. Tool container number, entered once, on the line where
the using technician's name first appears.
Block 9 - DISCREPANCY / JCN. Enter a brief narrative description of each discrepancy. A JCN
is required for all discrepancies except those corrected by servicing to replace fluids routinely
consumed in flight, such as fuel and LOX. (Chapter 15 contains additional guidance.)
Block 10 - CORRECTED. Check in YES column if discrepancy in Block 9 is corrected; check in
NO column if discrepancy has not been corrected. If NO is checked, there must be a JCN in Block9.
Block 11 - SIGNATURE AND RATE / MOS. Signature and rate or MOS of the individual
performing the inspection. A signature and rate or MOS must appear for each line entry.
NOTE: For inspections requiring only one individual to perform all applicable
MRC/checklist numbers, the first and last card number are required to be signed(with an arrow connecting both signatures) by the individual performing theinspection.
Block 12 - MAINTENANCE CONTROL REPRESENTATIVE. Signature and rate or rank
indicating Maintenance Control has reviewed the inspection record, MRCs have been checked for
currency, and JCNs have been issued as required.
5.3.6 Special Inspections. Special Inspections are scheduled on a prescribed recurring interval
other than daily, phase, major engine, or standard depot rework. Special inspection intervals are
directed in technical publications with intervals based on elapsed calendar time, flight hours,
operating hours, or number of events or cycles, for example, every 28 days, every 100 flight hours,
every 50 operating hours, every 10 arrestments, and every 5000 rounds fired. In some cases, aircraftspecial inspections also contain engine inspection requirements and are referred to as combined
airframe and engine special inspections. Requirements:a. Compliance with established special inspection intervals is mandatory for aircraft in all status
codes (Appendix E), except for Strike Codes 1S0 through 4S0, and all aeronautical equipment.
b. Special inspections may be deferred while aircraft and equipment are in preservation as longas preservation is maintained per the applicable preservation MRCs. A one-time inspection,
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consisting of all special inspection MRCs not accomplished while preserved must be performed
prior to returning the aircraft or equipment to operational status.
c. The first interval for special inspections based on calendar time commences on the date of the
Department of Defense (DOD) acceptance check flight. In the event a new production aircraft is
accepted by Defense Contract Management Agency (DCMA), but immediately commences
modifications prior to delivery to a fleet or test activity, the first interval for inspections based on
calendar time commences on the date the aircraft is accepted by the first fleet or test activity. The
first interval for inspections based on flight hours, operating hours, cycles, or events will include
any hours/cycles/events accumulated prior to Navy acceptance.
5.3.7 Phase Inspections
5.3.7.1 Concept. Some, but not all, T/M/S aircraft have an established Phase Inspection cycle that
divides major inspection and maintenance requirements into ordered segments (Phase A, B, C, D,etc.) performed sequentially at specified flight-hour or calendar intervals. Completion of all
required phase inspections in sequence completes the phase inspection cycle, which then starts over.
The cycle is repetitive for the service life of the aircraft and is not interrupted during standard
rework.
5.3.7.2 Cycle Initiation. The Phase Inspection cycle for new production aircraft may be initiated at
any time during the time interval specified for the first phase in the cycle, but may not exceed theallowable deviation high limit. For example, if a new production aircraft has a 100 flight hour phaseinterval, the first phase inspection may be completed at any time up to 100 flight hours time since
new (TSN) + 10 flight hours allowable deviation = 110 flight hours TSN maximum. If the firstphase is completed at 70 flight hours TSN, the next phase in the cycle is due at 70 + 100 = 170 flight
hours TSN. However, if the first phase is completed after 100 flight hours TSN, the next phase isdue as if no high limit deviation had occurred; i.e., at 100 + 100 = 200 flight hours TSN. Activities
may elect to initiate the phase inspection cycle at other than the first phase in the cycle, provided all
MRCs necessary to certify accomplishment of all previous phases in the cycle are performed. For
example, if the cycle is started at Phase C, the activity must perform all MRCs for Phase A andPhase B as well as Phase C, and will document accomplishment of Phase A, B and C in the aircraft
logbook and any affected aeronautical equipment service records (AESR).
5.3.7.3 Suspension During Depot Rework. A calendar-based phase inspection cycle is suspended
when an aircraft and its Logs and Records are in depot physical custody. Procedures:a. The cycle is suspended the date the aircraft changes to an AIRRS Standard or Special
Rework Status code ending in “1” (aircraft located at the depot). The cycle resumes when theaircraft and logs and records are accepted back from the depot and returns to AIRRS status code
ending in “0.” For example, an aircraft that had 100 calendar days remaining until the next phaseinspection when it was transferred to depot custody has the next phase inspection due 100 days after
acceptance by the reporting custodian.
b. A flight-hour based phase inspection cycle is not suspended during depot rework. For
example, an aircraft that went into depot rework with the next phase inspection due at 1234 flight
hours TSN still has the next phase in the cycle due at 1234 flight hours TSN.
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c. Maintenance Control may elect to reset the phase inspection cycle at any phase within thecycle that exceeds the last phase completed, provided those MRCs for each phase advanced are
performed. For example, the inspection cycle consists of Phase A, Phase B, Phase C, and Phase D,
and the next phase due is Phase B. If Maintenance Control wants to advance the phase cycle to
Phase D. To accomplish the reset, all MRCs for Phase B and C must be completed either before orat the time the Phase B is due. The reset will be documented in the aircraft logbook and any
affected aeronautical equipment service records (AESR) as accomplishment of Phase B and C.
Phase D will then be due at the expiration of the established Phase D interval.
5.3.7.4 Phase Inspection Kits. Standard materials for phase inspections are normally assembled ina Phase Maintenance Kit per paragraph 6.6.7 procedures.
5.3.8 Engine Inspections
5.3.8.1 Special Engine Inspections. Special engine inspections are based on calendar or operating
hour intervals.
5.3.8.2 Phased Engine Inspections. Phased engine inspections (Phase A, B, C, etc.) are engine
inspection and maintenance requirements that must be accomplished sequentially at the specified
interval. Completion of all required phases at their specified interval completes the engine phaseinspection cycle. The cycle is repetitive for the service life of the engine and is not interrupted
during aircraft standard rework.
5.3.8.3 Major Engine Inspections. Major engine inspections are comprehensive I-level or D-level
inspections to determine the material condition of the engine. The operating activity removes the
Quick Engine Change Assembly (QECA) due for major engine inspection from the aircraft, turns
the QECA in to the supporting IMA for inspection, and requisitions a replacement QECA. IMAs
will perform the next major engine inspection due on all engines turned in for unscheduled I-levelrepair, per the following criteria:a. All engine inspections will be accomplished during first-degree engine repair. Engines
installed following first-degree repair will be “zero timed” for inspection purposes.
b. Engines with major inspection intervals of 400 hours or more will have major inspections
performed if 25 percent or less of the interval remains until the next inspection.
c. Engines with major inspection intervals of less than 400 hours will have major inspections
performed if less than 100 hours remain until the next inspection.
5.3.9 Conditional Inspections
5.3.9.1 Conditional inspections are inspections required due to an over limit condition, specificusage, or operational event. Hard landing, over stress, over temp, lightning strike, over weight takeoff or landing, and field arrestment are examples of over limit conditional inspections. A post-firegun inspection is an example of a specific usage conditional inspection. Pre-and-post carrier
operations are examples of operational event conditional inspections.

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NOTES: 1. If a conditional inspection is required because of exceedance of a limit or becauseof specific usage, the aircraft/engine/equipment is down until the inspection andrelated maintenance is completed.
2. In some instances, the PMIC may direct more frequent performance of special
inspections as a result of an over limit condition. Cumulative occurrences of an overlimit condition may require performance of a higher level inspection (such as amajor engine inspection), as directed by the applicable aircraft, engine or equipment
maintenance technical manual.
5.3.9.2 One-time inspections directed by higher authority (not directed by a TD) are conditional
inspections for which no predetermined situation or event has been identified, but an inspection isdetermined necessary by the CO, MO, Maintenance Control or Production Control, or by anauthority in the chain of command, such as Type Wing, CVW, ACE, MAG, MAW, or ACC. The
discrepancy block for WOs issued for one-time inspections must contain the inspection requirement,
directive and compliance time limit. For example, “Inspect for missing 1-inch spanner wrench per
COMNAVAIRFORINST 4790.2 Tool Control NAMPSOP prior to next flight;” and “Inspect for
aircraft identification plate per COMNAVAIRPAC message DTG 010026Z JUL 2018 no later than
15 July 2018.”
5.3.9.3 Conditional inspection documentation requirements are in Chapter 15 (O-level activities)
and Chapter 16 (I-level activities).
5.3.10 Inspection Deviations
5.3.10.1 If a plus or minus interval is not specified in the applicable T/M/S MRC or commercial
derivative aircraft task cards, one of the following deviations or a portion thereof may be applied:a. Plus or minus three days may be applied to the interval of inspections, including preservation
inspections, that are performed in increments of calendar days. The next inspection is scheduled as
if no deviation had occurred. Deviations within the plus or minus three-day interval do not requirelogbook entry.
b. Plus or minus 10 percent may be applied to the interval of inspections based on flight hours,
operating hours, cycles, or events. Intervals that create fractional deviations will be rounded to thelower value. For example, 10 percent of a 125-hour inspection cycle equates to a 12.5 hours
fractional deviation that must be rounded down to 12 hours. The next inspection will be scheduled
as if no deviation had occurred. Deviations within the plus or minus 10 percent interval do not
require a logbook entry.
NOTE: To facilitate establishing a concurrent airframe and engine inspection cycle, newengines or engines that have had a major engine inspection are authorized a plus orminus 10 percent deviation in the scheduled inspection interval without requiring thenext engine inspection to be scheduled as though no deviation has occurred.

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5.3.10.2 Plus or minus 10 percent may be applied to the stated operating limitation of components,
unless prohibited by the applicable Periodic Maintenance Information Card (PMIC) or otherdirective.
NOTES: 1. Plus 10 percent extension is not authorized for LCF limited items that haveaccumulated their assigned cycles or operating hours, or for structural life limited
components (listed in NAVAIRINST 13120.1, NAVAIRINST 13130.1, andapplicable PMICs) that have reached their basic life limitations or would reachthose limitations during the extension.
2. Aircraft Guns Systems (AGS) and Aircraft Crew Served Weapons (ACSW) are
not authorized a plus or minus 10 percent deviation. AGS and ACSW are
authorized plus or minus 500 (+/- 500) round deviation from the specified
inspection interval. This deviation does not apply to weapon system or weaponssystem components at end of service life.
5.3.10.3 Aircraft, UAS, and UAS Control Stations that exceed an inspection limit will be restrictedfrom flight operations until completion of the applicable inspection. Equipment that exceed aninspection limit must be restricted from use until completion of the applicable inspection.
NOTE: Completion of a past-due inspection does not rebase the inspection and therefore does
not require a Miscellaneous History entry. The next inspection will be performed at
the next due date or time interval as if no deviation had occurred.
5.3.10.4 Inspections may be done earlier (rebased) than the applicable minus three days or 10
percent limit. When an inspection is done earlier than the low limit of the interval, the next
inspection is due based on the hour or cycle the inspection WO was initiated. Document the word
“REBASE” in the discrepancy and the system reason blocks of the WO and include the next
inspection due date or time. Inspection rebasing will be documented using the OMA NALCOMIS"Inspections Near Due" queue. Using task properties in CM is not acceptable for documenting
inspection rebasing.
NOTE: Once an inspection is started for rebasing purposes, the aircraft or equipment isrestricted from use until the entire inspection is completed.
5.3.10.5 A one-time deviation in excess of the applicable high (+) limits specified in paragraphs
5.3.10.1 or 5.3.10.2 may be granted due to operational necessity or aircraft ferry schedule only.
Reporting custodians must submit deviation requests via naval message to the cognizant Wing,
COMFAIR, CVW, or Aviation Combat Element (ACE) commander, with the ACC T/M/S aircraftclass desk as an information addressee. The Wing, COMFAIR, CVW, or ACE commander may
grant up to one additional high (+) limit interval. Authorization for additional deviations must be
approved by the ACC. Deviation requests must contain sufficient detail on the conditions of thedeviation. Requests will clearly state the deviation being requested, the circumstances necessitating
the deviation, and the estimated completion of the deferred inspection. For example, “Request
deviation to go 10 flight hours beyond the 10 percent “plus” high limit for the 200 Hour engine
inspection on BUNO 161234. Deviation is required for ferry flight for short notice directive totransfer aircraft. 200 hour inspection will be performed during acceptance inspection by the
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receiving squadron.” If applicable, the request must provide details of any logistics deficiency
related to the deviation, such as requisition number, National Item Identification Number (NIIN)
and part number, and status. If a deviation is authorized, a Miscellaneous/History (OPNAV
4790/25A) logbook entry is required. The next inspection is scheduled as if no deviation had
occurred. Activities operating OOMA will use the CM procedures to change tasking and update
CM ALS to record deviation authorization.
5.3.10.6 During combat, operational commanders are authorized to defer scheduled maintenance ofotherwise functional equipment. Combat operational commanders may also defer the replacementof high time components, with the exception of LCF or structural life limited components (those
items whose disposition is "RETIRE" in the PMIC). Deferral of scheduled maintenance during
combat should not exceed one interval of that maintenance event; the ACC will be consulted before
authorizing further deferrals. Deferral authority during combat cannot be delegated below the COof the ship, Marine Expeditionary Unit (MEU) commander, or Air Wing commander, as
appropriate. ACC notification is not required except for deferral of replacement of high timecomponents, which will be reported to the ACC by priority message when components are at or
beyond high time. Notification will include the following information: T/M/S, BUNO, Component
Nomenclature, P/N, Replacement Due Time/Cycles, Current Time/Cycles, and applicablerequisition numbers and status. As soon as operations permit, deferred maintenance actions must be
brought current.
5.4 Aircraft Acceptance, Transfer, and Ferry
5.4.1 Aircraft Acceptance Inspection
NOTE: Refer to 8.6.3.4(a)(1) NOTES section or NOTE 2 and 3 for specific aircraft transfer
and receipt actions requirements.
5.4.1.1 An acceptance inspection must be performed when a reporting custodian receives an aircrafttransferred by Aircraft Transfer Order (ATO) and accepted with XRAY Action Code R (receipt ofan aircraft from another reporting custodian) (Chapter 9). An acceptance inspection must also be
performed whenever an aircraft is received from off-site depot rework, regardless of custodytransfer. Acceptance inspection must include:a. Inventory of all equipment listed in the Aircraft Inventory Record (AIR), per 6.7.2.7.
b. Visual verification that required cartridge actuated devices (CAD) and propellant actuateddevices (PAD) are installed. Disassembly beyond daily inspection requirements of applicableplanned maintenance system (PMS) publications is not required for visual verification of CADS or
PADs.
c. Hydraulic fluid samplingd. Daily Inspection
e. Aircraft acceptance conditional inspection technical publication requirements (if applicable)

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f. Logs and records and configuration verification, including verification of all scheduledinspection and forced removal times, per paragraph 8.2.5
NOTE: Disassembly of the aircraft beyond T/M/S daily inspection requirements is not
required for visual configuration verification of any component, assembly, CAD or
PAD. Disassembly of an F-35 aircraft beyond the daily inspection requirements is
not authorized without ACC approval.
g. Verification of the aircraft data plate. If the data plate is missing, send a Naval Message to
the ACC T/M/S Aircraft Class Desk, with the responsible Wing or MAG and the transferringsquadron as info addressees. The Aircraft Class Desk will arrange replacement.
h. Complete FCF
NOTE: Wings may waive the acceptance FCF requirement for aircraft transfers within thesame wing, providing all other requirements of 5.4.1.1 are met.
5.4.1.2 Activities may elect to increase the depth of an acceptance inspection if defects foundduring external inspection or logs and records verification indicate additional inspection is needed toverify the material condition of the aircraft.
5.4.1.3 Due to the dynamic nature of Test Evaluation (TE) and Fleet Support (FS),COMNAVAIRSYSCOM ACC is authorized to waive acceptance inspection and FCF requirements
for all aircraft under its cognizance. This waiver authority does not apply to acceptance of aircraftfrom off-site D-level special rework. Administrative requirements listed in paragraph 5.4.1.6 arerequired.
5.4.1.4 Squadrons that transfer aircraft between home-guard and detachments are not required toperform an acceptance inspection or FCF.
5.4.1.5 Aircraft received back from on-site Phased Depot Maintenance (PDM) will complete all
acceptance inspection procedures of paragraph 5.4.1.1. An Aircraft Delivery Deficiency Report(ADDR) will be submitted per the procedures of 10.9.
5.4.1.6 The following administrative requirements must be completed for aircraft acceptance:a. Submit DECKPLATE-AIRRS aircraft acceptance XRAY and engine transaction reports per
paragraph 9.1.3.
b. Electronically receive aircraft and associated ALSS equipment in the Virtual Fleet Support(VFS) CADPAD, TRACE CADPAD, and TRACE LIFE SUPPORT Modules (if applicable)c. Log the hydraulic fluid sampling results in the Miscellaneous/History (OPNAV 4790/25A)
section of the aircraft logbook
d. Log completion of the acceptance inspection in the aircraft and AESR logbooks as a
Conditional inspection. Authority for the Conditional inspection entry is COMNAVAIRFORINST
4790.2. Entries will include the following statements:

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(1) "This date, the Monthly Flight Summary flight hours in period and since new wereverified to be correct."(2) “The following scheduled inspection due dates or times verified to be correct:” List all
applicable scheduled inspections and next due date or time immediately following this statement.
e. If the aircraft was received new from the manufacturer or was received from depot standard
rework, submit an Aircraft Inspection Discrepancy Report (AIDR) per 10.9.3.4.
f. Activities not using NTCSS Optimized OMA NALCOMIS will submit a MAF for Aircraft
Inventory Gain per 15.4.1.
5.4.2 Aircraft Transfer
NOTE: Refer to 8.6.3.4(a)(1) NOTES section or NOTE 2 and 3 for specific aircraft transfer
and receipt actions requirements.
5.4.2.1 Transfer Inspection. A transfer inspection must be performed when a reporting custodianis directed to transfer an aircraft by Aircraft Transfer Order (ATO) to another operating unit. A
transfer inspection is also required when an aircraft and its records are physically transferred to a
Depot FRC or commercial facility for standard or special rework. Transfer inspections must
include:a. Inventory of all equipment listed in the Aircraft Inventory Record (AIR), per 6.7.2.7.b.
Verification that cartridge actuated devices (CAD) and propellant actuated devices (PAD) areinstalled.
b. Logs and records and configuration verification per paragraph 8.2.5.
c. Verification of the aircraft data plate. If the data plate is missing, the reporting custodiansquadron must send a Naval Message to the ACC T/M/S Aircraft Class Desk, with the responsible
Wing or MAG as info addressees. The Aircraft Class Desk will arrange replacement. For aircraft
being transferred to Aerospace Maintenance and Regeneration Group (AMARG), the reporting
custodian will send a clear picture of the data plate to the ACC T/M/S Aircraft Class Desk as proof
the aircraft data plate is installed.
d. Hydraulic fluid sampling
NOTE: Depot FRC and commercial rework facilities must perform hydraulic fluid sampling
and verify acceptable readings before transferring an aircraft.
e. Daily Inspection
f. Aircraft transfer conditional inspection technical publication requirements (if applicable).
NOTES: 1. Squadrons that transfer aircraft between home-guard and detachments are notrequired to perform a transfer inspection or FCF.
2. The Wing may waive transfer inspection requirements for short-term (90 days orless) transfers in support of operational or Test and Evaluation (TE) requirements.
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3. An FCF is not required for aircraft transfer, but should be done if deemednecessary to verify the mission capability of the aircraft.
5.4.2.2 Transfer Requirements. The following administrative requirements will be completed foraircraft transfer:a. Log Hydraulic fluid sampling results in the Miscellaneous/History (OPNAV 4790/25A)
section of the aircraft logbook.
b. Log completion of the transfer inspection in the aircraft and AESR logbooks as a conditional
inspection. Authority for the conditional inspection entry is COMNAVAIRFORINST 4790.2.
Entries will include the following statements:(1) “This date, the Monthly Flight Summary flight hours in period and since new wereverified to be correct.”(2) “The following scheduled inspection due dates or times verified to be correct:” List all
applicable scheduled inspections and next due date or time immediately following this statement.
(3) “Automated Log Set verified to be saved to CD-RW and stored in the manila envelope.”
c. Verify logbook and records are current, accurate, and closed out per paragraph 8.2.5.
d. Electronically transfer all associated Auto Log Sets to the accepting activity using NTCSS
Optimized OMA NALCOMIS CM Group explorer. After electronic transfer of Auto Log Sets, savefiles to CD-RW from the Offloaded items tab in CM Group explorer.
e. Electronically transfer aircraft and associated ALSS equipment in the Virtual Fleet Support(VFS) CADPAD, TRACE CADPAD, and TRACE LIFE SUPPORT Modules (if applicable).
f. Activities not using NTCSS Optimized OMA NALCOMIS will produce a NALCOMISOMA ad hoc Aircraft Transfer Report (Figure 5-13) and send it to the receiving activity.
5.4.3 Aircraft Ferry
5.4.3.1 Aircraft ferry is the flight or flights of an aircraft for the exclusive purpose of transfer
between physical custodians. For example,
a. Flying an aircraft to physically transfer it from one operating activity to another.
b. Flying an aircraft to a Navy or commercial activity for rework.
c. Flying an aircraft to deliver it to storage.
d. Flying an aircraft after completion of rework to deliver it to the receiving activity.
NOTE: Aircraft ferry movement may involve change in reporting status or physical custody,
based on guidance in the Aircraft Transfer Order (ATO). Refer to Chapter 9 for
DECKPLATE-AIRRS reporting procedures.
5.4.3.2 Prior to the ferry flight, the activity having physical custody of the aircraft must:

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a. Complete the aircraft transfer procedures of paragraph 5.4.2.
b. Verify the minimum requirements for a safely flyable aircraft are met in consideration of theflying environment, distance and duration. All aircraft will be properly equipped per OPNAVINST
3710.7 and mobility criteria set forth in the MESM on CNAP SharePointe website(https://cpf.navy.deps.mil/sites/cnap/default.aspx) to include W&B limitations.
c. Complete all special and conditional inspections and the applicable portions of theappropriate MRCs, which are due or might reasonably be expected to fall due during the ferry
mission, are completed or waived by this instruction prior to starting the mission.
d. Make a "Conditional Inspections" logbook entry certifying compliance with the above
provisions. The entry will state the type of inspection, for example, aircraft ferry inspection;authority is "COMNAVAIRFORINST 4790.2." Any waivers granted for the ferry will be logged on
the Miscellaneous/History page.
e. Place the following documents aboard the aircraft:(1) Handbook of W&B data
(2) Electronic copies of OOMA CM ALS records(3) All QA trending data associated with the BUNO
5.4.3.3 Aircraft being ferried to storage facilities under NASC FS controlling custody will be flown
by crews assigned to the transferring reporting custodian. When aircraft are removed from storage,
the receiving activity will provide the ferry crew.
5.4.3.4 Aircraft approved for strike will be ferried or moved to the site of final disposition prior to
the reporting custodian issuing a Strike Action XRAY Report. Refer to Chapter 9 for Strike Action
XRAY procedures.
NOTES: 1. Activities ferrying an aircraft for storage at the Aerospace Maintenance andRegeneration Group (AMARG) must notify AMARG at least 10 days in advance.
AMARG point of contact information is specified in the Aircraft Transfer Order(ATO).
2. Refer to the OOMA users guide for documenting ferry movement.

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Figure 5-1: Monthly Maintenance Plan (Sample)
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NOTE 1: A Daily Inspection is valid for 72 hours from the date and time completed, provided
no maintenance other than servicing is performed and no flight occurs during the
72-hour period.
Aircraft Daily
Completed6624hr Point
6

6

48hr Point
6

6

6

6

72hr Point
6

6

6

6

The aircraft was not flown and no maintenance other than servicing was performed
during the 72-hour period.

------------------------------------------------------------------------------------------------------------------------NOTE 2: Once a flight occurs, the aircraft may make multiple flights within a 24-hour period
without performing another Daily Inspection, provided no maintenance other thanservicing is performed. The 24-hour period begins with the first launch following
completion of the Daily Inspection.
Aircraft Daily
Completed6624hr Point
6

6

48hr Point
6

6

6

6

72hr Point
6

6

6

The Daily Inspection expired 24 hours after commencement of the firstflight. No maintenance other than servicing was required between flights.
(24 Total Hours)

Figure 5-2: Daily Inspection Requirements (Page 1)
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6COMNAVAIRFORINST 4790.2D
1 Feb 2021------------------------------------------------------------------------------------------------------------------------NOTE 3: In no case is a Daily Inspection valid for more than 72 hours unless the end of the 72
hour period occurs while the aircraft is in flight.
Aircraft Daily
Completed6624hr Point
6

6

48hr Point
6

6

6

6

72hr Point
6

6

Expiration of the 72-hour maximum period occurred during flight.

FlightValid Daily
Daily Inspection Required

Figure 5-2: Daily Inspection Requirements (Page 2)
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Figure 5-3: Preflight/Daily/Turnaround/Postflight Maintenance Record (OPNAV 4790/38)(Front) (Sample)

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Figure 5-3: Preflight/Daily/Turnaround/Postflight Maintenance Record (OPNAV 4790/38)(Back) (Sample)
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Figure 5-4: Aircraft Inspection and Acceptance Record (OPNAV 4790/141) (Sample)
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BCM Authorization Form
Ref: COMNAVAIRFORINST 4790.2, Chapter 5
Date:__________
Work Center:__________________________Nomenclature:____________________________
P/N:_____________________S/N:____________________SM&R Code:_____________
MCN:_____________JCN:___________________DDSN:______________Priority:_________
WUC:_______________ICRL CC:_____ TCC:____TCC DT:________BCM Action: (Check applicable BCM Code and provide justification)
BCM-2: Lack of Test Equipment (List equipment and status)
BCM-3: Lack of Technical Skills (List the NEC/MOS and Billet)
BCM-4: Lack of Parts (List Nomenclature, NSN, P/N, and status)
BCM-5: Fails Test and Check (List failure)BCM-6: Lack of Technical Data (List publication and status)
BCM-7: Beyond Authorized Repair Depth (List the defect)
BCM-8: Administrative (List specific reason: EI exhibit, SRC data unknown, item under warranty,
repair costs exceed AVDLR Net Unit Price or replacement cost, excessive backlog, budgetary
limitations, materials in excess of requirements, or directed by ACC)
BCM-9: Condemned (List the defect)
Figure 5-5: BCM Authorization Form (Page 1)
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Reviewer, Signature, and Date
Required For BCM
W/C SUPV __________________________________________ALL
ICRL MGR
BCM 2, 3, and 6
S-6/ASD/MALS ASO
BCM 4
QAR
BCM 6 and 8
IMRL MGR
BCM 2
SAT PCALL
MAIN PC CPO
ALL
MMCO
ALL
MO (CVN/L-Class) or CO/OIC (FRC/MALS/OCONUS AIMD):_____________________________________________________BCM 2, 3, 4, 6, and 8

NOTE: Per COMNAVAIRFORINST 4790.2, Chapter 5, paragraph 5.2.5.2.b, authority
to approve BCM 2, 3, 6 and 8 can be delegated to the MMCO.

Figure 5-5: BCM Authorization Form (Page 2)
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FM REPORTING UNIT
TO APPLICABLE AIRCRAFT CONTROLLING CUSTODIANS
COMNAVAIRFOR SAN DIEGO CA//N421/N423/N413/N4131C/N423R//
COMNAVAIRFORES SAN DIEGO CA//N42//(Reserve units)
COMFAIRFWD ATSUGI JA//(WESTPAC activities)
APPLICABLE MAW/WING/MARBDE/MAG
INFO APPLICABLE COMCARGRU /COMPHIBGRU/COMPHIBRONCOMNAVSURFOR SAN DIEGO CA//N42//
COMMARFORCOM (Marine activities only) COMMARFORPAC (Marine activities only)
COMNAVAIRSYSCOM PATUXENT RIVER MD//PMA-260//
NAVSUP WSS PHILADELPHIA PA//0332//
APPLICABLE FSTUNCLAS //N04790//
SUBJ/BA REPORT NR XXXXXXX//
POC//(POC for the reporting unit)
RMKS/1. FAILURE DATA
A. EQUIPMENT NOMENCLATURE, PART NR, AND SERIAL NR
B. AIRCRAFT (EACH TMS IF MORE THAN ONE), AIRCRAFT SYSTEM SUPPORTED(EACH SYSTEM IF MORE THAN ONE) AFFECTED
C. CAL REQUIRED/TYPE REQUIRED (NA IF CAL NOT REQUIRED)
D. DTG OF TECH ASSIST MESSAGE (NA IF NOT REQUIRED)
E. PART 1 OF X REQUIRED:(1) REQUIRED PART DATA: (DOC NR, NOMEN, PART NR, QTY, SM&R, CAGE, NIIN,TECH DATA)(2) DISPOSITION OF RETROGRADE (FOR EXAMPLE TURNED INTO SUPPLY, DISPOSEDOF, OR CANNIBALIZED FOR TRANSFER TO XXX IAW AUTHORITY MESSAGE DTG)
PART 2 OF X REQUIRED:(1) REQUIRED PART DATA: (DOC NR, NOMEN, PART NR, QTY, SM&R, CAGE, NIIN,TECH DATA)(2) DISPOSITION OF RETROGRADE (FOR EXAMPLE TURNED INTO SUPPLY,CONSUMABLE, OR CANNIBALIZED FOR TRANSFER TO XXX IAW AUTHORITYMESSAGE DTG)
F. NEXT HIGHER ASSY: (NOMEN, PART NR, CAGE, NIIN, TECH DATA)G. OUTSTANDING DOC NRS/STATUS FOR MAMS REQUISITIONS
H. REMARKS: (NA IF AMPLIFICATION NOT DESIRED)
I. MILSTRIP DATA

Figure 5-6: Broad Arrow Report (Message Format)
5-53

COMNAVAIRFORINST 4790.2D
1 Feb 2021
FM USS NIMITZ
TO COMNAVAIRFOR SAN DIEGO CA//N421/N423/N413/N4131C/N423R//
COMNAVAIRFORES SAN DIEGO CA//N42//(Reserve units)
COMFAIRFWD ATSUGI JA // (If deployed)
INFO COMCARGRU SEVEN
COMNAVAIRSYSCOM PATUXENT RIVER MD//PMA-260//
NAVSUP WSS PHILADELPHIA PA//0332//
FRCSE JACKSONVILLE FL//UNCLAS //N04790//
SUBJ/BA REPORT NR 2000001//
POC/A. ARMAGOST/AVCM/DSN 439-0123/COMM 206-479-0123//
RMKS/ 1. FAILURE DATA
A. RADCOM, A31U14200-5, PPD085
B. EACH TMS, SYSTEM
C. NA
D. NA
E. PART 1 OF 2
(1) 8360GB03, CKT CARD ASSY, D8255A, 6, PAOGG, 34649, 4920-01-120-6436, AT-170G1000, FIG 7-3, PG 7-12(2) CONSUMABLE
PART 2 OF 2
(1) NA, NA, DIGITAL WORD GENERATOR, A31U30200-1, 1, PBGGD, 26512, 4920-01-2204516, AT-828RA-MMI-000, WP008-00 FIG 1 PG 32 ITEM 173(2) CANNIBALIZED TO USS LINCOLN IAW COMNAVAIRFOR MSG DTG 101023Z DEC04
F. PART 1 OF 2, AFG DRAWER, A31U13900-1, 26512, 7RH4790-01-220-4821, AT-828RA
MMI-00 WP008-00 FIG 1 PG 32 ITEM 184.
PART 2 OF 2 NA
G. PART 1 OF 2, NA, PART 2 OF 2 0150DP75/265BBN32
H. DIGITAL WORD GENERATOR SHIPPED TP01 GREENSHEET MUST RIDETCN R03368-9100-GB99XXX
I. A01N72S662501411704719EA00001R033398360GB03RYS6PMUA9S07R9BU029995

Figure 5-7: Broad Arrow Report (Sample Message)
5-54

COMNAVAIRFORINST 4790.2D
1 Feb 2021
FM REPORTING UNIT
TO APPLICABLE AIRCRAFT CONTROLLING CUSTODIANS
COMNAVAIRFOR SAN DIEGO CA//N421/N423/N413/N4131C/N423R//
COMNAVAIRFORES SAN DIEGO CA//N42//(Reserve units)
COMFAIRFWD ATSUGI JA//(WESTPAC activities)
APPLICABLE MAW/WING/MARBDE/MAG
INFO APPLICABLE COMCARGRU/COMPHIBGRU/COMPHIBRONCOMNAVSURFOR SAN DIEGO CA//N42//
COMMARFORCOM (Marine activities only) COMMARFORPAC (Marine activities only)
COMNAVAIRSYSCOM PATUXENT RIVER MD//PMA-260//
NAVSUP WSS PHILADELPHIA PA//0332//
APPLICABLE FSTUNCLAS//N04790//
SUBJ/BA ADDENDUM NR XXXXXXX //POC//
RMKS/1. DTG OF ORIGINAL FAILURE BA REPORT
2. SERIAL NR OF ADDENDUM XX (XX = A THROUGH ZZ CONSECUTIVELY)
3. FAILURE DATA
A. EQUIPMENT NOMENCLATURE, PART NR, AND SERIAL NR
B. AIRCRAFT (EACH TMS IF MORE THAN ONE), AIRCRAFT SYSTEM SUPPORTED(EACH SYSTEM IF MORE THAN ONE) AFFECTED
C. CAL REQUIRED/TYPE REQUIRED (NA IF CAL NOT REQUIRED)
D. DTG OF TECH ASSIST MESSAGE (NA IF NOT REQUIRED)
E. PART 1 OF X REQUIRED:(1) REQUIRED PART DATA: (DOC NR, NOMEN, PART NR, QTY, SM&R, CAGE, NIIN,TECH DATA)(2) DISPOSITION OF RETROGRADE (FOR EXAMPLE, TURNED INTO SUPPLY,CONSUMABLE, OR CANNIBALIZED FOR TRANSFER TO XXX IAW AUTHORITYMESSAGE DTG)
PART 2 OF X REQUIRED:(1) REQUIRED PART DATA: (DOC NR, NOMEN, PART NR, QTY, SM&R, CAGE, NIIN,TECH DATA)(2) DISPOSITION OF RETROGRADE (FOR EXAMPLE, TURNED INTO SUPPLY,CONSUMABLE, OR CANNIBALIZED FOR TRANSFER TO XXX IAW AUTHORITYMESSAGE DTG)
F. NEXT HIGHER ASSY: (NOMEN, PART NR, CAGE, NIIN, TECH DATA)G. OUTSTANDING DOC NRS/STATUS FOR MAMS REQUISITIONS
H. REMARKS: (NA IF AMPLIFICATION NOT DESIRED)
I. MILSTRIP DATA

Figure 5-8: Broad Arrow Addendum (Message Format)
5-55

COMNAVAIRFORINST 4790.2D
1 Feb 2021
FM USS NIMITZTO APPLICABLE AIRCRAFT CONTROLLING CUSTODIANS
COMNAVAIRFOR SAN DIEGO CA//N421/N423/N413/N4131C/N423R//
COMFAIRFWD ATSUGI JA // (If deployed)
INFO
COMCARGRU SEVEN
COMNAVAIRSYSCOM PATUXENT RIVER MD//PMA-260//
NAVSUP WSS PHILADELPHIA PA//0332//
FRCSW NORTH ISLAND CA//JJJ//
UNCLAS //N04790//
MSGID/GENADMIN/NIMITZ//
SUBJ/BA ADDENDUM NR 2000001//
POC/H.D. BIKE/LCDR/DEPLOYED/-/MMCO//
RMKS/1. 150125ZJAN 99
2. ADDENDUM E
3. FAILURE DATA
A. RSTS AN/APM446 AND DAG-0011
B. EACH TMS, SYSTEM
C. NA
D. NA
E. PART 1 OF 1 REQUIRED:(1) 9350GB77, CKT CARD ASSY, 446AS22-131-001, 1, PAGDD, 30003, 7RH4920-00-166-6799,
NA 16-30 APM446-3-22 FIG 002-00 PG 4 ITEM 37(2) TURNED IN TO SUPPLY
F. BB-22, 446AS22-100-006, 30003, 7RH-4790-LL-R95-2061, NA 16-30 APM447-3-22 FIG 00100 PG1320
G. 8355D498/150BBN32 EDD 0020
H. NA
I. A01N72S662501411704719EA00001R3339350GB77RYS6PMUA9S07R9BU029995

Figure 5-9: Broad Arrow Addendum (Sample Message)
5-56

COMNAVAIRFORINST 4790.2D
1 Feb 2021
FM REPORTING UNIT
TO APPLICABLE AIRCRAFT CONTROLLING CUSTODIANS
COMNAVAIRFOR SAN DIEGO CA//N421/N423/N413/N4131C/N423R//
COMNAVAIRFORES SAN DIEGO CA//N42//(Reserve units)
COMFAIRFWD ATSUGI JA//(WESTPAC activities)
APPLICABLE MAW/WING/MARBDE/MAG
INFO
APPLICABLE COMCARGRU/COMPHIBGRU/COMPHIBRONCOMMARFORCOM (Marine activities only) COMMARFORPAC (Marine activities only)
COMNAVSURFOR SAN DIEGO CA//N42//
COMNAVAIRSYSCOM PATUXENT RIVER MD//PMA-260//
NAVSUP WSS PHILADELPHIA PA//0332//
APPLICABLE FSTUNCLAS //N04790//
MSGID/GENADMIN/ACTIVITY//
SUBJ/BA SUPPORT EQUIPMENT IN-SERVICE REPORT//RMKS/1. BA NR XXXXXXX IN SERVICE DATA
A. EQUIPMENT NOMENCLATURE, PART NR, SERIAL NR
B. JULIAN DATE EQUIPMENT RETURNED TO SERVICE
C. COMPLETED DOCUMENT NRS
D. DTG OF BA REPORT//

Figure 5-10: Broad Arrow Support Equipment In-Service Report (Message Format)
5-57

COMNAVAIRFORINST 4790.2D
1 Feb 2021
FM USS NIMITZ
TO COMNAVAIRFOR SAN DIEGO CA//N421/N423/N413/N4131C/N423R//
COMFAIRFWD ATSUGI JA // (If deployed)
INFO
COMNAVAIRSYSCOM PATUXENT RIVER MD//PMA-260//
COMCARGRU SEVEN
NAVSUP WSS PHILADELPHIA PA//0332//
FRCSW NORTH ISLAND CA//UNCLAS //N04790//
SUBJ/BA SUPPORT EQUIPMENT IN-SERVICE REPORT//RMKS/1. BA NR 2000001 IN-SERVICE DATA
A. ENGINE TEST STAND, A/F32T-1, 000027
B. 8360
C. 8330D497, 8330F498
D. 290219ZNOV98//
E. DOCUMENT REMAINS OUTSTANDING AS PAYBACK TO XXX. (IF REQUIRED)//

Figure 5-11: Broad Arrow Support Equipment In-Service Report (Sample Message)
5-58

COMNAVAIRFORINST 4790.2D
1 Feb 2021
FM
REPORTING UNITTOAPPLICABLE AIRCRAFT CONTROLLING CUSTODIANS
COMNAVAIRFOR SAN DIEGO CA//N421/N423/N413/N4131C/N423R//
COMNAVAIRFORES SAN DIEGO CA//N42//(Reserve units)
COMFAIRFWD ATSUGI JA//(WESTPAC activities)
APPLICABLE MAW/WING/MARBDE/MAG
INFO
COMNAVAIRSYSCOM PATUXENT RIVER MD//PMA-260//
APPLICABLE COMCARGRU /COMPHIBGRU/COMPHIBRONCOMNAVSURFOR SAN DIEGO CA//N42//
COMMARFORCOM (Marine activities only) COMMARFORPAC (Marine activities only)
UNCLAS //N04790//
SUBJ/BA REQUISITION COMPLETION REPORT//REF/A/GENADMIN/REPORTING UNIT/ORIG BA DTG//
RMKS/1. THE FOLLOWING BA REQUISITIONS WERE COMPLETED JD XXXX:BA NR REQ NR NIIN RCVD QTYXXXXXXX XXXXGBXX XX-XXX-XXXX X//
NOTE: List all GB document numbers received each day on one message.

Figure 5-12: Broad Arrow Requisition Completion Report (Message Format)
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COMNAVAIRFORINST 4790.2D
1 Feb 2021
AIRCRAFT TRANSFER REPORT PART I BUNO 161862
MCN

JCN

TC WD TM AT MAL IP MNHRS EMT DT COMP WORKER SIGNATURE

W/C SYSTEM REASON WUC

OAC7VMZ AC7205738 021
OAC7VN2 AC7205739 021
OAC7VSB AC7206723 021

030000A 11 O
030000A 11 O
11 O
030

10 EHRS (P)
10 EHRS (S)O/STRESS 7.0

0
0
0

K
K
S

000
000
000

01 0.001 0.001 0.0

0.0
0.0
0.0

QA CD SIGNATURE SUPER SIGNATURE
AZ3 JONESAZ3 JONESAZ3 JONESAZ3 JONESAZ3 JONESAZ3 JONES

97205
97205
97206

CF QA
N
N
N

N
N
N

AIRCRAFT TRANSFER REPORT PART II BUNO 161862
MCN

W/C

DISCREPANCY

CORRECTIVE ACTION

CF QA

OAC7VMZOAC7VN2OAC7VSB

021
021
021

PERFORM 10 EHRS SPECIAL INSP:PERFORM 10 EHRS SPECIAL INSP:CHECK AIRCRAFT FOR O/STRESSC'ED/W ABOVE MRC'S
C'ED/W ABOVE MRC'S
C'ED/W ABOVE MRC'S

N
N
N

MCN

JCN

W/C

SYSTEM REASONOAC7VXN
AC7AA8H
AC7AAZ3

AC7207700
AC7201188
AC7200700

110
110
200

NOZ. PUMPT
L06 CODE T4B OT/BE R
BLGTING A/S IND
R

MCN

JCN

W/C

AWN NORSN CDAWM HRSOAC7VXN
AC7A9KW
AC7AFX4

AC7207700
AC7199701
AC7214A01

110
122
13B

1
1
1

8
3
6

21.2
6.0
0.5

MCN

JCN

W/C

SYSTEM REASONWUC

AC7AFX4
AC7AFY1

AC7214A01
AC7215048

13B
280

WATER SEP. BAG
WAVEGUIDE BROKEN

4112K
H
74A1500 H

MCN

JCN

AC792K5
AC7AZX7
AC79R2D

AC7089146 120
AC7269119 230
AC7152116 280

NN
N

AIRCRAFT TRANSFER REPORT PART III BUNO 161862
AT MAL814
029
374

E CAGE E PART NUMBER
1156M46P08
1344M74P01
21285-1139

07482
07482
26512

E SERNOG CAGEG PART NUMBER

G SERNO

23781
GDB0201V
239778

07482
07482
26512

1156M46P11
1344M74P01
21285-1139

VKJE2854
GDBB5217
316211

AIRCRAFT TRANSFER REPORT PART IV BUNO 161862

AIRCRAFT TRANSFER REPORT PART V BUNO 161862
INDX

IND

AT

MAL

CAGE

PART NUMBER H-Z QTY

Y
Y

R
R

105
070

70210
82577

180849-10
3196864

1
1

AIRCRAFT TRANSFER REPORT PART VI BUNO 161862
W/C CD BASIC
50
57
50

0806
0679
0852

KIT INT RV
00
00
00

AMD PRT

LV
L

NOT LATER THANPRI

DTE ISS

MNHRS

RCSN

1
1
1

GUN INSP, 90 DAY
NEXT PHASE

R
U
R

1092
0395
0595

2.0
1.0

4Q97
4Q96
2Q00

Figure 5-13: Aircraft Transfer Report
5-60

DT

DRCTV
813
1287
1265

SERNO

COMNAVAIRFORINST 4790.2D
1 Feb 2021
CHAPTER 6
Material Management and Control
Table of Contents
6.1 NAVY SUPPLY SYSTEM .................................................................................................... 1
6.1.1 Overview.........................................................................................................................1
6.1.2 Funding Aviation Materials ............................................................................................2
6.1.3 Standard Supply References ...........................................................................................3
6.1.3.1 Department of Defense and Federal Government References ...........................3
6.1.3.2 OPNAV References ...........................................................................................4
6.1.3.3 COMNAVAIRFOR and Marine Corps References ...........................................5
6.1.3.4 COMNAVAIRSYSCOM References ................................................................5
6.1.3.5 COMNAVSUP References ................................................................................5
6.1.4 Special Programs and Processes .....................................................................................7
6.1.4.1 Buy Our Spares Smart (BOSS) III Program ......................................................7
6.1.4.2 Price Challenge Hotline .....................................................................................96.1.4.3 Shelf Life Management ....................................................................................10
6.1.4.4 Warranty Program ............................................................................................10
6.1.4.5 Consolidated Remain In Place List (CRIPL) ...................................................11
6.1.4.6 Technical Directive (TD) Materials .................................................................126.1.5 Training.........................................................................................................................15
6.2 MATERIAL ALLOWANCING ......................................................................................... 15
6.2.1 Concept .........................................................................................................................15
6.2.2 Operational Support Inventory (OSI) ...........................................................................16
6.2.2.1 Concept ............................................................................................................16
6.2.2.2 Establishing OSI ..............................................................................................16
6.2.2.3 Initial OSI Outfitting ........................................................................................18
6.2.2.4 AVCAL Reviews .............................................................................................18
6.2.3 Inventory Accounting ...................................................................................................19
6.2.4 Inventory Funding ........................................................................................................196-i

COMNAVAIRFORINST 4790.2D
1 Feb 2021
6.3 MATERIAL REPORTING ................................................................................................ 19
6.3.1 Concept .........................................................................................................................19
6.3.2 Local Material Reports .................................................................................................20
6.3.3 Expense Item Management Reports .............................................................................20
6.3.4 Material Surveys ...........................................................................................................20
6.3.5 General Equipment (GE) ..............................................................................................21
6.4 FINANCIAL MANAGEMENT .......................................................................................... 21
6.4.1. Introduction..................................................................................................................21
6.4.2 Budgeting......................................................................................................................21
6.4.3 Aviation Material Costs ................................................................................................22
6.4.3.1 Material Cost .....................................................................................................22
6.4.3.2 Aviation Depot Level Repairables (AVDLR)...................................................22
6.4.3.3 Depot Level Local Procurement (Open Purchase) ..........................................25
6.4.4 Financial Accounting ....................................................................................................26
6.4.4.1 Responsibility...................................................................................................26
6.4.4.2 Financial Records, Logs, and Files ..................................................................27
6.4.4.3 Financial Transmittals and Reports..................................................................28
6.5 SUPPLY DEPARTMENT ORGANIZATION ................................................................. 29
6.5.1 Standard Organization ..................................................................................................29
6.5.2 Aviation Support Division (ASD) ................................................................................30
6.5.3 Supply Response Section (SRS) ...................................................................................32
6.5.4 Requisition Control Unit (RCU)..................................................................................32
6.5.5 Technical Research Unit (TRU) ...................................................................................34
6.5.6 Material Delivery Unit (MDU) .....................................................................................34
6.5.7 Program Management Unit (PMU) ..............................................................................35
6.5.8 Pre-expended Bin (PEB) Unit ......................................................................................35
6.5.9 Component Control Section (CCS) ..............................................................................37
6.5.10 Document Control Unit (DCU) ..................................................................................37
6.5.11 Local Repair Cycle Asset (LRCA) Storage Unit ........................................................39
6.5.12 Supply Screening Unit (SSU) .....................................................................................40
6-ii

COMNAVAIRFORINST 4790.2D
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6.5.13 Awaiting Parts (AWP) Unit ........................................................................................40
6.6 SUPPLY DEPARTMENT RESPONSIBILITIES ............................................................ 43
6.6.1 General Responsibilities ...............................................................................................43
6.6.2 Response Time Standards ..............................................................................................45
6.6.3 Inspection ......................................................................................................................45
6.6.4 SERVMARTs and MINIMARTs .................................................................................45
6.6.5 Pack-up Kit Management .............................................................................................46
6.6.6 Stricken Aircraft Reclamation and Disposal Program (SARDIP) ................................47
6.6.7 Phase Maintenance Kit Management ...........................................................................48
6.6.8 Preservation, Packaging and Handling .........................................................................48
6.6.9 Procedures for Components Awaiting Investigation ....................................................49
6.6.10 Processing Material Under the Control of Naval Sea Systems Command .................50
6.7 ORGANIZATION-LEVEL MAINTENANCE ACTIVITY (OMA) AND
INTERMEDIATE-LEVEL MAINTENANCE ACTIVITY (IMA) MATERIAL CONTROL....................................................................................................................................................... 51
6.7.1 General Responsibilities ...............................................................................................51
6.7.2 OMA Material Control Procedures ..............................................................................52
6.7.2.1 Organization .....................................................................................................52
6.7.2.2 Responsibilities ................................................................................................52
6.7.2.3 Receipt and Delivery of Parts and Material .....................................................53
6.7.2.5 Deployment and Detachment Planning............................................................54
6.7.2.6 Phase Maintenance Kits ...................................................................................55
6.7.2.7 Aircraft Inventory Record (AIR) .....................................................................55
6.7.2.8 Flight Clothing .................................................................................................64
6.7.2.9 Flight Packets ...................................................................................................65
6.7.3 Intermediate-level Material Control .............................................................................65
6.7.3.1 Organization .....................................................................................................65
6.7.3.2 AMSU/JASU ...................................................................................................66
6.7.3.3 Awaiting Parts (AWP) .....................................................................................67
6.7.3.4 Preservation and Packaging .............................................................................68
6-iii

COMNAVAIRFORINST 4790.2D
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6.8 MARINE CORPS AVIATION MATERIAL MANAGEMENT..................................... 68
6.8.1 Policy ...........................................................................................................................68
6.8.2 Marine Aircraft Wing (MAW) Supply Officer ............................................................68
6.8.3 Marine Aviation Logistics Squadron (MALS) Aviation Supply Officer .....................69
6.9 DEPOT LEVEL REPAIRABLE (DLR) MANAGEMENT............................................. 69
6.9.1 General DLR Policy and Processes ..............................................................................69
6.9.2 Commercial Depot Rework ..........................................................................................71
6.9.2.1 General Policy and Procedures ........................................................................71
6.9.3 DLR Requisitioning ......................................................................................................72
6.9.4 Contracting for Commercial Rework of DLRs ............................................................73
6.9.4.1 Planning ...........................................................................................................73
6.9.4.2 Life of Rework Contracts .................................................................................73
6.9.4.3 Constructive Change ........................................................................................73
Figure 6-1: Flow of Accounting Data .......................................................................................... 74
Figure 6-2: Supply Department Organization Ashore ................................................................. 75
Figure 6-3: Supply Department Organization Afloat .................................................................. 76
Figure 6-4: ASD Organization ..................................................................................................... 77
Figure 6-5: Aircraft Inventory Record (OPNAV 4790/110) (Front) ........................................... 78
Figure 6-5: Aircraft Inventory Record (OPNAV 4790/110) (Back) ........................................... 79
Figure 6-6: Aircraft Inventory Record Equipment List (OPNAV 4790/111).............................. 80
Figure 6-7: Aircraft Inventory Record Shortages (OPNAV 4790/112)....................................... 79
Figure 6-8: Aircraft Inventory Record Certification and Record of Transfers(OPNAV
4790/104) ................................................................................................................................ 80
Figure 6-9: Commercial Rework Milestones For Existing Commercial Contracts ...................... 81

6-iv

COMNAVAIRFORINST 4790.2D
1 Feb 2021
CHAPTER 6
Material Management and Control
6.1 Navy Supply System
6.1.1 Overview
6.1.1.1 The Navy Supply System is part of the Federal Supply System, and is responsible for
procuring, maintaining, and distributing equipment, repair parts, and consumable inventories(except ordnance ammunition) to Department of the Navy (DON) consumers. The complexity of
installations and activities in the Navy Supply distribution network, such as Fleet Logistics
Centers and Defense Distribution Centers (DDC), are generally termed Designated Support
Points (DSP), where the physical work of receiving, storing, and issuing items takes place.
6.1.1.2 The Navy Supply System provides material in support of the operation and maintenanceof aeronautical equipment with the goal to have material located when and where it is needed by
the customer.
6.1.1.3 Commander Naval Supply Systems Command (commonly referred to as NAVSUP) is
responsible for material support of the NAMP. NAVSUP Weapons Systems Support (NAVSUP
WSS) is the primary organization responsible for naval aviation material support. NAVSUP
WSS manages spare parts for aircraft, engines, systems, components and accessories, safety
equipment, support equipment (SE), and aeronautical photographic and meteorologicalequipment. Primary functions of NAVSUP WSS include:a. Computes range and depth of aviation material requirements, identification and transfer of
items to be managed by other Inventory Control Points (ICP)b. Develops budgets for and funds assigned aviation material requirementsc. Procures material directly from industry or other government agencies
d. Allocates NAVAIR procured material to stock points, distributes material to fill
replenishment stock requirements, and refers requisitions to stock points to meet end-use
requirements
e. Disposes of material in excess of system requirements, including SE, when authorized by
NAVAIRf. Maintains aeronautical spares and spare parts catalogs, including obtaining National Stock
Numbers (NSN) from the Defense Logistics Service Centerg. Determines system asset rework requirements of repairable components processed bynaval, inter-service, or commercial rework facilities, equipment, e.g. Aviation Depot Level
Repairables (AVDLRs), Weapons Repairable Assemblies, Shop Repairable Assemblies,
containers funded with Operations and Maintenance Navy (OM&N), engine modules (fundedwith APN6) processed by Naval, Inter-Service or Commercial rework facilities during theInterim Supply Support period as well as Post Material Support and throughout sustainment.
6-1

COMNAVAIRFORINST 4790.2D
1 Feb 2021
h. Develops, issues, and updates the Allowance Requirements Registers (ARR) andallowance and load lists applicable to the NAMP
i. Provides primary material support for air launched weapons
j. Coordinates and conducts provisioning conferences
6.1.2 Funding Aviation Materials
6.1.2.1 The aviation wholesale supply system consists of expense and repairable items. Expense
items are consumable items or field level repairables procured by NAVSUP WSS or Defense
Logistics Agency (DLA) with Navy Working Capital Fund (NWCF) or DWCF dollars andcarried in the Navy inventory (for NWCF) account or DLA inventory (for DWCF) account.
Repairable items are aviation depot level repairables (AVDLR) which are carried under a dual
pricing system: standard (full) price (when there is no repairable carcass available) and net pricefor replacement of a not-ready for issue (NRFI) asset.
6.1.2.2 The Navy Working Capital Fund (NWCF) is a revolving fund which finances thepurchase of new assets and the repair of common stock of supply items required for support andoperation of the Navy weapon systems. Its basic capital assets are provided from anappropriation made by the Congress. The NWCF provides a means for managing, financing,
controlling, and accounting for material, supplies, and equipment. It serves as a means toimprove financial control of the consumption of material through budgeting, financing, andaccounting for the use of such material. The NWCF finances procurement of most of the Navy's
repairables and centrally managed consumable spares by purchasing consumable sparesfrom Defense Logistics Agency (DLA) and Government Services Agency (GSA), which arethen placed in Navy wholesale inventory and at retail stock locations. The capital to acquire
replacement stock is provided by reimbursement for all issues (sales) to the customer from theOperations and Maintenance Navy (O&MN) funds in the hands of the customer. In this respect,
it differs from appropriation purchase account (APA) material that is issued without charge to thecustomer's O&MN fund and is only statistically costed to the customer except under specificcircumstances. Customer orders are the basis for the NWCF budget and the solvency of the fundis dependent on the receipt of a customer order and a subsequent sale of the material. When
NAVSUP WSS conducts procurement computations for stock fund items the procurement
quantity is based on historical recorded demands, Demand Transaction (DHAs) MILSTRIP
submission for non-supply source material use, and engineering estimates for new items.
6.1.2.3 NWCF components consumed by aviation units are paid for with aviation fleet
maintenance (AFM) operating funds. The NWCF in turn uses the payment to replenish thematerial, either by financing a repair at a designated rework point (DRP), formerly a designatedoverhaul point, or by purchasing a replacement item in the case of beyond economical repair orloss situations. This differs from APA methods that separately fund the procurement and repairof aviation inventories, where such funding may be inadequate to meet demand. Under NWCF,
the revolving fund receives payment when material is used and those funds will finance thesubsequent D-level repair or replenishment action. Therefore, full funding of the D-level
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component repair is a primary benefit of the Aviation Depot Level Repairables (AVDLR)
process. Additional NWCF benefits are:a. Reduced back orders and customer wait time due to an increase of Ready for Issue (RFI)
components being available in the supply system.
b. Improved financial flexibility due to Defense Finance Accounting Service’s (DFAS)
ability to direct funds to either repair or procure as conditions warrant. This is not possible in an
APA environment where repair or procurement reprogramming actions require congressional
approval.
c. Improved aircraft readiness due to improved material support.
d. A financial incentive for O-level and I-level maintenance activities to maximize repair
permitted under the applicable COMNAVAIRSYSCOM aircraft maintenance plan.
6.1.2.4 Management of NWCF DLR items are under 7-series Cognizant (COG) Symbol and areissued with a charge to the customers’ operating target (OPTAR) at the point of sale (when theuser is charged for DLR usage). One point of sale is at NWCF activities with RSupply ForceLevel (Air Stations, CVN, MALS and MAGS) and Enterprise Resource Planning (ERP)
activities (Air Station) when 7- series COG repairables are issued from stock and the retrograde
turn-in is determined to be beyond the capability of maintenance (BCM) at the I-level activities).
Another point of sale is when a 7-series COG repairable is issued for either stock or direct turnover (DTO) from a NWCF inventory and the retrograde is not available for turn-in. This charge
will be either at a net or standard price, where:
a. The net price is charged for the RFI replacement of a NRFI asset that is BCM andreturned to the wholesale Supply System. The net price is less than the standard price and isbased on depot repair cost vice new procurement cost.
b. The standard price is charged for issues when the requisitioning activity does not make ordoes not have a turn-in. The standard price is based on procurement cost for replacement of theasset and is usually significantly greater than the net price, encouraging prompt turn-in of the
NRFI component.
6.1.3 Standard Supply References
6.1.3.1 Department of Defense and Federal Government References
a. DOD 4160.21-M is applicable to all DOD activities in the reporting, redistribution, anduse of excess, surplus, and foreign excess personal (as opposed to real) property; in the disposal
by donation, sale, abandonment, or destruction of property determined to be surplus or foreign
excess, and in the sale of such property.
b. DODINST 6050.05 provides information to assist users in managing hazardous materials
to minimize the risk involved in performance of various jobs. This instruction also provides

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labeling and packing requirements, shipment and storage, handling safety precautions, and otherinformation.
c. DoD Financial Management Regulation 7000.14-R (FMR) and the DON Financial
Management Policy Manual (FMPM) contain information relating to, and procedures for,maintaining OPTARs and definitions of terms used in the resources management systempertaining to activities, ships, and squadrons. The DoD FMR and DON FMPM are housed inseveral locations (SECNAV, OSD Comptroller and PBIS websites). The following Program
Budget Information System (PBIS) link contains the latest versions of the FMR and FMPM:
https://fmbweb1.nmci.navy.mil/policy/Policy.htm
d. Federal Logistics Data (FEDLOG) is now available for FREE as a download from
FEDMALL. To download go to the FEDMALL site at https://www.fedmall.mil/index.html
FEDLOG contains descriptions of the format and contents of the Master Cross Reference List,
Management List-Consolidated, Management List-Navy, Federal Item Logistics Data Record,
Identification Lists, Interchangeability and Substitutability, CAGE, Federal Supply Classification
Groups and Classes, Selected Federal Item Name Directory For Supply Cataloging Data, List of
Items Requiring Special Handling, Master Repairable Item List (MRIL), and Navy Item Control
Number to NIIN Cross Reference.
e. Commercial and Government Entity (CAGE) Codes provide the name, address, andsocioeconomic data on all manufacturers and non-manufacturers doing business with the federal
government. CAGE Codes can be located on the Web Federal Logistics Information System(WebFLIS) database. Access to WebFLIS may be requested by logging on to the following
website:https://www.dla.mil/HQ/InformationOperations/Offers/Products/LogisticsApplications/WebFLI
S.aspx. Three types of organizations are addressed in the H4/H8: government designed control
activities, manufacturers, and non-manufacturers. Each type of organization is uniquely
identified by a five position CAGE code or an NATO SUPPLY CODE FOR
MANUFACTURERS (NSCM) and categorized by an Organizational Entity type code. The
CAGE reflects codes assigned to organizations worldwide. WebFLIS contains theorganization’s or contractor’s name (if applicable), assigned CAGE code, and status code. In
some instances, the replacement code for the contractor’s assigned CAGE code(s) will consist of
an NSCM code assigned to an Organization Entity located in a North Atlantic Treaty
Organization member nation.
f. General Services Administration (GSA) Federal Supply Catalog. This catalog lists
approximately 20,000 line items stocked in GSA supply distribution facilities. The items listed
in this catalog are assigned COG 9Q.
6.1.3.2 OPNAV References
a. OPNAVINST 4614.1 contains instructions for using the Uniform Material Movement andIssue Priority System (UMMIPS), which assigns a Force Activity Designator (FAD) to all
activities for determining priorities for material support. UMMIPS and FAD procedures are
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implemented by Fleet Commander and Aircraft Controlling Custodian (ACC) or Type
Commander (TYCOM) instructions. The FAD is correlated with an urgency of need todetermine the priority assigned to requisitions. The priority assigned to material requisitions, notthe project code, determines the speed a requisition is filled by the Supply system. UMMIPS
abuse dilutes Supply System responsiveness in processing MILSTRIP requisitions.
b. OPNAVINST 4440.25 contains responsibilities and procedures for establishing,
maintaining, and modifying Consolidated Remain In Place Lists (CRIPL) for aviation material.
6.1.3.3 COMNAVAIRFOR and Marine Corps References
a. COMNAVAIRFORINST 4440.2 Afloat Supply Operation Manual and
COMNAVAIRPAC/COMNAVAIRLANTINST 4415.1 Ashore Supply Operation Manual
establish aviation supply procedures, guidelines, and standards for afloat and ashore aviation
support divisions/departments.
b. MCO P4400.177, Marine Corps Aviation Supply Desk-Top Procedures provides
guidelines specific to Marine Corps activities.
6.1.3.4 COMNAVAIRSYSCOM References
Illustrated Parts Breakdowns (IPB), also called Illustrated Maintenance Parts Lists or Illustrated
Parts Catalogs, are prepared by the manufacturer for each model aircraft, engine, accessory,electronic equipment, or SE. The IPB is designed to assist supply and maintenance personnel toidentify and order replacement parts for aircraft and equipment. All procurable assemblies withdetail parts are illustrated and listed in such a manner as to make quick identification ofassemblies and their component parts possible. The items are arranged continuously in assembly
breakdown order with the illustrations placed as near as possible to their appropriate listing.
6.1.3.5 COMNAVSUP Referencesa. NAVSUP P409 serves as a reference for personnel responsible for originating andprocessing MILSTRIP and MILSTRAP documents. This booklet contains common definitions,coding structures, and abbreviated code definitions used on a day-to-day basis.
b. NAVSUP Publication 485, NAVAL SUPPLY PROCEDURES, Volume I establishes
policies for the operation and management of afloat supply departments and shore-based units ofthe fleet operating forces. It is designed to assist supply personnel in the proper performance of
their assigned duties and to aid them in understanding and performing their individual tasks
associated with afloat Supply operations. NAVSUP Publication 485 is designed for bothautomated and non-automated entities. The procedures in NAVSUP Publication 485 are theminimum essential acceptable processes for supply management and are mandatory unlessspecifically stated as being optional. The CO or Supply Officer may prescribe additional
controls when circumstances dictate the requirement for more stringent controls. Thispublication is also intended as a training manual for officers and enlisted personnel and as a

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guide in handling supply problems that are not a matter of regulation. It is divided into thefollowing chapters:c. NAVSUP Publication 485 Volume 2 contains appendices and a glossary for the material
found in Volume 1.
d. NAVSUP Publication 488 issues policy for establishing Consolidated Shipboard
Allowance Listing (COSAL).
e. The NAVSUP Publication 700 (https://tarp.navsup.navy.mil/ ) provides preservation andpackaging requirements for specific repairable components.
f. The NAVSUP Publication 723 provides guidance and standards for wholesale and retail
NWCF inventory.
g. NAVSUP Publication 2003 lists current publications, directives, and forms usedthroughout the Navy that have stock numbers assigned. Individual directives listed on the
NAVICP Publication 2003 are also stocked at NAVSUP WSS Philadelphia, PA.
h. NAVSUPINST 4423.29 provides direction on Source, Maintenance, and Recoverability(SM&R) codes. SM&R Codes communicate maintenance and supply instructions for aparticular end item and its components. SM&R codes are published in allowance lists,
maintenance technical manuals, and supply documents. SM&R Codes are assigned based on thelogistic support plan. The primary objective is to establish uniform policies, procedures,
management, and integrated material support within and among the military services.
NOTE: NAVAIRINST 4423.12 provides direction on submitting changes to SM&R codes
specific to aviation material.
i. NAVSUPINST 4440.182 provides policy for Remain-In-Place (RIP) of depot levelrepairables (DLR) managed by NAVSUP WSS.
j. NAVSUPWSSINST 4441.15 issues policy for establishing Aviation Consolidated
Allowance List (AVCALs).
k. NAVSUPWSSINST 4441.16 contains detailed Operational Support Inventory (OSI) and
Shore Consolidated Allowance List (SHORCAL) policy and procedures.
l. Allowance lists contain material and equipment for the purposes indicated in each list.
Allowance lists contain the following basic information:(1) The equipment and material (both consumable and repairable) necessary to outfit andmaintain units of the aeronautical organization.
(2) Items used with sufficient frequency to justify their issuance to all activities
maintaining aircraft or equipment for which the lists are designed.

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NSNs.

(3) Information concerning NSN, nomenclature, interchangeability, and superseded(4) Detailed instructions for the application and use of the publication.

the list.

(5) A table of logistic data showing the total weight and cube of all material contained inm. Allowance Requirements Registers (ARR) list material and equipment for the purposes
indicated in the register. The various ARRs are used as guides in establishing an AVCAL forships and MALS; and SHORCAL for air stations. Material listed is retained in Supply
Department stocks until required for use.
n. Tables of Basic Allowance (TBA) are listings of equipment and material required for
performance of specific missions. They contain both shop equipment and common supporting
spare parts, and include allowances of tools and material required for use by such activities as
Fleet Marine Force (FMF) squadrons, guided missile activities, and drone type activities. TBAs
are approved by COMNAVAIRSYSCOM and published by NAVSUP WSS.
o. Allowance Parts Lists (APL) are provided by NAVSUP WSS. APLs list both anequipment's technical characteristics and logistics information, and specify all maintenancesignificant repair parts associated with the equipment and is the basis for shipboard allowances.
p. Allowance Equipage Lists (AEL) are provided by NAVSUP WSS. AELs describe asystem supported by an authorized range of operating space items. This material falls into thegeneral categories of tools and equipage to be retained in the custody of the user’s department.
q. Equipment Lists. NAVSUP WSS originates three different types of equipment lists:(1) Weapons Equipment Lists (WEL) list repairable assemblies, supporting repair parts,
attaching parts, loose equipment, and accessories used on various aircraft. Not all Navy aircraft
have WELs.
(2) Equipment Requirement Lists (ERL) contain information on specific types ofequipment, such as meteorological equipment, aircraft tires and tubes, and specialized shipping
containers, and list the supporting repair parts required to maintain and overhaul the respective
equipment.
(3) Support Equipment Lists (SEL) provide a listing of part numbers and NSNs
applicable to selected types of SE.
6.1.4 Special Programs and Processes
6.1.4.1 Buy Our Spares Smart (BOSS) III Program
6.1.4.1.1 BOSS is a partnership in which the Navy seeks to reduce supply support costs byimproving reliability and maintainability of NAVSUP WSS managed items in fielded weapon or
support systems. The goal of this logistics partnership is to reduce costs and improve readiness.
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Sources of candidates are the fleet, Navy Hardware Systems Commands, NAVSUP WSS, FRCs,
NAVAIRWARCENs, Naval Shipyards, in-service engineering activity (ISEA), Program
Management Air (PMA), and private industry. Typical candidates will exhibit low mean time
between failure and high repair costs.
6.1.4.1.2 The BOSS III Program reviews all Integrated Logistic Support (ILS) elements todetermine affordable overall support solutions. Initiatives covered under the BOSS III Program
include:a. Reliability improvements, for example, logistics engineering change proposals (LECP).
b. ILS solutions, for example, technical manual, training, and supply support changes.
Additional emphasis is placed on supply support changes.
c. Maintenance philosophy enhancements.
6.1.4.1.3 The cornerstone of the BOSS III Program is the logistics engineering change proposals(LECP). An LECP is a reliability or maintainability related ECP (officially, a cost reduction,
justification code "R" ECP) for a NAVSUP WSS managed item, sponsored and funded by
NAVSUP WSS, designed to reduce support costs while maintaining or improving safety andperformance. LECPs are funded by the NWCF if the ROI is two to one over 10 years. Savingsto this account are equal to repair and procurement avoidance. Savings to other accounts may
also be considered. Investment includes non-recurring engineering and logistics costs plus
equipment buys. The benefits evaluation is primarily financial rather than technical. A copy of
the ROI model can be provided from the BOSS III Program Office in hard copy or digital format
via e-mail. BOSS III LECPs are processed as follows:a. Originator identifies LECP candidate by determining if:(1) Reliability and maintainability is increased.
(2) Support costs are reduced.
(3) Safety and performance are maintained or improved.
b. Originator submits LECP candidate to the NAVSUP WSS BOSS III Program Office.
c. NAVSUP WSS gathers "Quick ROI" data to determine if the LECP should proceed.
d. NAVSUP WSS coordinates with originator and applicable Systems Command, ISEA, or
PMA to complete BOSS III Cost Analysis Data Requirements if the LECP proceeds.
e. NAVSUP WSS performs cost benefit analysis using ROI model.
f. NAVSUP WSS notifies originator via letter if LECP candidate does not meet ROI
requirements.
g. NAVSUP WSS sponsors the LECP through pre-board review process if LECP candidate
meets ROI requirements.
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h. NAVSUP WSS conducts Investment Board for final approval.
i. NAVSUP WSS notifies originator of results.
j. Originator prepares and submits formal LECP to NAVSUP WSS if not alreadyaccomplished.
k. NAVSUP WSS and applicable Systems Command, ISEA, or PMA coordinate LECP
through the implementation process.
6.1.4.1.4 BOSS III Program/LECP points of contact:a. NAVSUP WSS Philadelphia, PA Program Manager: (215) 697-5740/6177 or DSN 4425740/6177.
b. Website: https://www.navsup.navy.mil/public/navsup/wss/lecp/
6.1.4.2 Price Challenge Hotline
6.1.4.2.1 Contracting and procurement personnel rarely have the technical backgroundnecessary to evaluate the intrinsic value of every item they purchase. Therefore, it is necessary
for personnel at the user level to be alert to those items that appear to be excessively priced. Any
employee of the DOD or other government agency, as well as employees of contractors
performing work for the DOD, can question the price of any DOD managed spare part orconsumable by submitting a price inquiry to the Price Challenge Hotline. The Price Challenge
Hotline Operations Manual serves as the implementing instruction. Types of price inquiries
include, but are not limited to, spare parts and consumables that:a. Appear to be overpriced.
b. Are identical and would achieve a reduced price through combined demand by
consolidating their management under one NSN.
c. Would achieve a reduced price through a new commercial source of purchase.
d. Would achieve a reduced price as a result of a buy or make decision.
6.1.4.2.2 The preferred method of submitting price inquiries is via the website(https://www.navsup.navy.mil). Price inquiries may be submitted via:
a. Telephone: (757) 443-2006 or DSN 646-2006.
b. Toll-free: 1-800-NAV-CHAL.
c. Facsimile: (757) 443-2019 or DSN 646-2019.
d. Mail: PRICE CHALLENGE HOTLINE (CODE 078), PO BOX 15129, NORFOLK VA
23511-0129.
e. Website: https://www.navsup.navy.mil/public/ops$pch.pch_form.
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6.1.4.2.3 When a price inquiry is received, the Price Challenge Hotline accumulates information
for use during the price verification or challenge investigation. The price inquiry is assigned acase number and a Letter of Acknowledgment of Receipt is mailed to the challenger. If
information is determined to be insufficient, Price Challenge Hotline personnel will mail a letterto the challenger requesting additional information. The challenger has 30 days to respond or thecase will be closed. The price verification or challenge investigation will begin after allnecessary information is collected. An average price challenge will take up to 90 days toinvestigate; however, a more complex case may take longer. Upon completion, the Price
Challenge Hotline will provide the challenger with disposition of the case.
6.1.4.3 Shelf Life Management
The objective of shelf-life management is to maintain the required level of stock availability
while minimizing the risk of shelf life expiration prior to issue. The use of shelf life codes andshelf life action codes are an integral part of the shelf life management program. They aredesigned to reflect the assigned time period, at the end of which subject items are unfit for issue
or items are inspected or tested or restorative actions taken as specified by the shelf life action
code. An effective shelf life management program issues the stock that has the earliest
expiration date, and must be in an RFI condition per applicable storage standards. Each site must
develop a local shelf life program to ensure the proper identification and management of Type I
and Type II shelf life materiel in accordance with DoD 4140.27-M, Shelf-Life Item Management
Manual.
6.1.4.4 Warranty Program
6.1.4.4.1 Warranty Contracting
a. Each contract must contain warranties covering design and manufacturing requirements,
defects in materials and workmanship, and essential performance requirements.
b. Warranties will provide ample time, after delivery of the weapon system equipment, forthe government to assess achievement of specification requirements and ensure the equipment isfree from defects in materials and workmanship.
c. Program Manager Air (PMA) shall examine the value of warranties on major systems andpursue such warranties when appropriate and cost-effective. When appropriate, the PMA shallincorporate warranty requirements into major systems contracts per FAR 46.7.
d. If a warranty is cost effective and approved by the chief of the contracting office, thecontract must contain warranties covering design and manufacturing requirements, defects inmaterials and workmanship, and essential performance requirements.
e. The warranty contract will include a requirement to identify the warranty administration
process.
6.1.4.4.2 Identifying warrantied items

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Aircraft and engine warranties cover the basic aircraft or engine, and the contractor furnishedequipment (CFE). Warranty markings and information are documented in the
Miscellaneous/History section of the aircraft logbook or engine AESR. AVDLR components
under warranty are identified with the warranty information marked on the component, as well as
on associated records. For components that are tracked in NTCSS Optimized NALCOMIS, theCM ALS shall perform this function. Government Furnished Equipment (GFE) will have a
distinct and separate warranty and will have the warranty information marked on the equipment
and on any associated record cards or CM ALS. GFE will usually have a Work Unit Code
(WUC) of 51000 or higher.
6.1.4.4.3 Repairing warranted items
a. Warrantied items will be repaired at the maintenance level which would normally repair
such items as determined by the logistics support analysis process if they were not underwarranty.
b. AVDLR components under manufacturer’s warranty will be processed for repair in thesame manner as repair of AVDLR components no longer under manufacturer’s warranty.
c. Prioritization of warranty item repair will be the same as non-warrantied items.
Components under manufacturer’s warranty will be processed as Expeditious Repair (EXREP)
when the need arises in the same manner as failed components no longer under the
manufacturer’s warranty.
d. Repairs of warrantied items will be documented in the same manner as repairs to nonwarrantied items, with only minor changes to Maintenance Action Form (MAF)/Work Order(WO) documentation procedures. For example, normal repair of warranted items will be
documented using special indicators to identify repair of a warranted item was accomplished.
Chapters 15 (O-level) and 16 (I-level) provide direction on documenting warranty repairs.
e. Product Quality Deficiency Reports (PQDR) will be processed for warrantied items per
the procedures of 10.9.
f. Determination of any monetary or material re-imbursement to the Navy as the result ofcontractual liaison between NAVAIR, NAVSUP WSS and other involved Navy Field Activities
and the equipment manufacturer are based on the Material Data Sheet (MDS)/3M data compiled
by NAVAIR. Determination is made after repairs have been completed. Payback to the Navy
will be per contractual procedures specified by COMFRC FST HQ Technical Data Department
or NAVSUP WSS. Such determination will be based on MDS data supplied by COMFRC FSTTechnical Data Department and will be made after the fact, for example, after fleet maintenancepersonnel have made repairs.
6.1.4.5 Consolidated Remain In Place List (CRIPL)
The NAVSUP WSS CRIPL provides for instances where removal of a failed aircraft component
is not feasible or advisable prior to receipt of the replacement component; therefore, qualifies asa RIP item. The NAVSUP WSS CRIPL designation is based on ACC input with concurrence
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from COMNAVAIRSYSCOM. The responsibilities and procedures for establishing,
maintaining, and modifying the NAVSUP WSS CRIPL designation are in NAVSUPINST
4440.182 and OPNAVINST 4440.25.
6.1.4.6 Technical Directive (TD) Materials
6.1.4.6.1 General informationa. The TD system is the authorized means for directing accomplishment and documentationof modification or one-time inspections of naval aviation aircraft and equipment. COMFRC FSTHQ Technical Data Department is responsible for the allocation, shipment, distribution, issue,
inventory accounting, and disposal of TD parts kits. These controls are applicable to all
modification kits procured by or for COMNAVAIRSYSCOM, including kits manufactured or
procured by field activities and those procured by NAVSUP WSS.
b. Materials for TD modifications are issued and accounted for based on the requirements
stated in the TD. TD kits and related government furnished equipment (GFE) are budgeted forand issued as COMNAVAIRSYSCOM owned material for one-time installation in the specified
equipment during fleet maintenance overhaul, repair, or modification programs.
c. TD kits are issued for one-time installation and are not considered items of supply or
within the scope of the national stock number processes of the National Cataloging Program.
Instead, the kits are carried under a 6V cognizance (COG) code and are assigned a Kit
Identification Number (KIN) for the purposes of identification, requisitioning, and reporting.
Centralized records and stock balances are maintained by NAWC AD Operating Material andSupplies Branch at the NAVSUP WSS on their Master Data Files through daily receipt andprocessing of Transaction Item Reports received from the designated stock points.
d. TD kits are not considered items of supply. Kit Identification Numbers (KIN), in lieu ofNSNs, are assigned to TD kits and GFE by COMNAVAIRSYSCOM for the purposes ofidentification, requisitioning, and reporting. TD kits are normally at wholesale stock points, but
may be positioned at any TIR activity to support local modification requirements with ACC
approval.
e. Selected KINs are designated as controlled items and are identified with Material
Condition Code (MCC) Z. The other KINs are designated non-controlled and are identified with
MCC M. Applicable requisition procedures are determined by MCC.
6.1.4.6.2 TD Kit Management
a. The COMNAVAIRSYSCOM Aircraft Program Manager for Logistics (APML) has
overall responsibility for management and implementation of TDs. The APML determines
logistic support requirements for the TD and the APML Acquisition Manager determines total
kit quantity requirements. When the incorporation of a TD is planned over a period of time,
consideration will be given to multi-year procurement or manufacture of kits. Responsibilities:

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(1) The APML will task kit manufacturers to submit TD Kit Shipment Reports (NAVAIR
13053/1) for each TD. The cognizant contract administration service office or the assigned FRC
manufacturing the kits will distribute TD Kit Shipment Reports. The first issue of the TD Kit
Shipment Report will indicate the production schedule for the kit. Kit manufacturers must
provide the TD Kit Shipment Report (NAVAIR 13053/1) per the systematic, uniform, andcomprehensive reporting system directed in DID-MGMT-80771A.
(2) NAWC AC Operating Material and Supplies Branch is responsible for inventory
management of TD kits and for the control of TD kit allocation, distribution, and redistribution.
Kits will be scheduled for delivery at a rate which will support the incorporation schedule
specified in the compliance paragraph of the TD and the production delivery schedule of themodified article. Upon receipt of the first TD Kit Shipment Report and prior to the first
shipment of kits, the Kit Manager will develop a distribution and allocation schedule based on kit
requests and advise the appropriate contract administration service office or FRC. This
allocation is designed to support all requirements for basic equipment, spares, SE, and training
devices. When designating TD kit Wholesale Stock Points (WSP), direct shipments will beconsidered for those TDs where depot field teams or contractor modification teams are to be
employed, where installed equipment at fixed facilities will be modified, or where small numbersof modifications such as developmental or limited production are involved.
(3) The Kit Manager is responsible for the distribution of kits between WSPs in a mannerthat will provide the best support for operating units, rework schedules, and special modification
programs. Direct distribution to operating units other than designated WSP is authorized when
directed by the Kit Manager based on the trade-off between economic advantages, possible
dilution of management control, and operational expediency. The Kit Manager may direct
redistribution of kits when advised by a WSP of a requirement for kits that are not available
locally or forthcoming from future deliveries under the basic allocation. The Kit Manager will
direct reallocating kits from WSPs. If the requirement cannot be supported by reallocation, theKit Manager will determine the additional quantities of kits required and submit the requirement
to COMFRC Operating Material and Supplies Branch for action.
(4) When a TD reaches its Target Completion Date (TCD), the Kit Manager will
coordinate with COMFRC Operating Material and Supplies Branch to determine if themodification has been incorporated in all applicable aircraft, components, and equipment andthat all required logistics support actions have been accomplished.
b. TD kits will contain all material required to accomplish the modification in one affected
article (or part of the modification if the TD is being issued in parts) so that a minimum ofrequisitioning or local fabrication is required except as authorized by COMNAVAIRSYSCOM.
Conditions:(1) Each kit will contain one copy of the kit’s parts listing. A copy of the TD may be
included but is not mandatory.

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(2) Classified, hazardous, or shelf life materials requiring special handling will not be
part of a kit. These materials will be identified in the TD as "Other Materials Required." Thisrequirement is not mandatory for those quantities of kits which will be retained by the kit
manufacturer for installation during established modification programs.
(3) TD kits will, to the extent that is practical, not contain shelf life items or explosive,
flammable, or other hazardous material which require extraordinary packaging and handlingtechniques. Local stock items or items to be fabricated from local stock material may also be
excluded when specifically authorized by COMNAVAIRSYSCOM. Other items may be
excluded from kits when authorized by COMNAVAIRSYSCOM for reasons of cost or
impracticability.
c. Wholesale Stock Point are responsible for the receipt, storage, issue, and accounting
functions for kits. Kits may be stocked at any Supply point that submits transaction item reports
to NAVSUP WSS as arranged by COMFRC Operating Material and Supplies Branch.
d. ACCs will use TD Kit Shipment Report data to control the distribution of TD kits;schedule the modification of aircraft, aeronautical weapons, weapon systems, spare components,
and related equipment; and for phasing provisioning actions to support the modified
configuration.
6.1.4.6.3 TD Kit Requisitioning Proceduresa. Upon receipt of a TD that requires a kit, the activity that will incorporate the TD willsubmit a requisition to the supporting Supply point per the TD requisition instructions. Special
requisitioning procedures have been established with the local Supply point to issue controlled
kits by furnishing exception data. COMFRC Operating Material and Supplies Branch will
accept MILSTRIP requisitions for kits sent directly to the kit manager via e-mail, letter,message, or facsimile.
b. To preclude kit deficits, requisitioning activities must review requirements prior to
submitting requisitions to ensure:(1) The modification is applicable to the aircraft, component, or equipment for which the
kit is being requisitioned.
(2) The using activity has the level of capability required to incorporate the kit consistent
with the compliance requirements specified by the applicable TD.
(3) The kit requested has not been requisitioned previously and received for the affectedaircraft, component, or equipment.
(4) The kit has not been previously reported as incorporated.
NOTE: A request for a replacement kit will be forwarded to the respective PMA if a kit
has been previously reported as incorporated, but the affected item does not havethe TD.
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c. TD kits required by commercial rework contractors are normally positioned in a
Government Furnished Equipment (GFE) bond room at the contractor's site. When kits are notavailable to support commercial rework programs, the cognizant Contract Administration
Services Office must submit a MILSTRIP requisition to COMFRC Operating Material andSupplies Branch.
6.1.5 Training
6.1.5.1 In-service training on supply management is accomplished via on-the-job training (OJT)
and Joint Aviation Supply and Maintenance Material Management (JASMMM) CNATTU
formal classroom training. JASSMM is a 2-week course of instruction taught at the Navy
Supply Corps School, Newport, Rhode Island with the goal of developing and reinforcing theaviation support related supervisory, technical, and management skills. This course may beattended by Navy, Marine Corps, and civilian personnel, active duty and reserve officer (W1 andabove) and enlisted (E6 to E9), Supply, Maintenance, and Engineering personnel, and aviationsquadron prospective COs and Executive Officers (XO).
6.1.5.2 Officers and enlisted personnel assigned to an Aviation Support Department/Division(ASD) ashore, S-6 Division afloat, directly responsible for supervising Component Control
Section or Repairables Management Division (RMD) must attend the IMA Component Control
Section (CCS) Procedures course (C-555-0042).
6.2 Material Allowancing
6.2.1 Concept
6.2.1.1 Efficient maintenance requires an adequate range and depth of material and equipmenton hand at the maintenance site. Provisioning is the process of determining the range andquantity of items, such as spares and repair parts, special tools, test equipment, and SE required
to support and maintain an end item of material for an initial period of service. Provisioning
includes the identification of items of supply, establishment of data for cataloging, technicalmanual and allowance table preparation, and preparation of instructions to ensure delivery ofnecessary support items with related end articles. A basic input to the provisioning process is themaintenance plan, which identifies the repairable items and delineates their levels of removal andrepair.
6.2.1.2 One of the significant considerations in determining the size of the overall inventory andthe allowancing at individual supply sites for a given repairable component is the length of timefrom when a failed component is removed from use until it is restored to serviceable condition
and made available for use again. The average of this period or interval is defined as turn aroundtime (TAT). The objective is to keep this TAT as short as practicable. The factors influencing
this objective are:a. The impact on readiness of not being responsive to the needs of the operating forces, sincespares are procured only in quantities sufficient to support requirements or fill the pipeline
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during TAT. Pipeline and repair cycle requirements are part of the total spares requirements for
procurement.
b. Inventory investment costs for spares which increase to compensate for long TAT.
c. Additional maintenance costs to support the increased number of spares.
6.2.2 Operational Support Inventory (OSI)
6.2.2.1 Concept
Aviation systems are supported under the Operational Support Inventory (OSI) concept.
NAVSUP WSS retail operation division in collaboration with the cognizant ACC establishes
fixed allowances for DLR and 1RD Field Level Repairable (FLR) items authorized for stock ateach operating site, and are considered part of the site’s OSI. Entities may not exceed NAVSUP
WSS fixed allowances without prior approval. Fixed allowances are based on factors such as
TAT, failure rate, repair capability, mission essentiality, weapons system planning document(WSPD), flying hours, and other data necessary to ensure operational commitments will be met.
Consumable items are also listed in the SHORCAL or AVCAL and include material controlled
by NAVSUP WSS, DLA, GSA, and other service managers. NAVSUP WSS controlled material
allowances are adjusted quarterly by NAVSUP WSS for TIR activities. NAVSUPWSSINST
4441.15 and NAVSUPWSSINST 4441.16 provide direction on establishing ship (AVCAL) andshore (SHORCAL) material allowances.
6.2.2.2 Establishing OSI
OSI fixed allowances are established through negotiations between operating sites, the ACC, and
NAVSUPWSS. Conditions:a. Current 3M data is used in computing the fixed allowance. TAT and monthly usage
determine repairable item fixed allowances. Repairable managers will monitor TAT
performance and liaison with IMAs when excessive TAT begins to impact availability. Whencomputing allowance requirements, each TAT element will be computed using following
timeframes:(1) Removal to IMA - 1 day.
(2) Scheduling time - 3 days.
(3) AWP time - 20 days.
(4) Actual repair time - 8 days.
NOTE: Total average TAT will be limited to a maximum of 20 days for each NIIN in eachcase. Constraints will be applied to each element before totaling.
b. The computed fixed allowance will be provided to each ACC and operating site in a
SHORCAL or AVCAL.
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c. Between periodic revisions of the allowance authorization document, changes to the fixedallowance may be requested by the item manager, ACC, or operating site. Submit fixedallowance changes to the inventory control point (ICP) using an allowance change request per
NAVSUPWSSINST 4441.15 and NAVSUP Pub 488.
d. Activity operational support inventory (OSI) or fixed allowance repairables are subject to
NAVSUP WSS redistribution (with concurrence from the TYCOM) only to fill an issue Priority
Designator 1, Priority Group 1, NMCS, or PMCS requisition. Otherwise, OSI or fixedallowance repairables are protected from NAVSUP WSS redistribution.
e. Repairable allowance computations after initial outfitting, or under OSI or fixedallowance procedures, are based on activity reported data. This database used for allowance
computation will be for the last 12 months except for a new system or aircraft supported lessthan 1 year. New systems and aircraft will be supported from the available database or
Allowance Requirements Register (ARR).
f. The OSI or fixed allowance quantity of any repairable item must be determined by taking
the total repairs during the historical time frame used, plus associated TAT constraints asapplicable, following item manager directives and cross-indexing to the allowance quantity.
Compute a BCM level based on the previous 12-month BCM history. For new equipment, thebase may be reduced to a minimum 3-month history. The authorized BCM level is the average
number of BCMs occurring during a 30-day period for continental United States activities, a 60day period for overseas shore activities, and a 90-day period for ships and MAGs. The averagemonthly BCMs registered for the repairable will be summed with the RFI items average TAT
allowance to obtain total OSI or fixed allowance. If the sum exceeds the existing fixedallowance quantity, submit an Allowance Change Request - Fixed via the NAVSUP Allowance
Change Request website https://www.navsup.navy.mil/public/navsup/gateways/ (Refer to
NAVSUP P-485 para 2105 for in depth ACR procedure) for the deficiency.
g. The total OSI or fixed allowance quantity will be carried on the Supply Officer's records
in Purpose Code W or L. All or any part of this quantity may be located in the LRCA storage
unit. Addition or deletion of assets from the LRCA storage unit, within the range of the site
fixed allowance, is TYCOM criteria.
h. The fixed allowance is regarded as the maximum level to be maintained.
(1) All assets of each item or family, regardless of condition, location, or status (except
assets installed in aircraft and SE and those BCM off station) are counted towards the fixedallowance. This includes assets in DIFM, on an exchange basis with the exception of in-use
assets, which are undergoing EXREP, assets sub-custody to an aviation unit, and those due infrom the Supply System or contract.
(2) Strict one-for-one exchange discipline between the O-level, I-level, and Supply
Department must be maintained.

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(3) No off-station requisitioning will occur prior to BCM action, excluding the CRIPL
and anticipated NMCS items.
(4) All OSI assets are carried in Purpose Codes W and L on the Supply Officer’s records.
Non-TIR activities will not hold any repairables in excess of TIRs. TIRs are routinely submitted
to the Afloat/MALS Logistics Liaison Office (AMLLO).
(5) Storage of fixed allowance assets is authorized at any location within an operating
site, while meeting the requirement in NAVSUP P-485 and approved by TYCOM N41.
6.2.2.3 Initial OSI Outfitting
Initial allowance for a newly established Navy or Marine Corps aviation unit is issued by an
outfitting directive from the ACC. The ACC will also issue outfitting directives for units making
a change of permanent duty station or as a result of a change in T/M/S or numbers of aircraft orequipment. OPNAVINST 4441.12 governs aeronautical material outfitting and supply supportof the operating forces. Initially, and every 2 years thereafter, NAVSUP WSS provides air
station Supply departments with preliminary allowance documents. After the air stations review
the documents, an allowance negotiation conference is held at NAVSUP WSS to finalize theactivity's OSI allowances. Air stations will establish their allowance quantity on the stock recordand provide initial issue requisitions (Advice Code 5D) directly to NAVSUP WSS for any
increase to the allowance or new items to be carried as a result of the SHORCAL review. These
initial issue requisitions will have a fund code of QZ for 7 series COG or Y6 for 0 series COG
APA DLRs. NAVSUP WSS will validate these Advice Code 5D 7 series COG requisitions
against the aviation retail management file and reject those that exceed the established allowance
increase.
6.2.2.4 AVCAL Reviews
As a minimum, ship AVCALs will be reviewed and revised incident to major ship overhauls andprior to each carrier deployment. Marine Air Group (MAG) AVCALs will be reviewed andrevised periodically as determined by COMNAVAIRFOR, COMMARFORCOM, andCOMMARFORPAC, but not more than every 36 months. After the fleet unit review, an
AVCAL Quality Review Conference is held at NAVSUP WSS to negotiate the activity's OSI
allowances. NAVSUP WSS will provide revised AVCAL allowances to the site via electronic
text file for afloat units and update Navy ERP for ashore units no later than 270 days prior to
deployment for CVNs. The site will then load the new allowances to their stock records, andsubmit initial issue requisitions (Advice Code 5D) directly to NAVSUP WSS for any increase toallowance or new items to be carried as a result of AVCAL review. These initial issue
requisitions will have a fund code of QZ for 7 series COG or Y6 for 0 series COG APA DLRs.
NAVSUP WSS will validate these Advice Code 5D 7 series COG requisitions against theaviation retail management file and reject those that exceed the established allowance increase.

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6.2.3 Inventory Accounting
The Force Inventory Management Analysis Reporting System (FIMARS) shows visibility of all
fixed allowance repairables at a site. All OSI fix allowance assets are carried in Purpose Code W
or L on the Supply Officer's records.
6.2.4 Inventory Funding
6.2.4.1 At Navy and Marine Corps shore activities, Shore Consolidated Allowance List
(SHORCAL) consumer level retail W and L Purpose Code, 7 series and 0 series COG
inventories are under end-use NWCF funding (Stores Account 51000). MAGs, CVNs, andLHAs have transitioned in conjunction with RSupply implementation to this process. Only thoseassets within authorized allowances (SHORCAL, AVCAL, or packups) were decapitalized.
6.2.4.2 At Depot FRCs, consumable material and supplies required for operation are procured
with Navy Working Capital Fund (NWCF) money and accounted for as NWCF inventory assets
until issued to a customer job order or an expense account. Conditions:a. The NWCF retail store inventory consumable items are stocked and repetitively orderedon the basis of historical usage.
b. Direct material inventory items are those ordered for a specific customer job order and in
the quantities required for scheduled work based on a bill of material. Direct material inventory
items include both consumable and APA type material.
c. AVDLRs and APA material are not authorized to be stocked in the NWCF retail store
inventories. When required for a specific job, AVDLR material is requisitioned from the local
DSP under the dual accounting system stated above.
6.3 Material Reporting
6.3.1 Concept
Material reporting is a procedure where all supply action documents in support of maintenanceare entered and merged with the Material Reporting history file maintained by
COMNAVAIRSYSCOM Enterprise Services Division. Material Reporting information iscollected via the reporting command's end of the month, and is summarized and reported tohigher levels of management by COMNAVAIRSYSCOM Enterprise Services Division.
Material usage data allows management to:a. Relate material issues and turn-ins to weapon systems and components by activity andmaintenance level.
b. Appraise higher commands of material expenditures in support of maintenance.
c. Determine weapon systems costs at the O-level and I-levels of maintenance.

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d. Determine usage, failure, and turnaround time (TAT) rates for OSI or fixed allowancedevelopment and allowance change requests.
6.3.2 Local Material Reports
Local Material Reports (MR-1-1 and MR-1-2) are provided for repairables management andfixed allowance determination under OSI procedures. These reports merge supply andmaintenance data elements to determine usage and TAT of repairables. The MR-1-1 and MR-12 are identical reports except for the sequence in which they are produced and the totals. Eachreport has two parts: Part I is a detailed list and Part II is a summarization of the detailed list.
Data for the current 6 months is used for production of these reports. The requesting activity can
select the report period desired. The requested report must be within the current 6 months andspecify increments of monthly accounting periods. The requesting activity may select either Part
I or Part II independently or both. Part I detail lines will represent a single material issue(RECTYP 60) (DD 1348) which has a corresponding (JCN match) 31/32 MAF transaction/(63)component turn-in card MAF. If a material issue resides in the database without a matching
31/32 MAF transaction or RECTYP 63 transaction, it will not be printed until it has remained in
the database for 6 months. A 31/32 MAF RECTYP 63 transaction residing in the database
without a matching material issue will never be printed. The TAT printed in the repair cycle data
section of these reports contain the constraints as described in NAVSUPWSSINST 4441.15, and
NAVSUPWSSINST 4441.16. Actual results are printed for each repair cycle data element but
the constrained results will be accumulated within the computer and applied to the TAT. Data
sources for these reports will be material issue documents (RECTYP 60) which have Material
Condition Codes (MCCs) of D, E, G, H, Q, or X, and a COG of 1R, 4Z, 6K, 6R, 7E, 7G, 7R, 7Z,
or with a blank MCC and COGs of 9F, 9I, 9J, or 9V. These RECTYP 60 records are matched tothe corresponding MAF, with Transaction Code of 31/32/RECTYP 63 transaction.
6.3.3 Expense Item Management Reports
Expense item management reports (MR-2-1, MR-2-2, and MR-2-3) are provided for reviewing
consumable (expense) item maintenance usage, thus permitting set stock levels of these items
under OSI procedures. The reports display frequency and demand data on all maintenance andrelated expense items. The three reports are the same except for sequence differences. Data
source will be RECTYP 60, RECTYP 64, RECTYP 65, and RECTYP 67. Only those records
where the first position of the COG code is 0, 1, 3, 5, or 9 (except 1R when MCC=D), will
qualify for these reports. Data up to the current 6 months is used when producing these reports.
The SUPORG code is the basis of organization selection. The requesting activity can select thereport period desired. The requested report must be within the current 6 months and must be
specified in increments of monthly accounting periods.
6.3.4 Material Surveys
Material surveys are required when Navy property and Defense Logistics Agency (DLA)
material, including IMRL equipment/SE, in Navy custody is lost, damaged, or destroyed. The
Financial Liability Investigation of Property Loss (DD 200) will be used in connection with
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survey procedures. Detailed procedures for proper accountability for government property lost,
damaged, or destroyed are contained in NAVSUP Publication 1, Vol II, and NAVSUP
Publication 485. Optimized OMA (OOMA) NALCOMIS activities with NAVAIR funded
items, including IMRL equipment/SE that is lost, damaged, or destroyed, must send a copy ofapproved survey to COMFRC FST HQ Technical Data Department. The surveying activity must
annotate in the CM ALS that the component is missing, stricken, or surveyed, change the CM
indicator to BCM, and make remarks in the miscellaneous record of the CM ALS.
6.3.5 General Equipment (GE)
6.3.5.1 GE is tangible personal property that is functionally complete for its intended purpose,
durable, and nonexpendable. GE typically has an expected service life of 2 years or more; is notintended for sale; does not ordinarily lose its identity or become a component part of anotherarticle when put into use; and has been acquired or constructed with the intention of being used.
6.3.5.2 Personal property is all property (systems and equipment, materials, and supplies) except
real property (land and improvements to facilities), and records of the Federal Government.
Personal Property includes (but is not limited to); Military Platforms (e.g. Ships Aircraft, andTanks), Weapons (including small arms and light weapons), Weapon Systems, support
equipment, office equipment, industrial plant equipment, vehicles, material handling equipment,
automated data processing equipment or property acquired through capital or operating leases.
6.3.5.3 GE having a security code identifying the GE as controlled, classified or sensitive, must
be recorded in Defense Property Accounting System (DPAS).
6.3.5.4 All GE purchased, or otherwise obtained, that has a unit acquisition cost less than thecapitalization threshold identified in SECNAV M-5200.45, must be recorded in DPAS.
6.4 Financial Management
6.4.1. Introduction
Management at the DOD level requires the measurement of performance against plans for given
programs and functions. Therefore, resources (funds) are identified, budgeted, and accounted forin terms of Six Year Defense Plan and budget activities.
6.4.2 Budgeting
Operating resources identified by subhead are allocated by CNO to the major claimants, forexample, the Commander U.S. Fleet Forces Command. The Commander U.S. Fleet Forces
Command issues the expense limitations, by subhead, to themselves for fleet level functions andto ACCs/TYCOMs. Each ACC/TYCOM issues an operating budget to each assigned unit tofinance the operations, maintenance, administrative, and TAD travel requirements, and issues anoperating budget to fund the operations, administration and TAD requirements of their own staff.
Type and fleet commanders also issue operating budgets to themselves as responsibility centers

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for centrally managed programs, such as ship overhaul, the expenses of their own staffs, andexpenses of their ships, squadrons, and units.
6.4.3 Aviation Material Costs
6.4.3.1 Material Cost. Aviation material costs are costs resulting from maintenance performedon, or in support of aircraft. Aviation material costs are reported against the aircraft units whichused the service. ACCs are responsible for apportioning aviation material costs. O-level, I-level,
and D-level costs are reported separately.
6.4.3.2 Aviation Depot Level Repairables (AVDLR). Aviation material costs include costs forrepair or replacement Aviation Depot Level Repairables (AVDLR), cost of materials purchasedwith Flight Operations Funds (OFC-01), and costs of material purchased with Aviation Fleet
Maintenance (AFM) funds.
a. Consumable material is material which after issue from stock, is consumed in use, or
while having continued life, becomes incorporated in other property thus losing its identity when
it is dropped from property accountability. Consumable items under the centralized managementof the DLA or the GSA are procured with Navy stock funds and carried in the Navy stock
account.
b. Aviation Depot Level Repairables (AVDLR) are financed by the Navy Working CapitalFund (NWCF). Under the NWCF process, the end user finances the D-level repair andprocurement of 7R COG repairables through the local replenishment of these repairables
determined to be non-ready for use (NRFU) and Beyond Capability of Maintenance (BCM) at
the I-level, and repairables that are lost or missing. Squadrons and Intermediate Maintenance
Activities (IMA) initiate requisitions for AVDLRs, and the T/M/S aircraft maintenance plan
dictates through Source, Maintenance and Recoverability (SM&R) codes whether repairable
materials can be repaired at the I-level or must be sent direct to the Depot Repair Point (DRP).
AVDLRs repaired at the I-level result in a charge for the actual material costs of the repair.
AVDLRs that are BCM at the I-level result in a set NWCF charge. AVDLRs that are missing orloss result in a NWCF for full replacement. The Intermediate Maintenance Cost is the grossadjusted obligations used by the IMA to perform I-level maintenance. Additional information on
AVDLR charges:(1) The net price is charged for the RFI replacement of a NRFI asset that is BCM andreturned to the wholesale supply system. The net price is less than the standard price and is basedon depot repair cost vice new procurement cost.
(2) The standard price is charged for issues when the requisitioning activity does not makea turn-in. The standard price is based on procurement cost for replacement of the asset and isusually significantly greater than the net price, encouraging prompt turn-in of the NRFI
component.
(3) Turn-in and repair of a NRFI carcass at the I-level is a closed loop process, with allactions accomplished within the IMA and supporting supply activity. When a NRFI component
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cannot be repaired locally and must be turned in for repair at a D-level repair facility CTRs serveas the basis to monitor user turn-in of exchange carcasses. Transactions recorded on CTRs
determine whether the ICP will generate follow-up actions or additional billing to user activities
for outstanding carcass turn-ins. When a CTR is not closed out within a specified timeframe, the
ICP initiates a carcass tracking action to request status from the delinquent turn-in from theactivity. Afloat and ashore user activities handling NWCF NRFI condition material areresponsible for posting proof of shipment and other carcass tracking functions via electronic
retrograde management system (eRMS) program. Activities must generate carcass tracking
reports available to review and reconcile any pending carcass charges, investigations and actual
bills. Perform continuous monitoring and tracking on regular basis to avoid additional carcass
billing and assure outcome to close tracking record.
NOTE: Complete procedures for DLR requisitioning, turn-in, and carcass tracking are in
NAVSUP Publication 485 and COMNAVAIRFORINST 4440.2.
c. Flight Operations Funds (OFC-01) will be used for:
(1) Aviation fuels consumed in flight operations.
(2) Initial and replacement issues of authorized items of flight clothing and flight
operational equipment for pilots and flight crews.
(3) Consumable office supplies for aviation squadrons.
(4) Aerial film, recording tape, and chart paper consumed in flight.
(5) Flight deck shoes and safety shoes used by squadron personnel directly involved in
the readiness, launch, and recovery of aircraft.
(6) Liquid and gaseous oxygen consumed during flight by the aircrew.
(7) Nitrogen used in aircraft and weapon systems.
(8) COG 1I forms when not directly used in support of maintenance.
(9) Consumable ASW operations center supplies when consumed in flight.
(10) Publications (other than those of a recreational nature) used to impart technical andprofessional knowledge to officers and enlisted personnel of the command.
(11) Plaques for CO and XO offices only.
(12) Special identification clothing, for example, flight deck jerseys and helmets, used bysquadron personnel in the readiness, launch, and recovery of aircraft.
d. Aviation Operation Maintenance (AOM) will be used for:
(1) Paints, wiping rags, towel service, cleaning agent, and cutting compounds used inpreventive maintenance and corrosion control of aircraft.

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(2) Consumable repair parts, miscellaneous material, and Navy stock account parts usedin direct maintenance of aircraft, including repair and replacement of FLRs, AVDLRs, andrelated SE.
(3) Pre-expended, consumable maintenance material meeting requirements of NAVSUP
Publication 485 used in maintenance of aircraft, aviation components, or SE.
(4) Aviation fuel used at I-level in test and check of aircraft engines during engine
buildup, change, or during maintenance. Oils, lubricants, and fuel additives used at both O-level
and I-level.
(5) Allowance list items used strictly for maintenance, such as impermeable aprons,
explosive handler coveralls, industrial face shields, gas welders gloves, industrial goggles, andnonprescription safety glasses.
(6) Fuels used in related SE (shipboard only).
(7) Replacement of components used in test bench repair.
(8) Maintenance or equipment replacement of aircraft loose equipment listed in the AIR.
(9) Consumable hand tools and IMRL items used in the readiness and maintenance of
aircraft, maintenance and repair of components, and related equipment.
(10) Safety and flight deck shoes used in maintenance shops.
(11) Repair and maintenance of flight clothing and pilots and crew equipment.
(12) Authorized decals used on aircraft.
(13) Items consumed in interim packaging and preservation of aviation fleet maintenancerepairables.
(14) Items, such as MAFs, MAF bags, equipment condition tags, and COG 1 forms, andpublications, used in support of direct maintenance of aviation components or aircraft.
(15) Authorized special purpose clothing for unusually dirty work while performing
maintenance of aircraft.
(16) Civilian labor only when used in direct support of AFM (requires ACC approval
prior to use).
(17) Costs incurred for repair of IMRL items.
(18) Replacement of general purpose electronic test equipment allowance items which
are missing or unserviceable (COG Z).
(19) Oils, lubricants, and fuel additives consumed during flight operations.

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(20) Navy stock account repairable material (non-AVDLR) used in direct maintenance of
aircraft component repair, or related SE.
(21) Requisitioning low cost consumable materials required for TD installation, forexample, HAZMAT, not to exceed one hundred dollars per TD installation.
COMNAVAIRSYSCOM is responsible for funding all materials valued at one hundred dollars
or more per TD installation.
(22) IMRL and Table of Basic Allowance (TBA) item replenishment or replacement.
e. AFM funds will not be used for:(1) Housekeeping, office supplies, or habitability items.
(2) Services, such as printing and office equipment maintenance.
(3) General station collateral equipment, including labor-saving devices (Section C
allowance list items).
(4) Packing, crating, and preservation for storage or shipment.
(5) Data processing equipment and supplies.
(6) Operating costs of vehicular and mobile equipment other than shipboard SE.
(7) Non-aviation miscellaneous equipment, even though repair may be performed in the
ship's AIMD, for example, MG-5, automotive vehicles, crash cranes, deck scrubbers, and fork
lifts.
(8) Maintenance of SE by Public Works Departments or Centers.
(9) Initial outfitting of IMRL and TBA items. OFC-01/09 funds with Fund Code 8X will
be used to fund IMRL and TBA initial outfitting.
(10) Labor, unless specifically authorized.
6.4.3.3 Depot Level Local Procurement (Open Purchase)a. Navy stock fund allotments are granted by NAVSUP WSS for the specific purpose of
permitting local procurement for emergency requirements and limited stocks of centrally
managed 1R cognizance material to satisfy priority 1 through 8 or NMCS and PMCS
requirements.
b. ICPs have approval authority for the local purchase of centralized items (items for which
the cognizant inventory manager has prescribed central procurement and management) fromcommercial sources in a quantity sufficient to satisfy emergency requirements and sustain
normal operations during the period of an emergency without the need for repetitive
procurements, providing all the following conditions exist:

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(1) The items or a suitable substitute cannot be obtained from normal Supply sources intime to satisfy the emergency requirement.
(2) The purchase will not exceed purchase authority limitations established by field
purchasing or other governing procurement regulations.
(3) Adequate quality control standards and test requirements can be applied locally foritems involving health, safety, or operational effectiveness.
c. Stock points are not authorized to purchase centralized items locally without the specificapproval of the cognizant inventory manager except under the conditions stated in paragraph
6.4.3.3.a. When required material is not available in the Supply System, stock points may
request local purchase authority from the cognizant inventory manager.
d. Part numbered item requirements may be satisfied by local manufacture, fabrication,assembly, or procurement.
e. When the Navy Working Capital Fund (NWCF) is used to finance local procurement,
ASN (FM&C) instructions on obligations for material to be delivered from stock fundinventories and policy for financing expense type material must be followed.
(1) Local procurement of 1R COG material for COMNAVAIRSYSCOM Sustainment
Group, Mission Systems Group commercial rework contracts will be made against the NWCF
allotment and reimbursed at the time of issue with COMNAVAIRSYSCOM furnished funds.
On stock numbered material which is obtained through manufacturing or open purchase, thedemand on the Supply System must be recorded.
(2) Depot FRC requirements for local purchase of 1R cog items will be submitted to the
local supply organization. All such requirements will be financed by the NWCF (BP34)
allotment granted by NAVSUP WSS to the supply organization with subsequent sales to the
Navy Industrial Fund (NWCF). Requirements for local purchase of nonstandard or non-partnumbered items will be financed by direct citation of the NWCF.
6.4.4 Financial Accounting
6.4.4.1 Responsibility
Auditable records will be maintained by all activities with an operating budget, referred to as an
Operating Target (OPTAR). Records will show the transaction costs incurred and the available
balance of the operating budget, including such values for each OPTAR granted. Each ship,aviation squadron, or command issued an OPTAR is responsible for the efficient and effectiveuse, including accurate and timely accounting and reporting per procedures outlined here.
Prompt action will be taken to research and validate transactions reported by the Defense
Finance and Accounting Service (DFAS) operating location, Pacific or Atlantic, relative to thestatus of each OPTAR held by the command.

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6.4.4.2 Financial Records, Logs, and Files
a. Each ship, aviation squadron, and command will establish a Requisition/OPTAR Log(NAVCOMPT 2155) to record OPTAR grants and the value of transactions authorized to be
incurred as chargeable to the ACC operating budget. A separate Requisition/OPTAR Log willbe established for each OPTAR received. AVCAL holders will maintain an AVCAL
Requisition/OPTAR Log (NAVCOMPT 2206) for the AVCAL account. When consolidated
accounting is authorized, the command will establish a Requisition/OPTAR Log for each ship,aviation squadron, or unit concerned. The Requisition/OPTAR Log parallels and provides acheck on the official accounting records maintained at applicable DFAS operating locations.
OPTAR grants will be entered on the Requisition/OPTAR Log and reduced by the value ofchargeable requisitions (unfilled orders). All chargeable requisitions and purchase orders must
be recorded in the log. All non-chargeable, for example, appropriation purchases accountrequisitions will also be entered, but these documents have no effect on the OPTAR balance.
Additionally, differences reported by the DFAS on the Summary Filled Order/Expenditure
Difference Listing (SFOEDL) must be entered in the log and will increase or decrease the
OPTAR balance. A mechanized Requisition/OPTAR Log with data files maintained per dataprocessing procedures approved by the ACC (and ASN (FM&C) (if applicable)) will satisfy therequirements of the Requisition/OPTAR Log.
b. Personnel assigned responsibility for maintaining the Requisition/OPTAR Log must
attend Financial Management for Naval Aviation Operation Target Accounting (OPTAR) course(Course C-555-0018) within 6 months of assuming this position.
NOTE: For Marine Corps activities, this is a combined function performed by the
Operations Management Division.
c. Holding files will be established by fiscal year for each OPTAR received to hold theappropriate accounting documents and listings pending transmittal to applicable DFAS operating
locations. Holding files contents are defined as follows:
File 1. Unfilled Order Chargeable Documents For Transmittal. This file contains theaccounting copy DD 1348 green copy, DD 1348M, and DD 1149. Underway replenishment
requisitions and all debit adjustment documents which increase the estimated cost chargeable
based on an advance price change will be included. Requisitions for appropriate purchaseaccount (APA) items or other non-chargeable material will not be placed in this file. All
documents will be priced, extended, and entered in the estimated cost chargeable section of theRequisition/OPTAR Log for the period involved, with a corresponding decrease to the OPTAR
balance.
File 2. Unfilled Order Cancellation Documents/Lists for Transmittal. This file contains
lists of confirmed cancellations or copies of individual cancellation documents, advance
downward price adjustments, and copies or lists of administrative cancellations of above
threshold unfilled orders that decrease the estimated cost chargeable (credit adjustment). All
documents will be priced, extended, and entered in the estimated cost chargeable section of the
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Requisition/OPTAR Log for the period involved, with a corresponding increase to the OPTAR
balance.
6.4.4.3 Financial Transmittals and Reports
Commands will submit the following financial transmittals and reports:
a. OPTAR Document Transmittal Report (NAVCOMPT 2156). Unfilled orders,
cancellation documents, processed listings (or detail cards) and other transactions documents
which affect the status of the OPTAR will be transmitted to applicable DFAS operating locations
on an accurate and timely basis to permit the up-to-date maintenance of the official accounting
records of the ACC or other operating budget holders (Figure 6-1). On the 15th and last day ofeach month, the documents in holding files 1 and 2 for the current fiscal year, will be removed
for transmittal with the OPTAR Document Transmittal Report (NAVCOMPT 2156) to theapplicable DFAS operating locations. If no transactions have taken place since the lasttransmittal, a transmittal will not be made for such period or periods.
b. Budget and OPTAR Report (NAVCOMPT 2157). Except when the ship or unit is in theimmediate vicinity of a DFAS operating locations or during periods of message minimize, amessage report of Budget and OPTAR data will be submitted in lieu of the Budget and OPTAR
Report (NAVCOMPT 2157). The message report will be submitted to applicable DFAS
operating locations, with a copy to the ACC on the first work day of the month following the endof the month being reported. Current and prior year OPTAR reports and any other related
information prescribed by the ACC will be included. The Requisition/OPTAR Log is theprinciple source of data required in the preparation of the Budget and OPTAR Report. Prior to
the preparation of the Budget and OPTAR Report, the Requisition/OPTAR Log will be balanced.
c. DFAS Transaction Listings:(1) Monthly, an N-SABRS Report is sent to each OPTAR Holder listing the itemized
differences between unfilled orders submitted by the OPTAR Holder and expenditures submitted
by the issuing activities.
(2) Overview. Monthly the TYCOM produces two listings for each activity, Obligation
Validation Review (OVR) Difference Listing (DL) and Un-Matched Disbursements (UMD).
(a) OVR. This listing contains all unfilled orders (obligations) held in N-SABRS thathave not matched with related expenditure documents and have not been cancelled. It also lists
unfilled orders that are partially complete; some of the requisitioned material or service has been
received and an expenditure processed, the outstanding quantity and partial dollar value willappear on the list.
NOTE: An OVR recoupment is identified as a UOL recoupment in R-Supply.
(b) DL. This listing contains DTO documents that have not cleared the matchingcycle at DFAS Operating Locations (OPLOC). As part of the accounting process, TYCOM
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personnel match unfilled order documents transmitted by the OPTAR Holder with corresponding
expenditure documents received from supply activities. The DL contains the results of thereconciliation performed by TYCOM personnel since distribution of the last DL to the activity(OPTAR Holder). These listings are forwarded to the OPTAR holder for review and processing.
The activity must annotate action taken adjacent to each record. The system generated
Challenge Response Page detailing each challenge will be forwarded to TYCOM.
(c) Unmatched Disbursements (UMD). This listing is produced monthly, typically
before the DL or OVR, and provided to each OPTAR holder for appropriate action. The listingshows expenditures that do not have a matching obligating document in N-SABRS. Why
UMD’s occur vary, therefore each TYCOM provides guidance on frequency and appropriate
corrective action.
(d) Obtaining Listings. The Financial Support Listings are produced on
approximately the 25th of the month, they report transactions from the prior month (i.e.,transactions processed in October will populate on the listing released in November). They are
forwarded to the unit via TYCOM.
(3) Command Financial Management System (CFMS) Difference List. The CFMS
(original and 1 copy) will be forwarded monthly by the DFAS to individual OPTAR holders foreach OPTAR held. OPTAR holders will accept and post to the Requisition/OPTAR Log all
differences shown on the CFMS Difference List. After posting the differences, the OPTAR
holder will review the listing and annotate transactions considered invalid with the rejection
codes. Rejection codes are listed in NAVSO P-3013-1. The valid rejections will be revised witha correction transaction by DFAS and will appear on a later CFMS Difference List.
6.5 Supply Department Organization
6.5.1 Standard Organization
6.5.1.1 The standard organization of ashore supply departments is displayed in Figure 6-2. The
standard organization of afloat supply departments is displayed in Figure 6-3. The Supply
Officer of a Navy shore Supply Department reports to the Type Wing Commander. At sites withmultiple Type Wings, the Supply Officer reports to a designated Type Wing Commander, but
serves all Type Wings on the site.
NOTE: Refer to Chapter 4 for Marine Aviation Logistics Squadron (MALS) organization.
6.5.1.2 ACCs and TYCOMs issue directives for TAD of logistics specialists. Supply
Departments receive logistics specialist manning augments through TAD assignments fromsquadrons to compensate for the added workload per the squadron manning document‘s
integrated support section. When Marine Corps squadrons deploy for short periods of time, theMAW or MALS MO and the AVNSUPO will negotiate the number of TAD personnel
commensurate with expected operational requirements.

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6.5.2 Aviation Support Division (ASD)
ASD is the mandatory point of entry for supply support for O-level and I-level maintenanceactivities. ASD organization is shown in Figure 6-4. ASD is composed of two sections: Supply
Response Section (6.5.3) and Component Control Section (6.5.9). ASD is located adjacent tomaintenance areas to improve maintenance and material support coordination. Physical location
may vary according to local geographic or facilities layout. ASD, and all its functional elements,
will be manned and operational consistent with the operating hours of supported maintenanceorganizations. If maintenance is being performed 24 hours a day, then Supply support isrequired 24 hours a day. Manning levels during other than normal working hours will beconsistent with the support required and requisition processing standards. ASD functions
include:a. Receive requests for material.
b. Perform technical research and prepare requisitions.
c. Pick up and deliver material.
d. Measure Supply response time.
e. Account for all repairable assets.
f. Maintain special LRCA storage areas and publish listings.
g. Establish, maintain, and replenish PEBs and their listings.
h. Initiate inter-IMA repair and return service requests.
i. Maintain AWP storage areas, control requisitions and piece parts, and initiate follow-ups
on outstanding requisitions.
j. Expedite high priority requisitions.
k. Be familiar with NALCOMIS and its application to supply management and automatic
data processing.
l. Supervise the operation of the SRS and the CCS.
m. Provide the Supply Officer (afloat) or Type Wing Commander (ashore) with status on thequality of Supply support rendered.
n. Coordinate with the IMA and O-level activities to maintain the authorized level of TAD
personnel.
o. Provide one Supply representative to participate in AIRSpeed CPI Work Center events.
p. Ensure ASD personnel complete job-appropriate CPI training within 6 months ofassignment.

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q. Be familiar with aviation 3M reports pertinent to O-level and I-level Maintenance andSupply Operations, Buffer Management Tool (BMT) functionality and reports (I-level), and thead hoc capabilities of NTCSS NALCOMIS, and Optimized OMA or IMA.
r. Attend monthly Maintenance and Supply meetings.
s. Initiate all D-level customer service requests that are not initiated by the IMA. ASDs will
initiate D-level customer service if:(1) NMCS, PMCS, or work stoppage documents exist.
(2) The unserviceable exchange item requires D-level check and test.
(3) Available Supply System asset status indicates that a replacement is not now
available. ASD will interrogate the ICP (if feasible) to determine system availability.
t. Process specific customer service requests initiated by customers or IMAs requiringsupport for repair of repairables or depot manufacture of parts, providing an NMCS, PMCS, or
work stoppage requirement exists. ASD will:(1) Prepare a funded Work Request Customer Service (CNAF 4790/36A) (Chapter 3)
citing the malfunction description entered on the MAF or the work requirements obtained fromIMAs.
(2) Transship all repairables or material requiring customer service to and fromapplicable depots via traceable means.
(3) Maintain suspense and completed records on customer service transaction and record
associated statistics and usage data.
NOTES: 1. The ASD Officer is responsible to the afloat Supply Officer or the ashore Type
Wing Commander (with or without an attached Wing Supply Officer) for the
performance of the Division. The ASD Officer acts as a direct link between the
IMA Maintenance Officer and the Supply Officer (afloat) or Type Wing
Commander (ashore).
2. COMNAVAIRFORINST 4440.2 andCOMNAVAIRPAC/COMNAVAIRLANTINST 4415.1 provide detailed Force
Supply instructions applicable to CNAF, CNAFR, and CNATRA Navy andMarine Corps activities.
3. D-level customer service will not be requested for repairables requiringextensive repairs or overhaul. However, if the item is not included in the Hiburner and Application Operation B08 Scheduling Programs,
COMNAVAIRSYSCOM Sustainment Group, Mission Systems Group will be
requested to authorize customer service if a serious NMCS, PMCS, or work
stoppage condition exists.

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6.5.3 Supply Response Section (SRS)SRS is a section of ASD, and serves as the point of contact for processing maintenance material
requirements. SRS is divided into five units: Requisition Control Unit (RCU), TechnicalResearch Unit (TRU), Material Delivery Unit (MDU), Program Management Unit (PMU), andPre-Expended Bin (PEB) Unit. Primary SRS functions:a. Process requirements.
b. Maintain a control file for all requirements.
c. Transmit requests to other on-station Supply processing points as required.
d. Deliver all parts and materials.
e. Review and monitor NALCOMIS mailbox messages.
f. Maintain all authorized station or ship aviation PEBs.
g. Expedite high priority requisitions.
h. Quality Assurance (QA) proof of delivery (PODs) DD 1348 with legible printed name,signature, date, time and circled quantity.
6.5.4 Requisition Control Unit (RCU)RCU is a section of SRS and is the receipt point for material requisitions. Not carried (NC) and
Not In Stock (NIS) requisitions are automatically referred to the supply system throughelectronic interface. All warehouse refusals will be processed and referred off station per
TYCOM SOM. NALCOMIS is automatically updated with the referral status. Upon referral,
the customer's NRFI material becomes owed to the Supply System.
6.5.4.1 Requisitions submitted to RCU must include:a. Organizational code.
b. JCN (NOTE 1).
c. TEC.
d. Bureau or serial number (NOTE 2).
e. WUC (NOTES 1 and 3).
f. CAGE (NOTE 4).
g. Manufacturer's PN.
h. Quantity.
i. Document number.

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j. Demand code.
k. Delivery point (NOTE 5).
l. Fund code (NOTE 2).
m. Project code (NOTE 6).
n. Priority.
o. Required delivery date (NOTE 2).
p. Advice code (NOTE 7).
q. IPB Reference, as applicable.
NOTES: 1. Requests for material in support of TD compliance (RECTYP 64) or initial
issue (RECTYP 65) require ASD notification. The WUC may be omitted on
RECTYP 64 issues. The JCN and WUC may be omitted on RECTYPs 65, 66,
and 67 issues.
2. May be omitted if not applicable.
3. Requests for consumable material that does not have a unique WUC must
indicate the WUC of the subsystem on which the consumable material is being
installed.
4. When an aircraft engine is requisitioned this element must contain the engine
TEC in lieu of the CAGE.
5. For intra-station use only.
6. Project codes are in NAVSUP Publication 485, App 6.
7. Mandatory for repairables.
6.5.4.2. Instances will occur when issued material is incorrect or defective, for example, thewrong material is received, the material was improperly marked, or the material is correct but
determined to be defective (NRFI). When this occurs, RCU must:a. If incorrect part is RFI:
(1) Return part to the shelf.
(2) Exchange with correct part, if available.
(3) If not available, use Customer Refusal function to update status to EXREP.
b. If incorrect part is NRFI:(1) Exchange with correct RFI part, if available.
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(2) If not available, use Customer Refusal function to update status to EXREP.
(3) CCS induct non-RFI material into the IMA to make RFI.
c. If correct part, but determined to be defective (NRFI) at time of installation:(1) If part was RFI’d by I-level, squadron will return the part on a WO with When
Discovered code “Y” (Upon Receipt or Withdrawal from Supply, found to be discrepant upon
installation.)(2) If the part was new or newly reworked material, the squadron or I-level will submit a
Product Quality Deficiency Report (PQDR) per 10.9.3.4.
6.5.5 Technical Research Unit (TRU)
TRU is under the functional control of SRS, and is responsible for performing research on all
requisitions that fail initial system validation, such as wrong NSN, PN, or CAGE, or excessive
quantity, or high money value. Technical research requests are processed by TRU as follows:a. Receive requisitions that are OFFTR or OFVAL.
b. Perform requisition research using publications, catalogs, stock lists, and manuals toverify data elements.
c. Update NALCOMIS using researched data.
d. Process requisitions using NALCOMIS.
e. Clear mailbox messages.
6.5.6 Material Delivery Unit (MDU)
MDU is under the functional control of SRS, and is responsible for the pickup and delivery of allmaterial to supported activities. Deliveries should be planned, scheduled, and carried out to the
maximum extent depending upon the number of drivers or vehicles available and the volume ofmaterial to be delivered. MDU must:a. Receive DOD Single Line Item Release Receipt Document (DD 1348-1) for carried items
from designated areas (LRCA, RCU, and PEB).
b. Deliver requisitions to indicated storage locations. Fragile material and delicatecomponents that require special handling, including special padding and racks, will be deliveredby the most direct route to reduce the risk of damage.
c. Pick up and deliver material from appropriate staging areas within the issue response timegoals when drivers are provided from supported squadrons per squadron manning document
integrated support section. When delivering repairable components, an immediate exchange orproof of prior turn-in is required unless the component is an authorized CRIPL asset.

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d. Have customer circle quantity of items received, annotate time, date, print legible nameand signature on the DOD Single Line Item Requisition System Document (DD 1348) as receipt
for material (ensure annotations are legible). Provide customer the copy of POD for their records
and deliver original signed copy to RCU.
e. For repairable components (exchange available), have customer annotate time, date, print
legible name and signature on the DOD Single Line Item Requisition System Document (DD1348) as receipt for material. Receive turn-in component from customer with a MAF andapplicable logs and records. Physically validate CAGE, or PN and component serial number
against the MAF. Date and sign a copy of the DD 1348 and provide to the customer as proof of
retrograde turn-in receipt, and deliver turn-in components to AMSU via SSU.
f. For repairable components (exchange not available), unless authorized CRIPL asset, noissue will be made if NRFI turn-in is not available.
g. Deliver material received in main Supply from off-station requisitions. Local proceduresmust be developed to ensure expeditious delivery to customer.
6.5.7 Program Management Unit (PMU)
PMU is under the functional control of SRS and is responsible for processing and expediting
high priority requisitions, such as NMCS or PMCS, Broad Arrow, and work stoppage
requirements. PMU must:a. Provide daily mechanized listings providing of complete supply status for all NMCS,
PMCS, and anticipated NMCS PMU to both the O-level and I-level in sufficient quantity for
distribution throughout the activity.
b. Validate all outstanding material requirements daily with O-level activities and ensuring
NMCS/PMCS and anticipated NMCS requisitions are listed on the squadron’s AMCR.
c. Initiate requisition actions, for example follow-ups, cancellations, and modifications.
d. Perform local rescreen procedure.
e. Update requisitions with latest status received.
f. Initiate the referral of part numbered requisitions.
g. Process as ROB and POD for off-station high priority requisitions.
h. Process BUNO or SERNO change requests received from customer.
i. Prepare and submits inputs to the Aircraft Material Condition Report.
6.5.8 Pre-expended Bin (PEB) Unit
6.5.8.1 The PEB Unit is under the functional control of SRS, and is responsible for managing
and stocking PEBs. The purpose of a PEB is to shorten the issue and accounting procedures for
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maintenance materials that are frequently issued to support on-going maintenance. PEBs containhigh usage, maintenance related consumable materials, which have been expended from the
Supply Department stock records and financial accounts.
6.5.8.2 The Supply Officer uses the NALCOMIS PEB module for determining those eligible
items to be added to or purged from pre-expended stocks under the criteria prescribed. Rules:
a. Eligible items with a unit cost of $2,000 or less may be routinely established in preexpended stocks bins for items averaging a monthly demand frequency of three four over the
past six months. Eligible items with a unit cost in excess of $2,000 may be pre-expended withthe approval of the CNAP/CNAL N41. TYCOM SOM periodically updates the maximum unit
value for eligible items.
b. PEB stock is limited to maintenance related material having a minimum demandfrequency of three per month. Stock records will be reviewed quarterly to ensure all items havesufficient usage to be retained in a pre-expended status and to correct any mixing of preexpended items.
c. Items NOT authorized for inclusion in PEBs:(1) DLRs (MCC=E, G, H, Q, or X).
(2) FLRs (MCC=D).
(3) Pilferable items (Pilferage Codes I, J, M, N, P, Q, R, V, W, X, Y, and Z). Repair
parts, with Pilferage Codes I, Y, or Z, and those unclassified items assigned Pilferage Code J
may be pre-expended provided such items are retained in a security storage cage.
(4) Items with assigned issue restriction codes for which issue approval must be provided
by the cognizant ICP, systems commands, or higher Navy authority.
(5) Items with assigned Storage Codes showing a requirement for specialized storage
facilities, for example, hazardous or flammable items.
(6) Items with assigned Security Codes A through H, K, L, O, S, T, or Z.
(7) Items with assigned Special Material Content Codes A through Z, 2, 3, and 4.
(8) Items on critical or short supply lists published by inventory managers or otherauthority, and special materials needed for a specific job.
6.5.8.3 The value of material placed in PEBs will be charged to overhead at industrial typeactivities or to the account chargeable for operations at other activities. If more than one accountis chargeable for material in a pre-expended category, ASU will apportion the cost to theappropriate accounts.
6.5.8.4 PEBs will be located where they are readily accessible to maintenance personnel and,
when feasible, where they can be observed by the retail outlet Logistics Specialist to aid in
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recognizing abuses to the pre-expended system. Items subject to pilferage must be retained
within an enclosure with access limited to authorized personnel.
6.5.9 Component Control Section (CCS)CCS is responsible for managing and accounting for repairables in the IMA repair cycle, stored
in LRCA storage areas, or being processed for shipment to DRPs. CCS is divided into four
units: DCU, LRCA Storage Unit, Supply Screening Unit (SSU), and Awaiting Parts (AWP)
Unit. CCS must:a. Physically store and manage controlled access areas adjacent to O-level or I-level
activities.
b. Ensure any LRCA stock records maintained independent of the master stock item records
are in agreement.
c. Execute issue and control procedures for all repairable demand requests.
d. Process repairables received from IMA.
e. Store and manage AWP repairables.
f. Control AWP requisitions.
g. Ensure CCS transaction documents, requisitions, and receipts affecting repairable item
stock records are forwarded to stock control.
h. Ensure material reporting transactions for repairables are forwarded to SSCA.
i. Ensure proper workload priority is assigned (EXREP repair of critical repairable).
j. Execute overall repairables management policies and procedures for all uninstalled or inwork DLRs, FLRs, and supply assets. This includes retail OSI items and excess wholesale
Supply System items. When managing OSI repairables, maximum attention will be given to thebest stock level maintenance. When the OSI stock level on an item becomes critically low,
IMAs will be requested to apply priority effort to repair like items in the IMA repair cycle.
Success in preventing stock outages occurs only when ASD and IMA Production Control work
together with the same objectives. This liaison is enhanced when CCS and IMA Production
Control are physically located together, sharing the same records and files when possible. Other
OSI repairables not subject to local repair will receive expeditious handling in the IMA and
Supply Department to hasten the BCM and DRP shipment functions.
k. Manage Stricken Aircraft Reclamation and Disposal Program (SARDIP) parts per
paragraph 6.6.6.
6.5.10 Document Control Unit (DCU)
DCU is under the functional control of CCS, and is responsible for maintaining control ofrepairable components in all phases of the repair cycle. DCU must:
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a. Review and monitor NALCOMIS generated IOU, EXREP, and DIFM reports.
b. Review completed repair action mailboxes.
c. Receive RFI or NRFI materials from IMAs.
d. Perform DIFM returns.
e. Perform inter-IMA service return (Repair and Return program).
f. Process RFI material to stock and:
(1) Perform DIFM returns.
(2) Perform issue select, if outstanding EXREP requisition exists.
(3) If no outstanding EXREP, forward material with stow notice to SSU.
(4) If LRCA item, forward material with stow notice to LRCA unit.
g. Process RFI EXREP and:
(1) Perform DIFM returns.
(2) Forward material with DOD Single Line Item Requisition System Document (DD1348) to MDU.
h. Process BCM, Stock or DTO items and:
(1) Perform DIFM returns.
(2) Forward material with DOD Single Line Item Requisition System Document (DD1348) to SSU.
i. Inter-IMA Support. Instances will occur where a repairable component is beyond therepair capability of the local maintenance activity; therefore, the aviation support entity will ship
the NRFI asset to another IMA for repair and return using NALCOMIS functions and eRMS.
j. Process defective components for shipment or repair to an off-station IMA and:
(1) Perform DIFM return, ensuring action taken code is D.
(2) Indicate UIC of repairing off-station IMAs.
(3) Forward material with DOD Single Line Item Requisition System Document (DD1348), MAF, and applicable logs and records to SSU for shipment.
k. Process returned defective components from off-station IMA and:
(1) Perform inter-IMA service return.
(2) Depending on material condition, perform (6.5.10f through 6.5.10h).

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l. Process incoming defective components from other IMAs and:
(1) Receive and screen component with DOD Single Line Item Requisition System
Document (DD 1348), MAF, and applicable logs and records or CM ALS. If CM ALS is notreceived, query previous unit or omawhole@navy.mil.
(2) Deliver component to AMSU for induction to IMAs.
(3) Upon completion of repair cycle, perform DIFM return.
(4) Forward component with DOD Single Line Item Requisition System Document (DD1348), MAF, and applicable logs and records to SSU for shipment.
6.5.11 Local Repair Cycle Asset (LRCA) Storage Unit
6.5.11.1 The LRCA Storage Unit is under the functional control of CCS , and is responsible forthe receipt, storage, issue, and accountability of repairable assets under the control of the ASD.
LRCAs are part of an activity's repairable fixed allowance. LRCAs will be located in an areathat promotes efficient supply support of aircraft maintenance, that is, rapid issue to an O-levelor I-level activity, rather than storage or record keeping convenience. Collocation of the LRCA
with either I-level Production Control or the O-level activity is the most desirable arrangement.
6.5.11.2 The LRCA concept allows intensive management of selected repairables. The major
criteria for determining which repairables will be placed in the LRCA Storage Unit are local
demand and space availability. However, inclusion of an item in the LRCA storage unit will not
be constrained by a specific usage rate. Repeated critical shortage of an item in the LRCA will
be reviewed by the Supply Officer and IMA Maintenance Officer for initiation of appropriate
management actions. The LRCA Supervisor will determine the high and low limits for built-up
main and nose mounts/tires, with consideration to the number of assets to provide subcustodyassets to assigned squadrons.
NOTES: 1. Positioning of LRCA assets in maintenance spaces, for example, built-up
wheels, engines, and props, is authorized when mutually agreed upon by the
Supply Officer and MO.
2. The Supply Officer may temporarily sub-custody SO assets to the local ILevel activity to assist in the trouble shooting of assets. Upon completion of therepair action, the SO asset will be returned to the supply officer’s shelf and must
be in a RFI condition.
3. Material issued from Purpose Code W stocks (LRCA or other storage
locations) will not be expended from the Supply Department records. Instead, a
DIFM record will be established when the repairable issue is made. When thedefective exchange item is repaired and returned to Purpose Code W stock the
Purpose Code W DIFM quantity is transferred to the Purpose Code W on handfield or record. When the defective exchange item is BCM, the item will be
expended and shipped to the applicable DSP or DRP (document identifier = BC1
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or BC2 as applicable). Purpose Code W DIFM records will be reconciled
quarterly and during scheduled repairable inventories. When a customer's
requirement is issued from off-station sources and the defective exchange item is
BCM, this item is forwarded to the DRP without a stock record adjustmentusing document identifier BC1.
6.5.12 Supply Screening Unit (SSU)
SSU is under the functional control of CCS, and is responsible for processing all items returned
from IMAs via DCU and for screening RFI or BCM components using NALCOMIS functions.
The SSU should be located next to the AMSU. Rapid movement of BCM DLRs into the DRP
pipeline is required prior to requisitioning replacements for stock or end use. Under fixedallowance procedures, DLRs must be certified BCM and prepared for shipment to a DRP before
a replacement can be requisitioned for stock or end use (excluding CRIPL items and ZA9 projectcode). SSU must:a. Comply with NAVSUP Publication 485 procedures for retrograding BCM repairables
received from the IMA and will use the eRMS to create and prepare the NRFI shipping
document.
b. Process components for inter-IMA repair and return support as follows:(1) Receive component with DOD Single Line Item Requisition System Document (DD1348), MAF, and applicable logs and records from DCU.
(2) Ship component to the IMA designated to repair and return.
c. Prepare MAFs for IMA processing of excess or shelf NRFI components
d. Arrange for disposition of BCM unserviceable Field Level Repairables (COG 1R,
MCC=D) per eRMS. .
NOTE: Field Level Repairables (FLR) with SM&R code of PAOOO will be processed
through AMSU for disposition. Refer to 5.2.4.2 for additional direction.
6.5.13 Awaiting Parts (AWP) Unit
6.5.13.1 The AWP Unit is under the functional control of CCS, and is responsible for receiving,storing, and controlling all AWP components in the I-level repair cycle that are in AWP status
for subcomponent parts that are either being worked bv another I-level shop or that have an
outstanding requisition for a part referred off station. The AWP Unit must:
a. Be located within the IMA facilities whenever possible.
b. Establish holding and staging areas.
c. Maintain requisitions and records necessary to monitor, follow up, expedite, reconcile,validate, and report material demands for component repair.
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d. Maintain liaison with SRS on maintenance material matters to ensure delivery of material
required for component repair.
e. Receive incoming material, identify it to the failed component, and when all requiredmaterial is received, re-induct component.
f. Implement procedures to ensure unsatisfactory LRCA AWP situations are made known tohigher authority for assistance.
g. Make recommendations for controlled cannibalization of AWP components after joint
review and determination between AWP unit representative and IMA Production Control.
h. Expedite transfer of BCM components to the next level of repair.
i. Maintain accurate AWP inventory requisition records and perform weekly reviews ofrequisition status.
j. Reassign incoming material to AWP components with higher priorities.
k. Establish a location system so any AWP component can be readily located.
l. Develop and use a means of readily identifying requisitions against AWP components.
m. Move requisitions from one component to another whenever cannibalization is
authorized.
n. Store all repair parts received but not installed, associated documentation and hardware
received from the work center, and repair parts subsequently received with the AWP component.
o. Present AWP components for re-induction when all parts have been received.
p. Deliver all repair parts accompanying the component to the appropriate work center.
q. Reorder all AWP requisitions with system cancellation and erroneous parts received.
r. Conduct a weekly validation of AWP components using the DIFM status report perestablished procedures. The goal for AWP accuracy is 98 percent. Record the results of eachvalidation in terms of overall accuracy for the following categories:(1) One or more valid outstanding requisitions exist for each AWP component.
(2) A valid AWP component exists for each outstanding requisition.
(3) Initiate corrective actions to reconcile all discrepancies noted during validation.
6.5.13.2 Prior to accepting a component from the work center, the AWP Unit will:a. Ensure component has an outstanding document that is either EXREP or referred off
station.

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b. Ensure all uninstalled repair parts are inventoried prior to taking custody of the AWP
component.
c. Ensure work center personnel acknowledge installation of piece parts by initialing related
completed requisitions recorded in the H through Z field of the accompanying MAF.
6.5.13.3 If the AWP Unit delivers material to the I-level work center that does not satisfy theintended maintenance action (wrong material is ordered or delivered, material was improperly
marked, or the material is determined to be NRFI on receipt), the AWP Unit will:a. For material received and determined to be NRFI after installation, the original work
center will requisition replacement material.
b. For material received and determined to be NRFI and not installed or improper
replacement received, the original work center will return erroneous material to AWP. AWP
will perform material turn-in to stock and reorder requisition in NALCOMIS.
6.5.13.4 AWP retention goals and thresholds apply to all fixed allowance assets. Additional
management attention, including a joint review of the overall AWP situation by Maintenance andSupply management personnel, must be undertaken anytime the number of AWP components on
hand exceeds 15 percent of the average monthly IMA inductions or the number of aged (morethan 60 days) AWP components exceeds 1 percent of the average monthly IMA inductions.
AWP component age will be computed when the AWP repair parts status summary reports is
produced. As part of this review, BCM-4 actions will be considered and decided on a case bycase basis per the guidelines contained in the following paragraphs.
6.5.13.5 Beyond Capability of Maintenance for AWP (BCM-4). All management actions toresolve AWP status will be taken before BCM-4 action is initiated. Parts requisitions will be
reviewed each day. Follow up action will be initiated if status on a parts requisition is notreceived within 10-days period. If satisfactory status is not received within an additional 10-day
period, a request for assistance will be directed to CNAP/CNAL N41. BCM decisions must
consider many variables including:a. Operational requirement. The component may be required to meet a specific operational
tasking. Even though aircraft readiness may be high, projected tasking may require even higher
aircraft readiness, thus increasing the importance of the single component.
b. Readiness (MC, FMC).
c. IMA production capacity.
d. Supply System availability of repair parts versus availability of the WRA or SRA.
e. Financial impact. The cost of repair parts vice net cost of the WRA or SRA.
NOTE: Refer to 5.2.5.2 for BCM authority policy.

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6.5.13.6 Cannibalization of AWP components. NMCS or PMCS requisitions affecting aircraft
readiness may require the cannibalization of piece parts from one AWP component to another toresolve the readiness problem. The cannibalization decision can come from:a. Work Center Supervisor or designee determination that some items item in the repair
cycle that are AWP can be made RFI by cannibalizing piece parts from parts held in the AWP
Storage Unit.
b. CCS screening of NMCS or PMCS repairable requirements on NALCOMIS AWP listingsand determine that cannibalization actions are feasible to satisfy NMCS or PMCS requirements.
If so, CCS will request the Work Center perform the cannibalizations.
NOTE: The cannibalization candidate may be an uninstalled or installed item.
6.6 Supply Department Responsibilities
6.6.1 General Responsibilities
Supply Departments are responsible for:a. Inventory management of asset inventories on monthly basis
b. Financial management of repairables
c. Determination of allowances, including maintaining sufficient OSI for supported
activities.
NOTE: The MAW conducts allowancing for all MALS within their Wing.
d. Shipment of NRFI retrograde DLR material.
e. Communication and coordination between Maintenance and Supply elements.
f. Investigations of receipt of incorrect or unsuitable material.
g. Compliance with procedures, policies, and regulations for supply support of the operating
forcesh. Material planning and technical research.
i. Issuing, receiving, storing, and controlling all material assets carried in local stocks.
j. Recording and reviewing demand at least monthly, replenishing stock, adjustingallowances in response to demand patterns, and maintaining all associated records.
k. Performing technical research, including:(1) Converting a manufacturer Part Number (PN) to a National Stock Number (NSN) anddetermining family group application.

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(2) Reviewing Source, Maintenance and Recovery (SM&R) code for nonstock numberedmaterial to determine proper procurement source, for example, local purchase, I-level, or D-levelrepair or manufacture. Repeated requests for nonstock numbered items form the basis for arequest to review SM&R code assignment.
l. Assisting the IMA in the assignment of repairable workload priorities at time of induction,
based on local stock posture and status of requisition (issue completed or EXREP).
m. Preparing Military Standard Requisitioning and Issue Procedure (MILSTRIP)
requisitions (or automated input) from the customer request.
n. Completing on and off-station material requisition processing.
o. Providing on-station pickup and delivery of all material when MDU drivers are TDY
based upon squadron manning document’s integrated service section.
p. Providing daily mechanized or electronically generated listings with complete supply
status for all NMCS or PMCS requisitions, and anticipated NMCS requirements (ZA9 projectcode) to O-level activities and the IMA. Data will be sequenced to expedite the daily validation
process.
q. Providing AWP NALCOMIS generated status listings to IMAs daily. This listing must
contain the following information as a minimum: requisition number, NSN, unit of issue andquantity, originator code of the requisitioning activity, project and priority, JCN, nomenclature,
WUC, work center, status, and RIC of activity submitting status.
r. Providing work stoppage status listings to O-level activities each week.
s. Validating NMCS and PMCS requirements daily by 0800 and AWP requirements at least
weekly.
t. Maintaining a technical library for supply purposes containing Supply and Maintenancepublications and directives, standard contractor and vendor drawings, military specifications, andmodification directives.
u. Establishing and replenishing PEBs per paragraph 6.5.8.
v. Scheduling weekly meetings between Supply, O-level, and I-level maintenancerepresentatives, and unit QA NAMDRP personnel to discuss NMCS, PMCS, EI or PQDR
exhibits, and other high priority related requirements.
w. Validating and submitting Material Reporting (MR) data to the local SSCA within 1 work
day after the supply transaction is completed. Subsequent revalidations of MR data will be
performed within 1 work day after receipt of notification of erroneous data. The Supply
Department will maintain an MR document control system to monitor RECTYP transactions
submitted to the SSCA and will maintain liaison with data services personnel to prevent
backlogs.
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6.6.2 Response Time Standards
Supply Departments must meet or exceed standards for response time. Maximum elapsed
response times are established for issuing items available in local supply stocks. Response time
starts when Material Control (O-level or I-level) places a requirement on ASD, the order date
and time; and the response time stops when the requested material is delivered or place at thedelivery point. Initial supply status is furnished automatically to the customer for all
requisitioned material. Issue response standards are based upon when MDU drivers are TDY
based upon squadron manning document’s integrated service section. Response standards:
Issue Priority Group

Priority Designator

Processing Time1

1-3

1 Hour2

4-8

2 Hours3

9 - 1524 Hours

6.6.3 Inspection
Supply Departments supporting CNAF, CNAFR, and CNATRA activities must comply with
COMNAVAIRFOR N41 Supply policy, and will receive annual or semi-annual Supply
Management Assists Assessments (SMA) and Supply Management Inspections (SMI) to validate
compliance.
6.6.4 SERVMARTs and MINIMARTs
Supply Departments will have a SERVMART or MINIMART to provide a retail outlet for
nontechnical supplies of an administrative and housekeeping nature and high-consumption
maintenance materials such as hand tools, corrosion preventive material, and petroleum, oils andl lubricants (POL). Depending on base or regional regulations, a HAZMIN center may fulfill
POL requirements. SERVMARTs and MINIMARTs provide the ability to requisition and pay
for many line items of supply with one request document, which reduces paperwork and speeds
material issue. Procedures:
a. SERVMART and MINIMART requisitions will carry a stated monetary limitation topreserve accounting integrity and help prevent pilferage and theft.
b. SERVMART and MINIMART requisitions to maintenance organizations will be reportedby specific weapon system TECs.
c. The customer will ensure a DOD Single Line Item Requisition System Document (DD1348) is prepared with RECTYP 66 entered in Block V. The DD 1348 original copy will be
forwarded to the SSCA for processing.

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6.6.5 Pack-up Kit Management
6.6.5.1 If a determination is made to request a limited long-term augment outfitting of material
at the site of a shore deployment or detachment, the Type Wing or MAW Commander will
forward the request to the ACC.
6.6.5.2 Marine Corps squadrons will submit shore based deployment or detachment support
requirements to their MALS. Upon receipt of the request, the MALS will determine support
available at the deployment site and prepare a pack-up to augment support at the site.
6.6.5.3 When a ship is deployed, the ship Supply Department is responsible for providing packup kit support for embarked squadrons operating ashore. In general, a pack-up kit will be sent
ashore in the custody of the squadron, for those components the squadron cannot get support
from a co-located IMA at the detachment site. Pack-up kit arrangements and requirements willbe established in advance between the ship, squadron, air wing commander, and shore station.
Expenditure requisitions will be returned to the ship. The ship will initiate, coordinate, andmonitor the support and keep the air group commander and squadron advised as to status.
Requisitions should be initiated by the station when the ship is not within range to support the
detached squadron.
6.6.5.4 Type Wing maintenance staff will initiate and coordinate pack-up kit support for nondeployed squadron detachments operating away from home station. The Type Wing will ensure
pack-up kit support is only for material essential to accomplishment of the detachment mission.
For Marine Corps activities operating ashore, this is a function of the MALS Aviation Supply
Officer.
6.6.5.5 Upon completion of the detachment, the Supply Department will ensure all unusedmaterial is returned, accompanied by the requisitions to replace all consumed material.
6.6.5.6 Air capable ships supporting embarked helicopter detachments are provided a pack-up
kit from ACC-designated shore outfitting sites. Requirements:
a. Air detachments must request material in support of helicopter maintenance from the host
air capable ship by preparing and submitting a DOD Single Line Item Requisition System
Document (DD 1348) (6PT) to the ship's Supply Department. Requisition document numbers
will be assigned only from the unique series provided to the ship by the supporting shore site
point of entry (POE). Requisitions must cite the appropriate job order number in the
supplementary address block (card columns 45-50) as specified by ACC directives.
b. ACCs will designate shore sites to provide aviation maintenance related material support
to air capable ships functioning as the POE. POE functions include:(1) Furnish each requesting ship with a unique series of document numbers for use inrequisitioning DTO aviation maintenance support and pack-up kit replenishment requirementsfrom the POE.

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(2) Receive and process MILSTRIP requisitions from air capable ships transiting to, or
operating in, the POE assigned area of responsibility.
(3) Issue available material or provide MILSTRIP referral action to the appropriate
source of supply within UMMIPS time frames.
(4) Furnish MILSTRIP status on all requisitions received, via naval message, using
Immediate message precedence for NMCS and PMCS requirements and Priority precedence forall other requisitions.
(5) Coordinate material shipments with area logistics control and monitor activities toensure timely delivery of critical requirements.
(6) Perform AFM, AVDLR accounting functions for supported ships.
(7) Conduct quarterly MOV with supported ships to ensure requisitions held asoutstanding by the POE have not been received or canceled by the ship.
(8) Perform total AVDLR carcass tracking functions for supported ships.
(9) Receive NRFI AVDLR or FLR components from supported ships and process for
induction into the local I-level repair cycle.
(10) Actively follow-up on overdue AVDLR or FLR retrograde shipments and ensure a
final comprehensive reconciliation prior to the ship’s out-chop.
(11) Assemble and stock complete phase A, B, C, and D maintenance kits for supported
helicopter models and issue kits as requisitioned by supported ships.
6.6.6 Stricken Aircraft Reclamation and Disposal Program (SARDIP)
6.6.6.1 The Supply Department will request a SARDIP master save list from NAVSUP WSS forreclamation of parts from crashed or stricken aircraft, engines, or equipment.
6.6.6.2 When salvaged parts are received, CCS will identify them by NSN, or by PN when the
NSN cannot be determined. CCS will decide which items are to be inducted into the IMA fortest and check or repair for RFI certification. Induction MAFs will be prepared per theprocedures directed in 16.2.3.17. When reclaimed components are returned from the IMA RFI,
they are put in stock as a gain by inventory. If NRFI, the salvaged item will be processed withBCM Action Type code D and shipped to the designated repair point.
6.6.6.3 After reclamation, the aircraft, engine or equipment carcass will be reported to
COMNAVAIRSYSCOM, who will respond within 90 days with final disposition instructions.
NOTE: Refer to 10.43.13, and OPNAVINST 3750.6 for general procedures for recovery,
reclamation, and transfer of crash damaged aircraft.

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6.6.7 Phase Maintenance Kit Management
Establishing Phase Maintenance Kits is optional. If Phase Maintenance Kits are established, theSupply Department must:a. Coordinate with O-level and I-level activities to determine type, quantity, and items to be
included.
b. For ashore sites, establish the kits within the PEB for ordering through NALCOMIS. For
afloat sites, establish procedures for ordering kits.
c. Construct the required number of kits.
d. Pre-expend the cost of the kits.
e. Ensure items are not over aged.
f. Store kits in ASD and issue kits on demand.
NOTES: 1. Depot Level Repairables (DLR) and Field Level Repairables (FLR) are notauthorized in Phase Maintenance Kits.
2. Kits may be cannibalized by ASD for other requirements and thenreplenished.
3. Kits may be pre-expended or charged to each squadron upon issue, based
upon the total parts inventory cost in each kit.
6.6.8 Preservation, Packaging and Handling
All aeronautical material, regardless of its condition, must be preserved, packaged, and handled
by Supply or Maintenance personnel to prevent damage or deterioration. Requirements:
a. When it is positively known that a component repaired by an IMA will be reissued to
local operating units in a short period of time, only the minimum amount of preservation andpackaging to ensure positive identification and short time protection are required. In no case will
NRFI material be casually or carelessly handled merely because it is to undergo repair.
Particular care must be given to prevent further damage of repairable items that are being
returned to rework.
b. Intra-station movement of repairables provides the greatest opportunity for damage tooccur. Protective material such as a container designed specifically for the component, bubble
wrap and foam cushioning will be used to protect repairables. Bubble wrap alone is not
acceptable protection for packaging repairables for shipment. The preferred packaging techniquefor each component for shipment is listed in NAVSUP P-700.

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6.6.9 Procedures for Components Awaiting Investigation
6.6.9.1 Supply departments must have registered JDRS (https://jdrs.mil) users to process material
pending investigation. Supply departments will hold all defective material related to a
Hazardous Material Report (HMR) or Product Quality Deficiency Report (PQDR) until shipping
or disposition instructions are received from the FST. The shipping instructions will be depictedwithin the Preliminary Report. If shipping instructions are not received within 20 days, follow
up with the FST or other directing authority, either by JDRS technical dialog or by message
traffic. Do not ship an exhibit without express shipping instructions from these activities.
6.6.9.2 HMR and PQDR material will be prepared and handled per paragraph 10.9. Material
directed to be shipped for Engineering Investigation (EI) will be handled as follows:a. The words "Engineering Investigation" or "Product Quality Deficiency Report" will beconspicuously written on containers and all documents, such as air bills, government bills of
lading, and Navy cargo documents. Cite control number, FRCs customer service, or as
instructed by the FST. All sides of the containers must be marked to assist in special handling.
Parcel post shipments must be registered. Attach a copy of the message report or a description of
the circumstances of the malfunction or failure, photos if practicable, and a statement ofsuspected failure cause if circumstances make a statement of this nature possible.
b. Assign Movement Priority designation 03 to all material being shipped for investigation.
PQDRs must have a Project Code of Z66 with a Doc ID of BQD. EIs must have a Project Codeof 754 with a Doc ID of BEI.
c. The DOD Single Line Item Release Receipt Document (DD 1348-1) will accompany all
HMR and PQDR material shipments.
(1) In the ship to block, enter "investigation material" and the control number.
(2) In CC 1-3, use document identifier BEI for HMR EIs and use BQD for PQDRs.
(3) In CC 71, insert Condition Code L in block P and the EI or PQDR control number inblock D.
(4) Include the contract number in the "Remarks.”(5) Stamp "EI" or "PQDR" in 3-inch letters on the face of the DD 1348-1 without
obliterating any vital data elements.
(6) Provide a copy to NAVSUP WSS.
d. Notify the receiving activity of the shipment by completing the shipping tool of therelated DR on the JDRS website.
6.6.9.3 Additional policy for DLRs shipped for investigation are in NAVSUP Publication 485.

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6.6.10 Processing Material Under the Control of Naval Sea Systems Command
Naval Sea Systems Command ship components and equipment processed through an aviation
IMA for repair will be documented using aviation and surface 3M procedures as follows:a. Defective components removed from a ship or surface craft for repair at an aviation IMA
must be documented on a Ship’s Maintenance Action Form (2-Kilo) (OPNAV 4790/2K) per
OPNAVINST 4790.4.
b. The Supply Department will receive the defective component from the originating ship or
surface craft. CCS will initiate a MAF per Chapter 16 and forward the defective component anddocumentation to AMSU. Data blocks on the MAF will be completed as indicated:
Block A22. Enter the WUC.
Block A48. Enter ZBAA.
Block A52. Enter the ship UIC. This will be extracted from Block 1 of the Ship’s
Maintenance Action Form (2-Kilo) (OPNAV 4790/2K). This field will be preceded with a zero
to reflect six positions, that is, UIC 52189 is recorded as 052189.
Block A58. Enter alpha code O.
Block A59. Enter B.
Blocks E08 through E52. Enter the CAGE (Block E08), serial number (Block E13), andPN (Block 23) from the data plate attached to the component. If the serial number is more than
10 characters, enter the last 10. If the PN is more than 15 characters, enter the last 15. (For
Optimized NALCOMIS the serial number and part number field is unlimited.) Enter the Julian
date the component was removed from the ship or surface craft in Block E38. Obtain this fromthe defer data (Block 26) of the Ship’s Maintenance Action Form (2-Kilo) (OPNAV 4790/2K).
Enter the appropriate time or cycle prefix code (paragraph 15.4) followed by four numericcharacters (preceded by zero as necessary) in Block E42.
Blocks A08 through A17. Enter the organization code of the supporting Supply activity
as specified in the NALDA Organization Code Translator(http://www.navair.navy.mil/logistics/orgtranslator/) in Block A08. Enter the last three numbersof the when discovered date (Block 17 on the Ship’s Maintenance Action Form (2-Kilo)(OPNAV 4790/2K)) in Block A11. Enter a local assigned sequence number in Block A14.
DISCREPANCY Block. Transcribe the discrepancy (Section IV on the Ship’s
Maintenance Action Form (2-Kilo) (OPNAV 4790/2K)) to the MAF.
TURN-IN DOCUMENT Block. Enter Julian date and document number on which thereplacement component was ordered.

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Annotate in Ship’s Maintenance Action Form (2-Kilo) (OPNAV 4790/2K) Discrepancy
Block (Block 35) the JCN assigned. Attach Ship’s Maintenance Action Form (2-Kilo) (OPNAV
4790/2K) to the MAF for record purposes.
6.7 Organization-level Maintenance Activity (OMA) and Intermediate-level Maintenance
Activity (IMA) Material Control
6.7.1 General Responsibilities
OMA and IMA Material Controls must:a. Ensure officer and enlisted personnel assigned to the Material Control Work Center (050)
attend the Naval Aviation Material Control Management course (C-555-0051).
b. Submit accurate material requisitions to the supporting Supply Department with valid Part
Number, (PN), commercial and government entity (CAGE), technical reference, issue priority
designator, and project code.
c. Prepare documents for material required for operational support, for example, aviation
fuel, lube oil, flight clothing, and material carried in service market outlets.
d. Establish delivery points for retrograde (NRFI) material and expeditiously route received
material to work centers. Identify on the material the DDSN and BUNO.
e. Maintain inventory control and accountability of material and equipment allowances listed
in the Individual Material Readiness List (IMRL) and other material allowance lists.
f. Provide technical assistance in determining interchangeability and substitution of parts.
g. Operate tool rooms and account for tools per the procedures of the Tool Control
NAMPSOP, paragraph 10.12.
h. Perform memorandum Operating Target (OPTAR) funding, accounting, charting, andbudgeting of costs. A separate material control register must be maintained for each OPTAR
held.
NOTE: Marine Corps squadron OFC01 is managed by the MALS.
i. Provide accurate and timely response to internal and external Material Obligation
Validations.
j. Prepare surveys per paragraph 6.3.4 for loss, damage, or destruction of accountablematerial.
k. Prepare and handle HMR and PQDR exhibits per paragraph 10.9.4.
l. Act as approving authority for indirect material requirements.
m. Comply with Financial Improvement Audit Readiness (FIAR) requirements.
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6.7.2 OMA Material Control Procedures
6.7.2.1 Organization
OMAs must establish a Material Control Branch (050) and any additional 050 O-level Work
Centers deemed necessary to control material, such as 05C Accountable Material/IMRLManager, 05D Aviation Tool Issue/Tool Control Center, 05H Hazardous Material Control, and
05M Airborne Mine Counter Measures (AMCM) Material Control.
NOTE: Navy O-Level Material Control Supervisors and Financial Managers must attend
the Naval Aviation Material Control Management course (C-555-0051) and the
Financial Management for Naval Aviation Operating Target Accounting course(Course C-555-0018) within 6 months of assuming duties. Marine squadrons are
exempt due to the MALS managing OPTAR.
6.7.2.2 Responsibilities
In addition to the general material management and control responsibilities of paragraph 6.6.1,
OMA Material Controls must:a. Use OOMA (ALIS for F-35 aircraft) to requisition material.
b. Receive and deliver material per paragraph 6.7.2.3.
NOTE: The date and time ordered on the requisition must be the exact time of submission
to ASD. This time is required for determining accurate NMCS/PMCS start time.
c. Validate NMCS/PMCS requisitions daily and maintain (by aircraft BUNO) current
NMCS/PMCS status records and forward the annotated and signed report to the supporting
supply activity.
d. Charge the appropriate fund when submitting organizational material requirements, suchas Operational Functional Category OFC-01 for aircraft flight operations and administrative
supplies, OFC-50 for aircraft maintenance, and OFC-09 for IMRL equipment.
e. Ensure retrograde repairable material is made available for turn-in when a requisition is
submitted.
NOTE: Embarked air detachments will turn-in NRFI repairables to the host ship for
retrograde shipment to the supporting shore site. The turn-in WO must cite thesame document number used to requisition the replacement.
f. Review and verify turn-in documents are complete, accurately match the retrograde
material, and contain the same document number used to requisition the replacement material.
g. Comply with the supporting supply activity’s NMCS/PMCS requisition validation
process.

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h. Immediately turn in retrograde repairables unless specifically authorized to remain inplace by the NAVSUP WSS Consolidated Remain In Place List (CRIPL). Items identified in the
NAVSUP WSS CRIPL are the only authorized exceptions to the one-for-one exchange rule.
When the replacement CRIPL item is received, the retrograde item must be turned in within 24
hours. Non-CRIPL component delayed turn-ins will be handled per COMNAVAIRFORINST
4440.2 Afloat Supply Operation Manual or COMNAVAIRPAC/COMNAVAIRLANTINST
4415.1 Ashore Supply Operation Manual, as applicable.
NOTE: Under no circumstances will spare repairable components of any type (RFI or
NRFI) be allowed to be held in any activity unless authorized by
COMNAVAIRFOR N41.
i For retrograde components with an ASR, EHR, or SRC record, ensure the record is
enclosed in a plastic envelope and is securely attached to the outside of the component or its
container, and ensure OOMA Configuration Management Auto Log Set (CM ALS) data istransferred to the receiving activity at time of turn-in. F-35 activities will ensure the Electronic
Equipment Logset (EEL) data is transferred to the receiving activity via ALIS.
j. To provide short term protection during handling and transportation to Supply, retrograde
material will be packaged using a cushioning material, cellular plastic film (bubble wrap) PPP-C795, class 1 or class 2. When available, reusable shipping containers will be used to protect the
non-RFI components awaiting turn-in to Supply. Refer to, paragraph 10.21, for packaging,handling, and storage requirements of Electrostatic Discharge Sensitive (ESDS) components.
k. Perform Aircraft Inventory Record (AIR) duties per 6.7.2.7.
6.7.2.3 Receipt and Delivery of Parts and Material
When material is received, OMA Material Control must:a. Receive the material and a DOD Single Line Item Requisition System Document (DD1348) (or facsimile form) from the ASD MDU.
b. Annotate the DD 1348 with legible printed name, signature, date, time and circle quantity.
c. Determine if the component is ASR, EHR, or SRC card trackable and that the appropriate
ASR, EHR, or SRC card is with the component before forwarding it to the work center. Upon
receipt or delivery of a tracked component, activities with NTCSS Optimized OMA
NALCOMIS will ensure the CM ALS has been received. If the appropriate record or card is notreceived with the component and a replacement RFI component is not available, contact NAWC
AD Requirements Branch for reconstruction or disposition directions. For activities withNTCSS Optimized OMA NALCOMIS, contact NAWC AD Requirements Branch for providing
the appropriate CM ALS record.
d. Distribute received material to the appropriate work center, ensuring the material isannotated with the DDSN and BUNO of the requisition. Work center personnel receiving

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material will annotate the DD 1348 with legible printed name, signature, date, and time, and will
circle quantity received.
6.7.2.4 Receipt of Unsatisfactory Material
If material received from Supply is incorrect (not the material that was ordered) or defective,
Material Control must:a. If part was incorrect, prepare a DOD Single Line Item Release/Receipt Document (DD1348-1A) for turn in, using the NSN of the unsatisfactory material. Ensure blocks V and Y
contain the original JCN and document number, blocks AA through CC (remarks) contain astatement why the material is being returned, and blocks DD through EE contain the correct partnumber of the material being turned in. The remarks section of the DD 1348-1 must include
sufficient data for the Supply Department to prepare a Supply Discrepancy Report (SDR), if
required.
b. If the part was the correct part, but determined to be defective (NRFI) at time of receipt or
installation:(1) If part was RFI’d by I-level, return the part on a WO with When Discovered code “Y”(Upon Receipt or Withdrawal from Supply, found to be discrepant upon installation.)(2) If the part was new or newly reworked material, the squadron QA must submit a
Product Quality Deficiency Report (PQDR) per 10.9.3.9.
c. Return all accompanying documentation, for example, RFI tag, SRC card, and
VIDS/MAF Copy 4, with the items.
d. Reorder material, if required, using a new document number and cite original document
number in remarks of new requisition. Use Advice Code 5G (if applicable).
e. Notify supporting Supply activity the incorrect/defective material is ready for pickup.
6.7.2.5 Deployment and Detachment Planning
OMAs that deploy or operate detachments ashore or afloat must plan and coordinate material
support. OMAs will:a. Prior to deployment or detachment, the OMA must contact the supporting supply andintermediate level maintenance activities to determine:(1) Available materials and I-level services.
(2) Material replenishment procedures, including transportation of materials to and fromthe operational site.
(3) NALCOMIS equipment and connectivity issues that may impede material
requisitioning.

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b. If necessary, arrange for pack-up kit support per paragraph 6.6.5 in sufficient time tocoordinate assembly and movement of required material. If a pack-up is required, the OMA willtake custody of assigned pack up material and maintain accurate stock records and usage data.
Submit requisitions for all material used. Return the balance of unused material to the supplying
activity. Ensure all repairable items are returned RFI or NRFI. Deficits must be covered by afunded document. Unserviceable repairables must be accompanied by a turn in WO. Upon
return from deployment or detachment, provide the Type Wing Commander with a summary ofusage and recommendation of changes to provide more efficient support of future operations.
6.7.2.6 Phase Maintenance Kits
If an OMA determines a phase maintenance kit is required or a change is needed to an existing
kit, the requesting activity’s MMCO will submit a request to ASD, via their Type Wing, with thefollowing information:a. All PNs and quantities for each phase maintenance kit.
b. Expected frequency of need, for example one per month.
NOTE: Refer to paragraph 6.6.7 for additional information on establishing Phase
Maintenance Kits.
6.7.2.7 Aircraft Inventory Record (AIR)6.7.2.7.1 Purpose
a. The AIR is a list of specific equipment and material installed on or designated for use on
an aircraft that must be periodically inventoried. The AIR documents the reason for shortages
that exist at time of transfer, and certifies accountability for the items at time of receipt.
b. The AIR is not a packing list, bill of materials, or configuration list. The following
guidelines apply to items that will be included in the AIR, without regard to whether the items
are GFE or CFE:
(1) Special equipment items essential to the health, safety, and morale of the crew, forexample, bedding, life rafts, first aid kits, crash axes, and portable fire extinguishers.
(2) Equipment/material required for the protection of the aircraft during flight andovernight storage, for example, covers, control locks, plugs, and covers for external openings.
(3) Items of equipment subject to pilferage or readily convertible to personal use, forexample, clocks, tool kits, compasses, Aldis lamps, and mirrors.
(4) All classified items which are installed or for which installation provisions have been
incorporated on the aircraft except when items are accounted for by an authorized classified
material accounting system during aircraft transferring actions.

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(5) All items of loose equipment applicable to an aircraft that are designated for transfer
by the ACC /COMNAVAIRSYSCOM whenever the aircraft is transferred.
(6) All mission essential equipment that cannot be installed in a given aircraft orconfigured for other missions.
c. These items will NOT be included in AIRs:(1) Items of equipment which are rigidly fixed and are considered to be a basic or integral
part of the aircraft, for example, engines, propellers, wheels, tires, brakes, instruments, andejection seats.
(2) Items considered personal issue that are furnished or authorized by a squadron
allowance.
(3) Equipment and material that is authorized by the IMRL.
(4) Equipment and material that is provided on a less than a one-per-aircraft basis and isaccounted for by another material accounting system.
(5) ACC controlled material.
6.7.2.7.2 Initiation
a. COMNAVAIRSYSCOM Product Support Management/INTEGR DEP, Mission Systems
Group is responsible for producing a standard Master AIR (MAIR) for each T/M/S aircraft. An
AIR will be compiled for each new block or series of operational, tactical, and non-tacticalaircraft, unless exempted by COMNAVAIRSYSCOM Product Support Management/INTEGR
DEP, Mission Systems Group for reasons such as aircraft that are procured for research anddevelopment only or in small numbers.
b. The AIR will be initiated by the aircraft manufacturer and will be delivered with eachindividual aircraft. A copy of the AIR for each block or series (as applicable) will be forwarded
to COMNAVAIRSYSCOM Product Support Management/INTEGR DEP, Mission Systems
Group for approval prior to delivery to the Navy. This proposed AIR will include Contractor
Furnished Equipment (CFE), Government Furnished Equipment (GFE), and Mission Essential
Subsystem Matrix (MESM) related equipment, which will be provided subsequent to thedelivery of the aircraft.
c. The cognizant Defense Contract Management Area/District (DCMD) is responsible forproviding COMNAVAIRSYSCOM Product Support Management/INTEGR DEP, Mission
Systems Group with the aircraft manufacturer's proposed AIR, and for providing a copy of the
AIR actually delivered for each.
d. COMNAVAIRSYSCOM Product Support Management/INTEGR DEP, Mission Systems
Group is responsible for determining the adequacy and accuracy of the AIR, ensuring the AIR

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has been prepared per the AIR item criteria in paragraph 6.7.2.7.4, and ensuring the AIR contains
complete item identification and PNs covered by the contract.
e. AIRs be unclassified whenever possible. When classified equipment meets the criteria for
an AIR item, the following will apply:(1) When the nomenclature, title, and location of classified equipment are not classified,the information will be shown in the same manner as unclassified equipment. However, thesecurity classification, SECRET or CONFIDENTIAL, will be indicated in the AIR in capitalletters, immediately following identifying nomenclature or title. In addition, an asterisk (*) witha footnote, "Nomenclature and title unclassified," will be included.
(2) When the nomenclature/title of the equipment is classified, but the location or
installation in the aircraft is not, only the security classification, in capital letters, will be
indicated. In addition, the symbol # with a footnote, "Location unclassified," will be included.
(3) When the location or installation of the equipment is classified, no notation will bemade in the basic AIR.
(4) When the conditions outlined above pertain, the notation, "See supplemental pages
for classified items" will appear in the "Miscellaneous Section" of the AIR. Supplemental pages
must be prepared showing the nomenclature, title, location, and security classification of allclassified material either installed in the aircraft or for which provisions have been incorporated.
The classification assigned to the supplemental pages will be the highest classification of any of
the contents listed. If circumstances cause the classified supplemental pages to become longer
than the basic record, supplemental pages will not be used. The basic record will then be given aclassification equal to the highest classification of the equipment installed in the aircraft. The
handling of the classified supplemental pages or the basic record when classified is per current
classification guides.
(5) When provisions for installation of classified equipment are incorporated in theaircraft, and the classified items are not installed at that time, the item will be shown in the basic
record or supplemental pages (as applicable) and the appropriate shortage entries will be made.
6.7.2.7.3 Responsibilities
a. In addition to other responsibilities for AIRS in this chapter, COMNAVAIRSYSCOM
Product Support Management/INTEGR DEP, Mission Systems Group will:(1) Act as the authority for changes and revisions to MAIRs.
(2) Provide direction on the disposal of AIRs.
b. COMNAVAIRSYSCOM Fleet Support Team (FST) will provide
COMNAVAIRSYSCOM Product Support Management/INTEGR DEP, Mission Systems Group
with recommendations for changes to MAIRs based on TDs or other configuration changes.

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c. Aircraft Controlling Custodians (ACC) will provide assistance in managing AIRs, toinclude:(1) Ensure AIRS are in agreement with the applicable MAIRs(2) Review recommended changes to MAIRs. ACCs will forward recommendations forchanges or revisions to a MAIR to COMNAVAIRSYSCOM Product Support
Management/INTEGR DEP, Mission Systems Group with a full justification.
(3) Provide direction on accounting for and transferring AIRS equipment in Aircraft
Transfer Orders (ATO).
d. Aircraft custodian Material Control personnel will maintain AIRS as specified in thischapter.
6.7.2.7.4 Forms and Documentationa. The AIR is a multi-part record consisting of the following OPNAV forms:(1) Department of the Navy Aircraft Inventory Record Cover (OPNAV 4790/109)(2) Aircraft Inventory Record (OPNAV 4790/110) (Figure 6-5)
(3) Aircraft Inventory Record (Equipment List) (OPNAV 4790/111) (Figure 6-6)
(4) Aircraft Inventory Record (Shortages) (OPNAV 4790/112) (Figure 6-7)
(5) Aircraft Inventory Record Certification and Record of Transfers (OPNAV 4790/104)(Figure 6-8)
b. The Aircraft Inventory Record (OPNAV 4790/110) (Figure 6-5) will be annotated asfollows:
AIRCRAFT TYPE. The complete government aircraft designation.
SERIAL NO. The government serial number.
CONTRACT NO. The government contract number.
PRIME CONTRACTOR. The full name of the contractor.
ACCEPTANCE DATE. The date the government accepted the aircraft.
EXPLANATION. The section letter, designation, and name of each section
shown on the sectional breakdown diagram will be entered, for example, Section A. Nose
section.
SECTIONAL BREAKDOWN DIAGRAM. The diagram will consist of a side
elevation of each particular aircraft, drawn to an appropriate scale, but not less than 5 inches inlength. Additional views, such as the plan view of a wing, may also be in the diagram. Divisionof the diagram must correspond to the natural divisions of the aircraft. The sections shown in the
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diagram may be further subdivided laterally, if necessary, to facilitate checking. The
identification of sections contained in the diagram will be alphabetical, the letter A being
assigned to the first section, B to the next, and so on, generally to the rear of the aircraft. The
letter R will denote items mounted on the exterior of the fuselage, and the letter F will denote
those items to which access is gained from the fuselage. Any subdivisions of the sections will beidentified by the letter assigned to the section as outlined above followed by a lower-case letter,for example, Aa, Ab.
MISCELLANEOUS DATA. Any additional information concerning the contentsof the form may be entered.
c. The Aircraft Inventory Record (Equipment List) (OPNAV 4790/111) (Figure 6-6) is not
to be considered a complete list of components for an operational and tactically complete aircraft
upon delivery from the aircraft manufacturer's plant. It will include both GFE and CFE which
are applicable to listings as required in this instruction. The equipment list will be divided into
sections that list the items pertaining to that particular section of the aircraft. Individual items
within each section will be numbered as nearly as possible in the sequence of their physicallocation, generally from front to rear. Each section must be headed by a notation, for example,
Section B pilot's compartment stations 106-201. Each section must begin with page 1; with theaddition of equipment items, the necessary pages can be inserted and numbered in the proper
sequence. All equipment listings in the AIR will be double spaced between items and listed asfollows:
SECTION. The appropriate section designator.
GOVERNMENT SERIAL NO. The applicable serial number.
AIRCRAFT TYPE. The complete government aircraft designation.
PAGE OF PAGES. The applicable page number.
Column A - ITEM NO. Item numbers must contain a letter prefix to indicate thesection/compartment of the aircraft where the item is located. The numbers must start with No. 1
for each section/compartment. Items must be numbered, if possible, in numerical sequencecorresponding to their physical location.
Column B - NOMENCLATURE, TYPE, AND MODEL. The nomenclature,
type, and model for each item must be entered. GFE must carry the nomenclature, type, andmodel as designated in the government furnished list. CFE must carry the nomenclature, type,model, and PN corresponding to that shown in the airplane model specification or otherauthorized CFE lists. Items within a box or assembly, if listed, must be indented to show the
relationship to the major item.
Column C - REQUIRED HERE. The quantity of that item installed at thatparticular section of the aircraft must be entered.

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Column D - EQUIPMENT CHECKS. This column is provided for inventory
personnel to use in denoting the physical presence of equipment/items. The subdivisions, 1
through 24, of this column must be identified by appropriately completing the legend at thebottom of the page. Entries in the legend must be accomplished by inserting the date theinventory was completed and must be signed by the person conducting the inventory. Enter thenumber of items present and if none of the items are present, enter 0. The person physicallyinventorying the aircraft at that time must make these notations.
Column E - LOCATION OR REMARKS. This column may be used to denote a
brief description of the exact location of those items which are considered difficult to locate.
Station numbers may serve as auxiliary information. It will not be necessary to list the locationof items easily recognized and when location is readily apparent. The visual stowage location of
an item and its actual location may be given.
d. The Aircraft Inventory Record (Shortages) (OPNAV 4790/112) (Figure 6-7) must reflect
shortages of equipment or parts subject to inventory when an aircraft is transferred. Items notaccounted for or retained at the time of transfer will be listed as shortage. The following
shortages not subject to inventory must be listed and forwarded with the AIR:
Column A - ITEM NO. Column A must reflect the item number corresponding to
the item listed in the equipment list and prefixed with the section designator.
Column B - NOMENCLATURE, PN, TYPE AND MODEL. Information
required in this column must be the same as in Column B of the Aircraft Inventory Record(Equipment List) (OPNAV 4790/111) (Figure 6-6).
Column C - QUANTITY SHORT. Enter the shortage quantity.
Column D - AUTHORITY OR REASON FOR SHORTAGE. The
authority/reason for the shortage must be entered.
Column E - REMARKS. This column may be used to enter brief remarks.
NOTE: When an aircraft is transferred in less than Full Mission Capable (FMC) status
due to AWP for mission impacting subsystem components, the missing equipment
will be listed in the AIR as shortages with the requisition or survey number.
e. The Aircraft Inventory Record Certification and Record of Transfers (OPNAV 4790/104)(Figure 6-8) lists each transfer and receipt, and must be completed by the transferring andreceiving activities.
6.7.2.7.5 AIR Inventories
Material Control is responsible for accounting for and inventorying all items listed in the AIR.
Requirements:

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a. An AIR inventory must be completed prior to aircraft transfer and at time of receipt. In
all other instances when an aircraft is transferred, an inventory of the aircraft is accomplishedbased on items of selected equipment and material listed in the AIR.
NOTE: Equipment inventories for aircraft without a COMNAVAIRSYSCOM AIR will becompleted as agreed upon by the transferring and accepting activities.
b. AIR items that are not required by the operating activity’s mission may be removed fromthe aircraft and lined out of the applicable Aircraft Inventory Record (Equipment List) (OPNAV
4790/111) (Figure 6-6) after obtaining concurrence from the ACC or COMNAVAIRSYSCOM
Product Support Management/INTEGR DEP, Mission Systems Group. Removed items will beturned-in to the supporting Supply activity for appropriate disposition. The name of theremoving organization and turn-in control number will be entered in Column E of the Aircraft
Inventory Record (Equipment List) (OPNAV 4790/111) (Figure 6-6). In addition, an entry will
be recorded on Aircraft Inventory Record (Shortages) (OPNAV 4790/112) (Figure 6-7).
COMNAVAIRSYSCOM Product Support Management/INTEGR DEP, Mission Systems Groupwill continue to maintain required quantities of such items on the MAIR if other operating
activities require the equipment.
c. Immediately upon receipt of notification of transfer, the transferring activity will
inventory all AIR equipment specifically assigned to the aircraft and all MESM equipment,
including all items which cannot be placed aboard the aircraft for transfer. This "loose
equipment" will be turned in to Supply on a Requisition and Invoice/Shipping Document (DD1149) for shipment to the receiving activity. A copy of the Requisition and Invoice/Shipping
Document (DD 1149) will be attached to the AIR and one will be retained by the shipping
activity for their records. The Aircraft Inventory Record Certification and Record of Transfers(OPNAV 4790/104) (Figure 6-8) will be certified during the transfer action.
d. When an aircraft is transferred on site, inventory teams from the transferring andaccepting activities will jointly inventory the aircraft and record the quantity of each item
onboard the aircraft at the time of transfer in the appropriate column of the Aircraft Inventory
Record Equipment List (OPNAV 4790/111) (Figure 6-6). The Aircraft Inventory Record
Certification and Record of Transfers (OPNAV 4790/104) (Figure 6-8) will be certified during
the transfer action.
e. When an aircraft is ferried for transfer, two inventories are required: one prior to the ferry
flight by the transferring activity and one upon completion of transfer by the accepting activity.
The aircraft ferry pilot accept custody of pilferable and classified equipment from thetransferring activity and transfer custody of the items to the accepting activity. AIR items thatcannot be placed on the aircraft for transfer will be shipped separately marked as "AIR
Equipment for Aircraft BUNO". A note to indicate such shipments is made in Column E of the
Aircraft Inventory Record Equipment List (OPNAV 4790/111) (Figure 6-6) opposite eachaffected equipment.

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f. When an aircraft is delivered to a Depot FRC or contract depot facility and is scheduled tobe returned to the same Reporting Custodian after rework, the items that do not require rework or
are not required by the depot activity will be retained by the Reporting Custodian. All retained
items will be noted as such on an Aircraft Inventory Record (Shortages) (OPNAV 4790/112)(Figure 6-7) to relieve the depot activity of accountability requirements. The Aircraft Inventory
Record Certification and Record of Transfers (OPNAV 4790/104) (Figure 6-8) will be certified
during the transfer action.
g. When it is known that an aircraft will be transferred to a new Reporting Custodian while
undergoing depot rework, the transferring Reporting Custodian will ship only the minimum
essential AIR items to the depot, noting all shortages on an Aircraft Inventory Record(Shortages) (OPNAV 4790/112) (Figure 6-7). The remaining equipment will be shipped to the
new Reporting Custodian per transfer Xray direction. The Aircraft Inventory Record
Certification and Record of Transfers (OPNAV 4790/104) (Figure 6-8) will be certified during
this transfer action. The record will not be certified for delivery until receipt of the aircraft.
h. When an aircraft is unexpectedly transferred to a new Reporting Custodian while
undergoing depot rework, the transferring Reporting Custodian will ship all retained AIR items
to the new Reporting Custodian per transfer Xray direction. All shortages will be noted on an
Aircraft Inventory Record (Shortages) (OPNAV 4790/112) (Figure 6-7). The Aircraft Inventory
Record Certification and Record of Transfers (OPNAV 4790/104) (Figure 6-8) will be certified
during this transfer action. The record will not be certified for delivery until receipt of theaircraft.
i. When an aircraft is being transferred to the Aerospace Maintenance and Regeneration
Center (AMARC) for storage, any AIR items used to protect the aircraft from damage, or to
make the aircraft safe for maintenance, or required for passenger support will remain with theaircraft. Questions concerning the disposition of AIR items prior to transfer of aircraft to
AMARC will be forwarded via the chain of command to COMNAVAIRSYSCOM ProductSupport Management/INTEGR DEP, Mission Systems Group.
NOTE: When an AIR is completely used, that is, the data applicable to a number of
separate transfers has been completely used, additional copies of the specific forms
will be inserted in the record after listing the items of material and equipment asshown on the originals. The inventories recorded on new forms are numbered insequence, starting with the first subsequent transfer. When the second subsequenttransfer has been recorded on the new forms, the superseded forms may bedestroyed.
6.7.2.7.6 AIR Equipment Shortages
a. The Aircraft Inventory Record Shortages (OPNAV 4790/112) (Figure 6-7) must becompleted by both the transferring and receiving activity to identify shortages of AIR items andinstalled equipment. The shortage list will contain all missing AIR and MESM related items.
The original signed copy of this form will be retained by the transferring activity as a permanent
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record of transfer. A second copy of the form will be placed in the AIR and delivered to theaccepting activity.
b. Following are mandatory entries on the Aircraft Inventory Record Shortages (OPNAV
4790/112) (Figure 6-7):(1) Name of transferring/receiving activity.
(2) Equipment check/certification number.
(3) Date.
(4) Signature of inventorying activity's CO or representative authorized to sign bydirection.
c. When a new production aircraft is authorized for delivery with CFE/GFE shortages, the
DCMD will ensure the Aircraft Inventory Record (Shortages) (OPNAV 4790/112) (Figure 6-7)
is prepared listing shortage items with estimated delivery dates. Copies of this form must be
provided to the aircraft receiving activity, ACC, and COMNAVAIRSYSCOM Product Support
Management/INTEGR DEP, Mission Systems Group.
d. When new production aircraft are received by a Navy or Marine Corps activity with item
shortages not identified on Aircraft Inventory Record Shortages (OPNAV 4790/112) (Figure 67), the activity receiving the aircraft will report the CFE shortages to the Defense Contract
Management Area or District (DCMD) by naval message, requesting item shipping data. GFE
shortages will be reported by naval message to COMNAVAIRSYSCOM Product Support
Management/INTEGR DEP, Mission Systems Group requesting acquisition instructions, with aninformation copy to the ACC and the supporting MAW)/Type Wing. The message will include
the PN and nomenclature of each missing item, identified to the applicable aircraft BUNO.
e. Every effort will be made to locate or replace missing AIR items prior to transfer.
However, aircraft transfer will not be delayed pending replacement of the items. The
transferring organization will make entries on the Aircraft Inventory Record (Equipment List)(OPNAV 4790/111) (Figure 6-6) and Aircraft Inventory Record (Shortages) (OPNAV 4790/112)(Figure 6-7). If missing items were removed for repair, a notation will be entered in Column Dof the Aircraft Inventory Record - Shortages (OPNAV 4790/112) and necessary steps taken to
forward the items marked for the applicable BUNO when received. If a missing item is on order,
Column D will include a statement that the item will be forwarded on receipt. If an AIRs item is
on back-order at time of transfer, the transferring activity will cancel the requisition(s), advise
the accepting activity, and furnish information and justification on the Aircraft Inventory Record(Shortages) (OPNAV 4790/112), which can be used by the accepting activity for obtaining
replacement items. CFE shortages noted on a previous record must be transcribed to the new
Aircraft Inventory Record (Shortages) (OPNAV 4790/112). The transferring activity must notify
the DCMD of the aircraft CFE shortage and provide updated shipping instructions for the CFE.

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f. When shortages are discovered upon receipt of an aircraft and are not recorded in the AIR,
the receiving organization will itemize shortages and submit a list of the shortages to the activity
that transferred the aircraft within 10 working days of receipt of the aircraft. The transferring
activity will take one of the following actions within 15 working days after receipt of shortage
notification:(1) Furnish vouchered turn-in document, or(2) Furnish shipping data indicating shortages are being delivered, or(3) Provide a Financial Liability Investigation of Property Loss (DD Form 200) for
missing items to the accepting activity. If the item is not missing, but was not supplied due toother reasons, such as ACC direction, the activity CO must provide a written statement on theauthority for retaining the item and supporting documentation, such as the ACC/TYCOM naval
message or letter authorizing retention.
NOTE: In all cases, authority for transferring aircraft with shortages must be obtained inwriting from the ACC/TYCOM prior to aircraft transfer.
g. The notation "Missing on Receipt" will not be used on Aircraft Inventory Record(Shortages) (OPNAV 4790/112). Appropriate authority will be referenced and a copy of theauthorization, for example, letter, message, document, will be included in the AIR until the
shortage is filled.
h. Missing MESM equipment that is not listed on the AIR but required to be transferred withthe aircraft, will be included on the Aircraft Inventory Record Shortages (OPNAV 4790/112)(Figure 6-7). When missing MESM equipment is received by the accepting activity, appropriatedeletions will be made to Aircraft Inventory Record Shortages (OPNAV 4790/112). No changes
are required to be made to the Aircraft Inventory Record (Equipment List) (OPNAV 4790/111)(Figure 6-6) unless equipment is listed on the MAIR.
i. If an AIR is lost or destroyed, the reporting custodian will reconstruct the AIR using a
copy of the MAIR provided by COMNAVAIRSYSCOM Product Support
Management/INTEGR DEP, Mission Systems Group and by performing a physical inventory.
6.7.2.8 Flight Clothing
Flight clothing may be purchased for issue to personnel in a flying status. Flight clothing pools
are defined as articles of flight clothing listed in the NAVAIR 00-35QH-2 held in stock at theactivity. Flight clothing pools must be accounted for, inventoried, and maintained as follows:a. NAVSUP 306 custody cards will be established for each item carried in the flight clothingpool.
b. 100% inventory validity must be maintained at all times.

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c. All items held in the pool must be inventoried quarterly and upon change of custodian. In
the event of a loss by inventory, the loss will be reported via survey procedures of paragraph
6.3.4.
d. Replacement flight clothing issues must be conducted by PR rate (USMC MOS
equivalent) personnel qualified to perform Place In Service inspections. Items must be issued ona one-for-one exchange basis to personnel in a flying status only. Quantity of items issued will
not exceed the allowances established in the NAVAIR 00-35QH-2.
e. Turned-in flight clothing will be processed for disposal at the nearest supporting DLA
Defense Reutilization and Marketing Service and must retain documentation of adequate
disposal.
6.7.2.9 Flight Packets
Material Control is responsible for constructing and controlling flight packets for issue to pilots
making extended flights. Requirements:
a. Each aircraft making an extended flight will be provided with a flight packet containing,at a minimum, those items listed in NAVSUP Publication 485 and ACC/TYCOM instructions.
Flight packets will contain instructions to assist pilots in obtaining material or services necessary
for the continuation of a flight.
b. COs will issue written procedures for flight packet control, issue, and use.
c. Strict accountability of the Purchase Order/Invoice/Voucher (SF 44) will be establishedusing the preprinted serial control number on the document for accountability.
d. Flight packets must be inventoried by the Supply Officer or Material Control Officer
when returned after each extended flight and at least monthly.
6.7.3 Intermediate-level Material Control
In addition to the general responsibilities of paragraph 6.7.1, IMAs are responsible for thematerial management responsibilities prescribed in this section.
NOTE: Weapons Department Material Controls interface with the Supply Department ina similar manner as IMA Material Controls. Weapons Departments will orderweapons support equipment WSE components from the Supply Department whenremoval and replacement of repairable components is involved. The defective
component(s) will be turned into the Supply Department.
6.7.3.1 Organizationa. IMAs must establish a Material Control Branch (050) and any additional 050 I-level Work
Centers needed to control material, such as 05A Material Screening (AMSU) or Joint Aviation
Screening Unit (JASU), 05B Material Procurement/Accounting, 05C Accountable

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Material/IMRL Manager, 05D Aviation Tool Issue/Tool Control Center, and 05H Hazardous
Material Control.
NOTE: I-Level Material Control Supervisors and Financial Managers must attend theNaval Aviation Material Control Management course (C-555-0051) and the
Financial Management for Naval Aviation Operating Target Accounting course(Course C-555-0018) within 6 months of assuming duties.
6.7.3.2 AMSU/JASU
IMAs must establish an Aeronautical Material Screening Unit (AMSU) or a Joint Aviation
Screening Unit (JASU) in conjunction with the Supply Department. AMSU/JASU will:
NOTE: AMSU/JASU and the Supply Screening Unit (SSU) have two distinct functions andresponsibilities, but both share joint ownership of components undergoing repair
in the IMA. The IMA and Supply Department may combine SSU, Document
Control Unit (DCU), and AMSU/JASU, as long as specific ownership is identified.
a. Process all NRFI components received from O-level activities or IMA work centers todetermine whether the component is within the check, test, or repair capability of the IMA.
b. Receive check, test, and repair components from the Component Control Section (CCS)or Warehouse Control Branch (WCB) for the Marine Corps and verify all documentation logs,
records, MAF, WO, and CM ALS electronic data) were received with the component.
NOTE: AMSU/JASU will check the part number (P/N) on the WO or MAF against theP/N on the component identification plate. If the ID plate is missing, AMSU/JASU
will validate the P/N with the Technical Research Unit (TRU) and the WO or
MAF originator. New P/Ns will be added to NALCOMIS by TRU.
c. Identify components and determine whether they are within the check, test, and repair
capability of IMA using the standard ICRL. When check, test, or repair capability does not exist,
components must be shipped to the designated support point or DRP (via the ATAC Program),or another activity having the capability to repair the component. Under normal circumstances,the determination must be made within 24 hours. When determined that repair capability does
not exist, the component will be shipped to another activity within 24 hours. Total IMA, Supply
and Maintenance, hold time must not exceed 2 days.
d. Notify QA and Production Control when a component is received with When Discovered
Code Y (found defective upon installation). AMSU/JASU must complete section C of the YCode Process Form (Figure 6-7), and will process the component after QA assigns a report
number and completes Section B of the Y-Code Process Form. AMSU/JASU will route the YCode Process Form to the cognizant work center with the component.
e. Initiate an Individual Component Repair List (ICRL) Change Request (Figure 10.20-1)
per paragraph 10.20 for P/Ns being inducted for the first time.

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f. Review the discrepancy against items listed as X1 CC on the ICRL for potential to repair,for example, broken/missing knobs or fasteners, and contact Production Control for direction to
induct or not induct the item.
NOTES: FLRs with SM&R coded PAOOO will be processed through AMSU/JASU for
disposition. AMSU/JASU will confer with Production Control to determine if a
repair is feasible and cost-effective. Refer to paragraph 5.2.4.2 for additional
direction on processing items with SM&R Code PAOOO.
g. Notify Production Control for direction on scheduling the component into the repair cycle.
h. Route components to the Work Center designated in the ICRL or per Production Control
direction.
i. Verify the ASR, EHR, or SRC card for the component is packaged properly to prevent loss
or damage. When components are shipped between activities, the following procedures must be
followed:(1) Photocopy the ASR, EHR, or SRC card and place it in a plastic envelope and securely
attach it to the outside of the shipping container. If the component must be shipped in an open
crate or without a container, a photocopy is not required; however, special attention must be
given to ensure the envelope containing the ASR, EHR, or SRC card is securely attached to thecomponent.
NOTE: The photocopy of the ASR, EHR, or SRC card may be used to reconstruct a newcard in the case of a lost or mutilated card. Refer to 8.2.10 for additional
procedures to reconstruct missing records.
(2) Insert and seal the ASR, EHR, or SRC card in a plastic envelope. Shipping
documents and WOs or MAFs will not be placed in the same envelope. Attach the plastic
envelope directly to the component and put both items inside the shipping container.
(3) Move CM ALS data to the receiving activity.
6.7.3.3 Awaiting Parts (AWP)
When notified that parts are not available in the local supply chain, the IMA Work Center will
deliver the component, all associated documentation, uninstalled RFI parts, and hardware (suchas nuts and screws) to the Supply Department AWP Unit (6.5.13). All hardware delivered withthe component will be in an appropriate container labeled "hardware". A component withoutstanding (not filled by local supply action) AWP requisitions will be delivered to the AWP
holding area within 24 hours from the time the requisition was submitted. Aircraft engines andother large components may be retained in the work center when movement to an AWP holding
area is impractical. MAF bags will not be used for uninstalled items (parts) that are easily
crushed by other items.

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6.7.3.4 Preservation and Packaging
IMAs will perform internal and external preservation (prior to packaging) of all components in
the repair cycle. The P700-CNP website (https://tarp.navsup.navy.mil/ ) provides preservationand packaging requirements for specific repairable components. Requirements:
a. IMAs will adequately protect components for local routing the repairable to or among thevarious supply or I-level work centers. The packing and preservation section is responsible forfinal packing and preservation of components (less engines) prior to storage or shipment.
Engines will be preserved and packaged by the IMA.
NOTES: 1. When it is positively known a component repaired by an IMA will be reissued
to local operating units in a reasonably short time, it need only receive theminimum amount of preservation and packaging to ensure positive identificationand short-time protection.
2. All solid-state electronic components and assemblies containing suchcomponents are considered ESDS items unless otherwise directed by higher
authority. Refer to, paragraph 10.21, for guidance and direction for theidentification, handling, and protection of ESDS components.
b. The IMA will track supply assets to ensure re-inspection or re-preservation is done perpreservation or technical manuals.
6.8 Marine Corps Aviation Material Management
6.8.1 Policy
Marine Corps activities have the same material management responsibilities as Navy activities,
with additional direction from Headquarters Marine Corps (HQMC). Marine Corps Order
4400.17 Aviation Supply Desk Top Procedures directs standardization of aviation Supply
operations. Adherence to the MCO P4400.177 is mandatory for MALS. Because of uniquelocal situations, there may be rare instances that require minor deviations from specificprocedures delineated in MCO P4400.177. In those cases, the MALS must submit a written
request to their MAW commander with information copies to the Fleet Marine Force (FMF)
commander and Commandant of the Marine Corps (CMC) (Code ASL-33).
6.8.2 Marine Aircraft Wing (MAW) Supply Officer
MAW Supply Officer responsibilities include coordinating aviation materiel (such as inventory
management, distribution, storage, and transportation), financial matters, training, and related
programs in support of squadrons assigned within subordinate MAGs. The aviation supply
officer and staff are the principal points of contact for coordinating aviation supply matters
between the aircraft TYCOM; the MAW commander; and the assigned MAGs. The branch also:a. Implements and coordinates aviation supply policy within the MAW.

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b. Coordinates with the MAW comptroller on all matters concerning operations,maintenance, and Navy expenditures.
c. Conducts liaison with external agencies in support of aircraft readiness within supported
MALS.
d. Coordinates aviation materiel support for ship and unit deployments.
c. Coordinates the assignment of personnel in the 6602, 6604, and 6672 MOSs.
d. Analyzes aviation supply and financial management performance.
e. Monitors weapon system materiel support transitioning from commercial supply to Navy
supply.
f. Coordinates with the ALIMS branch on policy development input to HHQ forchanges/updates to NTCSS and other aviation logistic information systems.
6.8.3 Marine Aviation Logistics Squadron (MALS) Aviation Supply Officer
The MALS Aviation Supply Officer (AVNSUPO) functions as a special staff officer for the
MAG Commanding Officer (CO). General responsibilities:
a. Strict adherence to MCO P4400.177.
b. Manage and administer the MALS Supply Department.
c. Produce, receive, store, maintain, and issue aviation Marine Corps property within theMAG.
d. Monitor MALS Supply Department performance.
e. Advise the MAG and MALS CO’s and their staff on Supply matters relating to readiness,
effectiveness, and ongoing and planned projects within the MAG MALS Supply Department.
f. Liaison with supporting Supply activities and MAW staff to ensure MAG supply
requirements are known and satisfied.
g. Liaison with each squadron within the MAG on supply support of squadron readiness.
6.9 Depot Level Repairable (DLR) Management
6.9.1 General DLR Policy and Processes
6.9.1.1 Repairable components represent the most significant dollar investment in the entire
aeronautical item inventory. Improved management of these repairable components is essential
to increase the readiness of the operating forces and reduce support costs.
6.9.1.2 Aviation equipment and systems are complex and their maintenance requires industrial
capabilities not available at the O-level or I-level. As a result, increasing use is being made of
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DLR modular replacement components that are repaired at organic and commercial depot rework
sites. These DLR components are removed and replaced at the O-level and I-level, either
periodically or upon failure, and are economically restored to serviceable condition at specified
depot-level designated repair points (DRP) when beyond intermediate-level capability. When
failed DLRs are removed, serviceable components are requisitioned and the failed components
are turned in to the supply system.
6.9.1.3 The decision that an item will be managed as a repairable component is made by
COMNAVAIRSYSCOM during the provisioning process with the aid of the prime contractor
and the inventory manager. COMNAVAIRSYSCOM assigns SM&R codes, including support
level assignments, for each repairable component as part of the formal provisioning ofaeronautical material based upon a maintenance plan. SM&R codes assign repair responsibilities
to D-level maintenance according to their capabilities and capacities. If organic depot capability
or capacity is insufficient, support can be used from inter-service or commercial contract sources
either as an interim measure until the organic capability and capacity can be developed or
permanently, depending on the economics, or operational essentiality involved.
6.9.1.4 Master Component Rework Control (MCRC) is a major segment of managing the DLR
component rework schedule. MCRC maintains a central data bank containing rework
requirements capability and production data for repairable aeronautical components, which
provides all levels of management with comprehensive reporting on the range and depth of thecomponent rework program. Among other features, the MCRC system indicates which activities
are DRPs for each repairable component line item and the capability of the DRPs.
6.9.1.5 The repairable designation is based on a determination that it costs less to rework
existing components than to procure new components. Inventory economies can be achieved byhaving such components returned to service through rework by depots. Components designatedas MTR must be turned in to the Supply System for rework at the DRP when beyond field (Olevel and I-level) level capabilities.
6.9.1.6 The special management applied to DLR components includes a program (application
operation B08) to improve the efforts of the naval aviation industrial establishment in schedulingthe rework of components. The inventory manager at NAVSUP WSS will compute and transmit
specific rework requirements to the DRPs. The program features a weekly automatic dataprocessing generated component rework requirement computation that considers RFI, NRFI, andin-process assets as offsets to derive the net requirement for depot rework induction. The net
requirements projections show an induction and production deficiency. The deficiency is scaled
to portray the various levels of priorities to identify the criticality of the stock deficiency more
precisely in descending induction priority sequence.
6.9.1.7 It is COMNAVAIRSYSCOM policy to use RFI D-level repairables to the maximum
extent practicable, in lieu of concurrently reworking identical components incident to aircraft andpower plant programs. To support that policy, NAVSUP WSS and the DRPs have negotiatedretail allowances for non-concurrent rework, known as repairable support inventory (RSI). The
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RSI population includes all known requirements for exchange of DLRs, including those items
determined by NAVSUP WSS to be in long supply in the Supply System. Prior to routing acomponent removed from an aircraft or engine for concurrent rework, the DRP must determine ifthat component is a member of the RSI population. If it is, the DRP must requisition areplacement unit on a "fill-or-kill" basis from its supporting DSP. If assets are available, the
DSP must issue the material to the DRP; if no assets are available, the DSP will "kill" therequisition. If the DSP makes the issue, the DRP will turn in the removed component to thesystem, and will be billed the net price for the replacement by NAVSUP WSS. The only
approved exceptions to DLR exchange in lieu of concurrent rework are:a. DLRs that are not identified as RSI items.
b. RSI items that are not available for exchange, as evidenced by a "killed" requisition statusfrom the DSP.
6.9.1.8 The Advanced Traceability and Control Retrograde Depot Level Repairables Program
improves accountability, traceability, and customer billing accuracy in the DLR carcass tracking
system. Under ATAC procedures, most retrograde DLRs are shipped via ATAC hubs that serve
as centralized DLR processing facilities. Complete ATAC procedures, as well as exceptions to
the program, are in NAVSUP Publication 485, Volume I, Chapter 8, Part D and Electronic
Retrograde Management System (eRMS) Desk Guide.
6.9.2 Commercial Depot Rework
6.9.2.1 General Policy and Procedures
a. COMNAVAIRSYSCOM Sustainment Group determines commercial depot-level rework
requirements when developing the maintenance plan for an aircraft, engine or equipment.
b. Commercial depot rework is managed by NAVSUP WSS .
c. NAVSUP WSS is responsible for contracting for and scheduling commercial rework ofcomponents, whereas contracting for the rework of aircraft and aircraft power plants is the
responsibility of COMNAVAIRSYSCOM Sustainment Group. Paragraph 6.9.4 provides
additional information on contracting for commercial rework.
d. The material support provided for each contract is generally limited to that direct material
which becomes an integral part of the item being reworked. The primary exceptions include
materials furnished by the government, for example, gases, liquids, greases and lubricants,
oxygen, carbon dioxide, and paint. These types of material and all material furnished by thecontractor must meet government specifications. Excess contractor furnished material does not
become government material so it is not available for issue to any government activity.
e. Contractors that perform aircraft and engine rework are not required to have the capability
to rework all components installed on the aircraft or power plant. Components that thecontractor does not have rework capability for must be shipped to the designated DRP and
replacement RFI components must be drawn from the supply system. Process:
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(1) Depot Rotatable Pool. A small number of components are identified in the work
specification as requiring rework when the aircraft and power plant are inducted into commercial
rework. These types of items usually require more time to rework than do the aircraft or power
plant of which they are a part. To avoid work stoppages, as well as to protect system assets for
operating force use, a rotatable pool of these components is established at the contractor's plant.
The size of the pool is determined at first by NAVSUP WSS upon contract award and isreviewed periodically as the availability of assets, piece part support, and contractor
requirements change.
(2) Standby Pool. Major components, for example, helicopter rotor blades, propellers,
gearboxes, and power plants, are not programmed to be reworked by the same contractor thatreworks the aircraft. To provide the contractor with the assets to support the production
schedule, a standby pool for these types of components is established which will ensure thecontractor has at least one asset on hand at all times. As assets are drawn from the standby pool,the contractor is required to requisition replacement assets from the controlling government
agency.
(3) Standby and rotatable pool quantities are kept to the absolute minimum needed tosupport the contractor. Pool assets normally will not be made available to any other activity
because pool depletion would result in production delays, increased potential for substandard
quality, and un-programmed contract cost increases.
f. Repairable components received at depots with shipping, packaging, or preservation
discrepancies place an additional burden on supply assets by increasing turn-around time (TAT)or cause loss (survey) of the components due to lack of preservation or proper packaging.
Additionally, components requiring data, such as SRC, ASR, EHR, MSR, and logbooks that arereceived for rework with missing or incorrect data cards, require expending additional hours tocorrect. Critical components, for example, aircraft tail hooks, launch bars, and tail hooktrunnions, require penalizing when SRC data is incorrect or not available, thereby causing
additional loss of usage. Packaging, preservation, technical data, and shipping discrepancies
noted on receipt of repairable components must be reported as directed by NAVSUP Publication
723.
6.9.3 DLR Requisitioning
6.9.3.1 DLRs are requisitioned on a one-for-one exchange basis for fleet unit material
requirement.
6.9.3.2 Stock replenishment requisitions are submitted only after turn-in (retrograde action) ofan unserviceable item is cleared from the Completed Repair Action mailbox.
6.9.3.3 Most NRFI DLRs will be returned to the DRP or DSP via the ATAC hub.

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6.9.4 Contracting for Commercial Rework of DLRs
6.9.4.1 Planning
The key to a good commercial contractor rework program is a well-written, detailed andadministered contract. Coordination between the Procurement Contracting Officer (PCO) andthe technical representatives is critical to ensuring the contract has adequate control of thecontractor's effort. Work to write the contract should begin to ensure the specific actions shownin Commercial Rework Milestones for Existing Commercial Contracts (Figure 6-9) areaccomplished. In addition to the lead time required to properly develop the contract, it isessential that the technical data and government furnished material needed to accomplish the
rework be provided to the contractor to start the implementation of the contract and before thefirst item is inducted for rework. The production schedule should also provide the contractor
with additional time on the first few production delivery dates for a training and experiencelearning curve.
6.9.4.2 Life of Rework Contracts
For cost effectiveness, rework contracts are developed to provide services in yearly incrementsof up to 5 years. The provisions of the contracts include the renewal of existing contracts by
successive exercise of yearly options. These types of contracts provide for an additional 90-day
option beyond the terminal date of the contract to cover the requirements generated during a newcontract start-up period when awarding to a contractor other than the current contractor.
6.9.4.3 Constructive Changea. A constructive change could put the government in violation of the Anti-Deficiency Act
which says that the government does not obligate or create an obligation or make any
expenditure in excess of an apportionment or an administrative subdivision of appropriatedfunds. No effort is to be contracted for unless there are funds available for that effort.
b. Constructive changes could increase the liability of the government to more than the funds
available. Therefore, only the Procurement Contracting Officer (PCO) is authorized to change
contract provisions unless this authority is specifically delegated by the PCO in writing.
NOTE: Conduct by government personnel in administering or managing the contract orcontractor may be construed as amending the contract provisions by thecontractor. This is known as “apparent authority.” The doctrine of apparent
authority is not applicable to government contracts and government
representatives acting beyond their authority may cause an unauthorizedcommitment to occur requiring ratification (DOD FAR Supplement 1.670). If
ratification is not possible, the government employee may be liable.

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Figure 6-1: Flow of Accounting Data

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NOTE: This chart depicts a typical Aviation Supply Department Ashore. Individual site may vary.

Figure 6-2: Supply Department Organization Ashore

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Figure 6-3: Supply Department Organization Afloat

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AVIATIONSUPPORTDIVISIONCOMPONENTCONTROLSECTION

SUPPLYRESPONSE
SECTIONREQUISITIONCONTROLUNITTECHNICALRESEARCHUNIT

DOCUMENTCONTROL
UNIT

LRCA
STORAGEUNIT

PROGRAM
MANAGEMENT
UNIT

MATERIAL
DELIVERYUNIT

SUPPLYSCREENING
UNIT

AWAITING
PARTS
UNIT

PREEXPENDED
BIN UNIT

Figure 6-4: ASD Organization

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Figure 6-5: Aircraft Inventory Record (OPNAV 4790/110) (Front)

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Figure 6-5: Aircraft Inventory Record (OPNAV 4790/110) (Back)

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Figure 6-6: Aircraft Inventory Record Equipment List (OPNAV 4790/111)

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Figure 6-7: Aircraft Inventory Record Shortages (OPNAV 4790/112)

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Figure 6-8: Aircraft Inventory Record Certification and Record of Transfers(OPNAV 4790/104)

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Figure 6-9: Commercial Rework Milestones For Existing Commercial Contracts

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CHAPTER 7
Quality Assurance (QA)
Table of Contents
7.1 Introduction ................................................................................................................................. 1
7.1.1 Concept ............................................................................................................................... 1
7.1.2 Objectives............................................................................................................................ 1
7.1.3 Responsibility...................................................................................................................... 1
7.1.4 Terms .................................................................................................................................. 1
7.2 Quality Assurance Division Organization ................................................................................ 2
7.3 Quality Assurance Personnel ..................................................................................................... 2
7.3.1 Quality Assurance Representative (QAR) .......................................................................... 3
7.3.2 Collateral Duty Quality Assurance Representative (CDQAR) ........................................... 3
7.3.3 Collateral Duty Inspector (CDI) ......................................................................................... 4
7.3.4 Training ............................................................................................................................... 4
7.3.5 Designation ......................................................................................................................... 6
7.4 Quality Assurance Division Responsibilities ............................................................................ 7
7.5 QA Inspection and Certification ................................................................................................ 9
7.5.1 Inspection Requirements ..................................................................................................... 9
7.5.2 Inspection Certification ..................................................................................................... 10
7.5.2.1 General Certification Requirements ..................................................................... 10
7.5.2.2 Organizational Level (O-Level) Procedures ........................................................ 11
7.5.2.3 Intermediate Level (I-Level) Procedures.............................................................. 11
7.5.2.4 Certification for Work by D-Level Artisans Assigned to I-Level Activity.......... 11
7.5.2.5 QA Requirements for Transient or In-Flight Maintenance .................................. 13
7.6 Quality Assurance Division Program Management .............................................................. 13
7.6.1 O-level and I-Level Support Equipment (SE) Misuse/Abuse Reporting .......................... 13
7.6.2 Aircraft Confined Space Program (ACSP) ....................................................................... 14
Figure 7-1: O-Level Maintenance Activity QA Organization .......................................................... 15
Figure 7-2: I-Level Maintenance Activity QA Organization ............................................................ 16
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Figure 7-3: QA Organization for Operations Maintenance Department (OMD) and Permanent or
Temporary Detachments with Four or Less Aircraft QA Organization....................................... 17
Figure 7-4: Quality Assurance Representative/Inspector Recommendation/Designation (OPNAV
4790/12) ....................................................................................................................................... 18
Figure 7-5: Y-Code Process .............................................................................................................. 19
Figure 7-6 (front): Support Equipment Misuse/Abuse (OPNAV 4790/108) .................................... 20
Figure 7-6 (back): Support Equipment Misuse/Abuse (OPNAV 4790/108) .................................... 21

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CHAPTER 7
Quality Assurance (QA)
7.1 Introduction
7.1.1 Concept. Quality Assurance as it relates to the NAMP is the process of systematic inspection
and monitoring to verify standards of quality are being met in Navy and Marine Corps aircraft,
engines, components, and equipment.
7.1.2 Objectives.
a. The application of QA from start to completion of each maintenance task to prevent defects
before they occur.
b. Improve the quality, uniformity, and reliability of aircraft and equipment.
c. Improve the quality of maintenance materials, technical data, and processes.
d. Improve the skills and consistency in performance of maintenance personnel.
e. Eliminate unnecessary man-hours and material expenditures.
7.1.3 Responsibility. QA is the responsibility of every individual involved with Naval Aviation
maintenance. Although the QA Officer (QAO) is responsible for managing the overall quality
assurance effort within the maintenance department, each Division Officer, Division Chief, Work
Center Supervisor, and technician is equally responsible for maintenance quality within their areas of
responsibility. A proactive QA Division is an equal partner with Maintenance Control, Divisions,and Work Center Supervisors in ensuring high quality, safe maintenance. As often as possible, QA
personnel will be “out and about” monitoring ongoing maintenance for compliance with the NAMP,
tech manual procedures, and safety precautions. QA’s involvement is a critical element of
Operational Risk Management (ORM) and is especially important during high-tempo flight
operations ashore and afloat.
NOTE: The Depot Quality Management System (QMS) is described in Chapter 12
7.1.4 Terms. The terms QA, inspection, auditing, and monitoring have distinct meanings as they
apply to the NAMP.
a. QA is the planned and systematic pattern of actions taken to verify if an item conforms tospecifications and will perform satisfactorily.
b. Inspection is the physical examination and testing of aircraft, engines, equipment, components,
parts, and materials to determine conformance to specifications.
(1) Final inspections are specific QA functions performed following the completion of amaintenance task when proper accomplishment of the task can be determined by visual inspection.
Zonal inspections for obvious defects such as leaks or foreign objects in the immediate work area

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prior to closing a panel, and the verification of WO and MAF documentation are also part of the final
inspection process.
(2) In-process inspections are required during the performance of maintenance wheresatisfactory accomplishment of the task cannot be determined after the task has been completed.
Requirements for an in-process inspection include, but are not limited to, witnessing application of
torque, functional testing, adjusting, assembly, servicing, and installation. The notation “QA”
appears on each Maintenance Requirement Card (MRC) requiring an in-process QA task.
(3) Receipt or screening inspections apply to material, components, parts, equipment, logs,
and records, Configuration Management Auto Log-sets (CM ALS), and documents. Receipt
inspections are normally conducted to identify the material received, determine its condition andmaintenance requirements, and verify the accuracy of accompanying records.
c. Auditing is the periodic or on-condition evaluation of compliance with specified policies andprocedures. Examples of audits include QA program audits, Division Officer work center audits, andprogram manager audits. Refer to paragraph 10.7 for guidance on auditing.
d. Monitoring is the physical observance of a process to verify compliance with procedures, forexample, a Quality Assurance Representative (QAR) watching an aircraft towing evolution or theLine Division Supervisor watching a fuel sample being taken to verify correct procedures are being
adhered to and all safety precautions are being followed. Monitoring also includes routine collection
and trending of performance data, for example, oil consumption and foreign object damage (FOD)
trends. Active monitoring of ongoing maintenance by supervisors, managers, and QA personnel is
one of the most important aspects of ensuring quality.
NOTE: Active monitoring of ongoing maintenance by supervisors, managers, and QA
personnel is one of the most important aspects of ensuring quality.
7.2 Quality Assurance Division Organization. At a minimum, one member will be assigned to
QA Division to provide coverage for each of the billets specified in the applicable Quality Assurance
Organizational Chart (Figure 7-1 through Figure 7-3), as applicable to the T/M/S aircraft maintained.
The Maintenance Officer (MO) will determine the number of additional Quality Assurance
Representatives (QAR) assigned to the QA Division, and the number of Collateral Duty Quality
Assurance Representatives (CDQAR) and Collateral Duty Inspectors (CDI) assigned to production
work centers based on operational requirements, QA workload, and number of work shifts.
NOTES: 1. QA Supervisors may also be designated as QARs in their areas of technicalexpertise.
2. Helicopter Mine Countermeasures (HM) squadrons with separate Maintenance
Departments for aircraft and Airborne Mine Countermeasures (AMCM) systems will
operate a single QA Division under the cognizance of the Aircraft Maintenance
Department. The Aircraft Maintenance Department QA Division will be equally
responsible to both departments for the accomplishment of all QA functions.
7.3 Quality Assurance Personnel. Personnel assigned to QA duties are the direct representative of
the Commanding Officer (CO) for ensuring the quality of aircraft, engines, components, and

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equipment, and must possess the highest standards of professional integrity. In addition to inspection
duties, QARs, CDQARs, and CDIs serve as trainers and mentors in their areas of expertise.
7.3.1 Quality Assurance Representative (QAR). QARs are permanently assigned to the Quality
Assurance Division. QAR qualifications:a. E-6 or aboveb. (Navy) Fully qualified in the Qualified and Proficient Technician (QPT) syllabus in theirtechnical field for the type/model/series (T/M/S) aircraft supportedc. (Marines) Fully qualified in the Aviation Maintenance Training and Readiness Program(AMTRP) syllabus in their technical field for the T/M/S aircraft supported
d. Complete the QAR training syllabus and personnel qualification standards (PQS) applicable totheir billet assignment, and pass the written examination administered by QA
e. Complete the Naval Aviation Logistics Command Management Information System(NALCOMIS) (Optimized) Organizational Level Maintenance Activity (OMA) Naval Aviation
Quality Assurance Administration Course (Course C-555-0046)
f. Skilled in researching, reading, and interpreting drawings, maintenance technical manuals,
directives, and data
g. Fully knowledgeable in NALCOMIS documentation procedures and codes, and able to writewith clarity and technical accuracy
h. Conscientious and committed to quality in all aspects of naval aviation
7.3.2 Collateral Duty Quality Assurance Representative (CDQAR). CDQARs are assigned to
production work centers when needed to supplement the QA Division’s capacity to perform QARlevel inspections. CDQARs are responsible to the QA Officer when performing QA functions.
CDQAR qualifications:a. E-5 or aboveb. (Navy) Fully qualified in the Qualified and Proficient Technician (QPT) syllabus in theirtechnical field for the type/model/series (T/M/S) aircraft supportedc. (Marines) Fully qualified in the Aviation Maintenance Training and Readiness Program(AMTRP) syllabus in their technical field for the T/M/S aircraft supported
d. Complete the same training and testing syllabus as QARs assigned to the commensurate QA
Division rate or military occupational specialty (MOS) billet, with the exception of the NALCOMIS(Optimized) OMA Naval Aviation Quality Assurance Administration Course (C-555-0046)
e. Skilled in researching, reading, and interpreting drawings, maintenance technical manuals,
directives, and data
f. Fully knowledgeable in NALCOMIS documentation procedures and codes, and able to writewith clarity and technical accuracy

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g. Conscientious and committed to quality in all aspects of naval aviation
7.3.2.1 CDQARs may be assigned only if the minimum QAR manning requirements (Figure 7-1
through Figure 7-3) for their rate or MOS billet have been met.
7.3.2.2 CDQARs may be temporarily assigned to the QA Division when there is a severe shortage ofskill or to relieve QARs during short periods of absence, such as leave, temporarily assigned duty(TAD), or hospitalization.
7.3.2.3 Except where specifically stated in this instruction, CDQARs will not be assigned to perform
non-inspection functions, such as QA audits, when a commensurate billet exists in the QA Division.
NOTE: OMDs and detachments that organize their QA Division per Figure 7-3 will use
CDQARs to perform QAR administrative and auditing duties.
7.3.2.4 A CDQAR may perform initial qualification sign-offs and subsequent proficiency andpractical examinations specified to be performed by a QAR, if they are fully qualified in therespective area.
7.3.3 Collateral Duty Inspector (CDI). CDIs inspect all work and comply with the required QA
inspections during all maintenance actions performed by their production work center. CDIs are
responsible to the QA Officer when performing QA functions. CDI qualifications:a. E-4 or aboveb. (Navy) Fully qualified as a Qualified Proficient Apprentice and satisfactorily progressing incompletion of the Qualified and Proficient Technician (QPT) syllabus in their technical field for thetype/model/series (T/M/S) aircraft supportedc. (Marines) Satisfactorily progressing toward or be fully qualified in the Aviation MaintenanceTraining and Readiness Program (AMTRP) syllabus in their technical field for the T/M/S aircraft
supportedd. Complete the CDI training syllabus applicable to their assignment, and pass the written
examination administered by QA
e. Skilled in researching, reading, and interpreting drawings, maintenance technical manuals,
directives, and data
f. Fully knowledgeable in NALCOMIS documentation procedures and codes, and able to writewith clarity and technical accuracy
g. Conscientious and committed to quality in all aspects of naval aviation
7.3.4 Training
7.3.4.1 Navy Type Wings must publish local command procedures (LCP) with separate training
syllabi or job qualification requirement (JQR) and written tests for a QAR and for a CDI for each
Navy Enlisted Classification (NEC) or Marine MOS, for each T/M/S aircraft supported. The training
syllabus and written test will cover the unique duties of each position. CDQARs will complete thesame training and testing as QARs. I-level activities must establish a QAR and CDI training syllabus

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COMNAVAIRFORINST 4790.2D
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or PQS, and written test requirements specific to the engines, components, and equipment they
support. The training syllabus or job qualification requirement (JQR) and the test must cover the QA
requirements for test, inspection, and administrative processes specific to the QAR or CDI
assignment. Marine activities will use the training and testing syllabus developed by TECOM, per10.1.4. Specific areas to be covered in the syllabus include:
a. QPT or AMTRP requirements.
b. Formal school requirements applicable to their QA billet.
c. Testing and inspection procedures, for example: bore scoping, measuring FOD damage,measuring tolerances, corrosion focus area list (FAL) inspection techniques, conditional inspection
requirements, in-process and final QA witnessed requirements for torque, and functional testing.
d. Required reading, to include this chapter and all Naval Aviation Maintenance Program
Standard Operating Procedures (NAMPSOPs) applicable to the QA billet.
e. WO or MAF sign-off and inspection certification procedures.
f. (QAR) T/M/S Functional Check Flight (FCF) requirements, to include annotating the checklist
and how to brief an FCF.
g. (QAR) Data collection and monitoring procedures for areas applicable to the QA billet
description.
for.

h. (QAR) Auditing and monitoring techniques for the NAMP programs the billet is responsible

i. Written test, with questions on Chapter 7, applicable NAMPSOPs, and technical andadministrative tasks applicable to the billet.
j. A practical examination to verify skill in the use of inspection equipment and QA procedures.
k. Topics for the oral interview by the QA Officer and QA Supervisor.
NOTE: In I-level activities with D-level artisans assigned for beyond capability of maintenanceinterdiction (BCMI), the IMA QA Officer will collaborate with the artisan’s Depot
FRC QA Officer on a joint LCP that specifies the training, tasks, certification
procedures, and any other requirements for D-level artisans to perform the BCMI
inspection certification procedures of paragraph 7.5.2.4.
7.3.4.2 The QA Officer is responsible for ensuring QARs, CDQARs, and CDIs are trained andcurrent in the QA processes related to their QA billet and work center assignment. If a QAR isassigned to perform inspections outside of their billet assignment, the QA Officer must verify theyreceive cross training in any QA functions they perform that are not in their NEC or MOS area ofexpertise. If applicable, cross training will include Center for Naval Aviation Technical Training
Unit (CNATTU) training courses, on-job training (OJT), rotation of assignments, and task specificelements of the QAR training syllabus or PQS.

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NOTES: 1. Cross-training is not permitted for QA functions related to egress systems or Ilevel Aviation Life Support Systems (ALSS) maintenance. Only qualified egresssystems technicians and I-level ALSS technicians, qualified per the 10.40 ALSS andEgress Systems Maintenance NAMPSOP, are permitted to inspect the maintenanceof personnel parachutes, drogue chutes (excluding drogue chutes in non-removable
head boxes), seat survival kits, and inflatable survival equipment.
2. O-level activities having no or only one PR assigned must designate a crosstrained QAR or CDQAR to inspect work performed on ALSS equipment. Crosstrained QARs or CDQARs will use NAVAIR 13-1-6 series manuals for technicalguidance.
3. QARs, CDQARs, and CDIs inspecting ALSS or egress systems must be ordnancecertified per OPNAVINST 8023.24 or MCO 8023.3.
7.3.5 Designation
7.3.5.1 QARs, CDQARs, and CDIs permanently attached or TAD to the activity must be designatedby the activity’s CO in writing via Quality Assurance Representative/Inspector
Recommendation/Designation (OPNAV 4790/12) (Figure 7-4) or ASM equivalent. Requirements:
a. Meet the qualification requirements specified in paragraph 7.3.1, 7.3.2, or 7.3.3 for theapplicable designation.
NOTES: 1. COs may delegate QAR, CDQAR, and CDI designation authority to the Executive
Officer or Maintenance Officer. Delegation must be made in writing, by naval letter.
2. COs may temporarily designate QARs, CDQARs and CDIs of lesser paygrade
than specified, if deemed necessary due to manpower constraints. Under thesecircumstances, the most experienced personnel available will be assigned. The COmust inform their Type Wing or MAG (or immediate superior in the chain ofcommand if not assigned to a Wing or MAG) by naval letter of each paygrade
deviation. The letter must include the name, paygrade and designation (QAR,
CDQAR or CDI) of each individual, the projected end date of the temporary
assignment, and a detailed explanation for assigning someone of lesser paygrade, toinclude current and projected status of manning related to the billet. CO authority
to approve deviations from QAR, CDQAR or CDI paygrade requirements cannot bedelegated.
b. Division Officers will review the qualifications of QAR, CDQAR, and CDI candidates andpersonally interview the candidate prior to endorsing the recommendation.
c. The QA Officer and QA Supervisor will verify the qualifications of QAR, CDQAR, and CDI
candidates, and conduct an oral board per the Type Wing or TECOM training syllabus, prior toendorsing the recommendation.
d. The MO must endorse the recommendation prior to forwarding to the CO for designation.

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e. The QA Officer must prepare a billet description with specific QA functions andresponsibilities for each QAR, CDQAR, and CDI.
7.3.5.2 COs of activities that deploy detachments may authorize detachment officers in charge (OIC)
to designate QA personnel, provided the deployment period is in excess of 90 days and all procedures
and requirements for designating QA personnel are accomplished by the detachment.
7.3.5.3 The Weapons Officer must designate personnel TAD or permanently attached to the
Weapons Department or Navy Munitions Command detachment. Weapons Department personnel
assigned to an I-level activity work center must be designated by the I-level activity CO.
7.3.5.4 QARs, CDQARs, or CDIs that are TAD to another command operating or supporting thesame T/M/S aircraft may be designated as a QAR, CDQAR, or CDI by the TAD unit CO without recompleting QAR, CDQAR, or CDI training. Prior to designation, the qualifications of thetemporarily assigned QAR, CDQAR, or CDI candidate must be reviewed and the candidate must be
interviewed and endorsed for designation by the TAD unit Work Center Supervisor, Division Officer,
Quality Assurance Officer, Quality Assurance Supervisor, and MO.
7.3.5.5 QAR, CDQAR, and CDI designation is suspended when personnel are TAD outside of themaintenance department. Designation may be reinstated on return to the maintenance department
without recompleting training or testing, if all other qualifications are current, as deemed by the
QAO.
7.3.5.6 Fleet Replacement Squadron (FRS) COs and Center for Naval Aviation Technical Training
Unit (CNATTU) OICs must co-sign a letter of agreement delineating each organization’s
responsibilities for Integrated or Consolidated Maintenance Training CDIs (if applicable). These
CDIs will be designated by the FRS CO, and the “FOR” block on the OPNAV 4790/12 (Figure 7-4)
will read: "Integrated/Consolidated Maintenance Training CDI for Work Center ____."
7.3.5.7 The QA Division Officer will publish a list of all currently designated QARs, CDQARs and
CDIs no later than the 25th of each month.
7.4 Quality Assurance Division Responsibilities. Quality Assurance Division must:a. Strictly adhere to the policy of this chapter and all quality assurance procedures andresponsibilities addressed in other chapters of the NAMP.
b. Manage the programs and processes prescribed in paragraph 7.6.
c. Perform mandatory QA inspections as specified in maintenance technical manuals, technicaldirectives (TD), and other directives.
d. Monitor inspections and tests of aircraft, engines, components, and equipment to verify correct
procedures are being followed.
e. Annually, at a minimum, monitor CDIs to verify their compliance with CDI procedures.
f. Manage the Central Technical Publications Library (CTPL) per paragraph 10.8, and control
classified technical publications for the department.

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g. Collect, trend, and analyze quality related data and take action to improve the quality ofmaintenance; for example, providing training on troubleshooting and repair procedures forcomponents with recurring Action Taken Code “A” Malfunction Code “799” (No Defect) or When
Discovered Code “Y” (Found defective upon receipt). Quality data will be tracked in spreadsheets orgraphs. At a minimum, QA will track:(1) Action Taken & Malfunction Code A-799: NO REPAIR REQUIRED - NO DEFECT.
Track by part number (P/N), serial number (S/N), bureau number (BUNO) or equipment removed
from, removing work center, and technician.
(2) (I-Level Activities) When Discovered Code “Y” (Found defective upon receipt orwithdrawal from Supply). Track by P/N, S/N, and repairing work center and technician.
(3) (Aircraft Reporting Custodians) FOD Rate. Track reportable FODs per flight hour.
(4) (Aircraft Reporting Custodians) Ground and In-Flight Aborts. Track by cause and BUNO
and pilot.
(5) (Aircraft Reporting Custodians) When Discovered Code “A” (Before Flight - Abort Aircrew). Track by discrepancy and BUNO.
(6) (Aircraft Reporting Custodians) When Discovered Code C (In-Flight - Abort). Track by
discrepancy and BUNO.
h. (I-Level Activities) Investigate the cause of parts, components, and assemblies inducted with a
When Discovered Code “Y” (Found defective upon receipt). The investigation will be documented
on the Y-Code Process Form (Figure 7-5). Completed forms will be kept for one year. QA will
maintain an electronic or hardcopy log of Y-Code reports with the following information: report
number by calendar year and sequential S/N (2016-001 followed by 2016-002, etc.), date initiated,
QAR assigned, work center, P/N, and S/N.
NOTE: If a D-level artisan participated in the repair of the discrepant equipment, the artisan
will assist with the investigation.
i. (Aircraft Reporting Custodians) For each BUNO assigned, maintain a history file with BUNO
specific information not documented in NALCOMIS. As applicable, the file will contain:(1) Oil analysis results(2) T/M/S specific out of limits conditions (oil consumption, vibrations, over temperature)(3) Completed FCF Checklists(4) Completed Material Condition Inspection (MCI) Checklists
j. Brief FCF pilots and aircrew on the purpose and objectives of the FCF. After completion of
the FCF, QA will debrief check pilots, aircrew, Maintenance Control, and work center
representatives to determine compliance with the FCF objectives and review discrepancies foundduring the FCF.

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NOTE: Completed FCF Checklists will be retained in the aircraft’s history file for a minimumof 6 months, or one phase cycle, whichever is greater.
k. (O-Level) At least once per month, review user LOGIN IDs against Special Maintenance
Qualifications (SMQ) and verify only qualified personnel have QAR or CDI SMQs.
l. (I-Level) At least once per month, verify only qualified personnel have QAR or CDI SMQs by
using the OIMA Personnel Management Subsystem to review user LOGIN IDs.
7.5 QA Inspection and Certification
7.5.1 Inspection Requirements
7.5.1.1 Only designated QA personnel (QARs, CDQARs, and CDIs) are authorized to perform
specified QA inspections. When QARs, CDQARs, or CDIs sign an inspection report, they arecertifying:a. They personally inspected the work.
b. The work was completed in accordance with current technical manuals, instructions anddirectives.
c. The work is satisfactory in all respects.
d. Any parts or components removed were properly replaced and secured.
e. The item is safe for flight, operation, or installation.
f. The WO or MAF documenting the maintenance that required QA certification is complete andaccurate.
7.5.1.2 In-process and final inspections may be conducted by CDIs except for the following
conditions:a. A QAR or CDQAR must perform the in-process and final inspections of any task that requires
the aircraft to have an FCF per Chapter 5, regardless of whether or not an FCF is flown. For
example, if a procedure requiring an FCF that has steps A through C, and step B drives therequirement for the FCF, a CDI may only witness steps A and C; a QAR or CDQAR must witness
and make an in-process entry for step B and must sign the final inspection.
b. A QAR or CDQAR must conduct in-process and final inspections of maintenance performedon egress systems, personnel parachutes, and flotation devices when the affected mechanism orfunction of the equipment is not re-inspected or functionally tested before flight.
c. QARs, CDQARs, and CDIs will not perform QA inspections and certifications on their own
work.
7.5.1.3 QA MRCs are provided for certain maintenance tasks that, if improperly performed, could
cause equipment failure or jeopardize the safety of personnel. The QA appearing on MRCs signifies
a QA function is required. A list of cards with QAR or CDI inspection requirements must be signedby the MO and maintained with the applicable MRC deck or as an enclosure in the MMP.

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a. Paper MRCs will be maintained with the MRC deck behind the title card and immediately
after any IRACs.
b. For electronic MRCs, to include those residing within an IETM, an electronic copy of theinspector level listing will be on each PEMA in a folder on the PEMA desktop.
NOTE: Fleet Squadrons that are unable to comply with electronic MRCs will use the required
procedures in the T/M/S IETMS. These procedures will be signed by the MO andlisted in the MMP.
7.5.1.4 Type Wings and MAWs will use the criteria of this chapter to determine and publish a list ofrequired QA inspections and the level of QA certification required (QAR or CDI) for each T/M/S
aircraft. Wing direction will include specifying how affected cards will be annotated in the masterand work center MRC decks. IMAs will publish a list of required QA inspections and the level of
QA certification required for engines, components and SE requiring QA in-process or final
inspections. The responsible aircraft or equipment Fleet Support Team (FST) will be consulted when
there is a question of whether a QAR or CDI level inspection is required.
7.5.2 Inspection Certification
7.5.2.1 General Certification Requirementsa. Completion of a QA inspection must be certified by signature, stamp, or lead crimp.
b. The Inspected By block on work orders (WO) and maintenance action forms (MAF) will only
be signed or stamped by the QAR, CDQAR, or CDI that actually inspected the work.
NOTES: 1. An individual with WO or MAF administrative certification authority may sign
the QA block on documents that do not involve an actual inspection; for example, acontrol document for a phase inspection and special inspection. A control document
is an administrative certification that all QA functions associated with the inspection
were performed by designated QA inspectors and all necessary documentation wascompleted, for example, look and fix phase documents, were reviewed and accepted.
2. CDIs will verify correct Work Unit Code, Malfunction Description Code, Action
Taken Code, Transaction Code, Type Maintenance code, Installed/New Item data,
and an accurate and complete Corrective Action statement prior to signing the WO
or MAF.
c. NALCOMIS activities must assign personal SMQ passwords to each individual designated asa QAR, CDQAR, or CDI.
d. QA stamps may be used on hardcopy documents in place of signatures and initials, where useof initials are specifically authorized. QA stamps must be closely controlled and securely stored by
QA Division. QA Inspectors will be issued a stamp with a unique identifying number. QARs,
CDQARs, or CDIs temporarily assigned to another unit will only use QA stamps issued by the TAD
unit, if designated per paragraph 7.3.5.4.
NOTES: 1. A stamp may not be reassigned to another inspector within 90 days of last use.

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2. Lead crimps used by inspectors to seal or secure inspected items must be issued
and controlled in the same manner as QA stamps.
7.5.2.2 Organizational Level (O-Level) Proceduresa. On receipt of a maintenance task that requires an in-process inspection, the inspecting QAR or
CDI is responsible for building the QA tasks into Naval Tactical Command Support System(NTCSS) Optimized OMA NALCOMIS WOs.
b. If all in-process inspections of a maintenance action are performed by a single QA inspector,
the individual in-process inspections are not required to be documented on the WO. The Inspected
By block on the WO indicates the inspector completed all required in-process inspections and thefinal inspection for the entire maintenance action.
c. When multiple in-process inspections are performed by a single QA inspector, each inspection
will be documented individually on the WO or by a single in-process annotation listing all steps
inspected, for example, “Inspected in-process steps A, B, C, D and J.”
7.5.2.3 Intermediate Level (I-Level) Procedures
a. I-level activities using NALCOMIS OIMA must assign individual SMQ passwords to each
designated QAR, CDQAR, and CDI.
NOTE: In NALCOMIS OIMA, the MAF Inspected By field is completed using theMaintenance Activity Subsystem MAF clearing functions. These functions permit
individuals with appropriate SMQs to document their inspection and approval of therepair action or, if necessary, reject the repair action.
b. QA stamps are required for I-level ALSS inspection records, calibration Metrology Equipment
Recall (METER) cards, and all non-NALCOMIS maintenance documents; for example, hardcopy
Visual Information Display System/Maintenance Action Forms (VIDS/MAF).
c. If all in-process inspections of a maintenance action are performed by a single QA inspector,
the individual in-process inspections are not required to be documented on the MAF. The Inspected
By block on the MAF indicates the inspector completed all required in-process inspections and thefinal inspection for the entire maintenance action.
d. When multiple in-process inspections are performed by a single QA inspector, each inspection
will be documented individually on the MAF or by a single in-process annotation listing all steps
inspected, for example, “Inspected in-process steps A, B, C, D and J”.
7.5.2.4 Certification for Work by D-Level Artisans Assigned to I-Level Activity
a. Depot artisans are authorized to self-certify their own work to the extent certified to do so by
their parent D-level FRC. Certification standards and procedures must be formally agreed on, in
writing, by the CO of the D-level activity and the CO of the supported I-level activity. Artisans mustcertify any in-process inspections performed during a BCMI repair, and I-level QA personnel must
perform the final RFI verification for Type II (Temporary Mandatory) verifications when all of thefollowing requirements are met:

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(1) Type II requirements established by the Depot FRC are involved.
(2) The work performed is solely accomplished using an I-level repair manual.
(3) The I-level has agreed to accept the Type II verification for the D-level repair.
NOTE: Type II (Temporary Mandatory). This category of verification temporarily imposesmandatory verification requirements and may be conducted on high failure rate items,
items without objective evidence of good quality, instances where the quality level issuspect or inadequate, or while conducting audits. Temporary mandatory verification
may also be imposed and conducted to obtain or verify statistical quality data.
Temporary Mandatory verification must be terminated when the acceptable quality
level or statistical quality data has been obtained.
b. Artisans assigned to I-level activities will receive NALCOMIS training from the activity’s
NALCOMIS Data Base Administrator (DBA), and must use NALCOMIS Optimized to document
and certify work accomplished at the I-level activity. Procedures:(1) The DBA will initiate a generic D-level artisan logon for each artisan to populate the MAF
Corrected By field.
(2) The I-level activity’s QA Officer must review the artisan’s D-level task certifications, andwill authorize the DBA to grant the artisan the commensurate CDI and supervisor SMQ access.
NOTE: The artisan’s D-Level supervisor must provide the I-level activity QA Officer with theartisan’s task certification records.
(3) MAFs with D-level QA verification requirements will be checked “QA REQUIRED”.
(4) Artisans will complete the Inspected By and Supervisor fields with their personal logon.
NOTES: 1. Signing the Inspected By field on the MAF signifies certification. Signing theSupervisor field indicates the MAF has been screened for accuracy and completenessand that QA and tool control requirements have been met.
2. In-process inspections that have multiple mandatory verification steps must be
individually documented using the in-process inspection function of NALCOMIS.
The last verification step is certified complete when the Inspected By field is signed
off.
c. If a D-level artisan is required to certify documents with a stamp imprint, the I-level activity
will issue the stamp. Artisans temporarily assigned to an I-level activity will use the certification
stamp issued by their D-level activity. Artisan stamps will be inventoried and accounted for in thesame manner as I-level activity stamps.
d. QA Officers at I-level activities must verify BCM interdicted workload identified as having a
Type I verification requirement is performed “only” by a Depot QA Specialist.

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NOTE: Type I (Mandatory). This category is assigned to characteristics, which would beclassified as critical, if found defective. Verification of this category is mandatory andmust be accomplished by evaluating the product and work documentation. Samplingof mandatory characteristics is not permissible.
7.5.2.5 QA Requirements for Transient or In-Flight Maintenancea. During transient or in-flight maintenance, the pilot in command or the senior aircrew
maintenance person will inspect the work performed from a technical standpoint and sign for QA.
The inspector will verify:(1) Adequate maintenance was performed to correct the discrepancy.
(2) Maintenance areas are free of foreign objects.
(3) Opened panels or doors are correctly closed.
b. If transient or in-flight maintenance involves flight safety, a QAR must re-inspect the repairs
on return to home base.
7.6 Quality Assurance Division Program Management. O-level and I-level QA Divisions are
responsible for managing the following processes:a. NAMP Compliance Auditing per paragraph 10.7.
b. Naval Aviation Maintenance Discrepancy Reporting Program (NAMDRP) per paragraph 10.9.
c. Technical Data Management per paragraph 10.8.
d. Maintenance Department Safety per 10.41.
e. (O-Level) Vibration Analysis per 10.43.11.
f. SE Misuse/Abuse Reporting per paragraph 7.6.1.
g. Aircraft Confined Space Program per paragraph 7.6.2.
7.6.1 O-level and I-Level Support Equipment (SE) Misuse/Abuse Reporting
7.6.1.1 Misuse/abuse of SE can cause injury, ground mishaps, excessive repair and replacement
costs, and reduced operational readiness.
7.6.1.2 Reporting SE misuse/abuse is an all hands responsibility. Anyone witnessing SE
misuse/abuse will prepare and forward an SE Misuse/Abuse Form (OPNAV 4790/108) (Figure 7-6) tothe activity having reporting custody for the SE. Handwritten forms are acceptable.
7.6.1.3 QA of the activity initiating the report will:a. Assign a control number consisting of the calendar year and a sequential number (2015-01,
followed by 2015-02, etc.).
b. Conduct an investigation and complete the front page of the OPNAV 4790/108. The
investigation must include an analysis of licensing, training, certification, maintenance procedures,

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safety precautions, and related trends as potential root causes. The Narrative Description section willcontain a detailed report of the misuse/abuse that occurred, and the results of the investigation. If themisuse/abuse resulted in damage, the report will include an estimate of the repair or replacement costfrom the designated repair activity for each item damaged. The QA investigation and the report will
be completed within 2 working days after occurrence of the misuse/abuse.
c. When the investigation is complete, the QA Officer will sign as the Reporting Official on thefront of the OPNAV 4790/108 and forward the report to the MO for review. If the offender isassigned to the command, the MO will direct whatever personnel action is deemed necessary, fill out
the “Action Taken/Recommended” block on the back of the OPNAV 4790/108, and sign it. If theindividual accused of misuse/abuse is assigned to another command, the MO will leave the back of
the report blank and forward the report to the offender’s command. If the SE or other items weredamaged, a copy of the report must also be forwarded to the command with reporting custody of thedamaged equipment.
d. Completed forms must be retained in electronic or hardcopy format for 2 years.
NOTES: 1. If the misuse/abuse resulted in a mishap, QA must coordinate with the Industrial
OSH Department. QA will forward the SE Misuse/Abuse Report to the Manager or
Subcustodian (Project Lead) of the equipment and to the Review Board (ifestablished) of the command where the misuse/abuse occurred.
2. If the offender belongs to another command, QA must forward a copy of thecompleted report to the parent command.
7.6.2 Aircraft Confined Space Program (ACSP)
7.6.2.1 The objective of the ACSP is to verify a safe working environment when working on aircraft
and aeronautical equipment fuel cells and tanks.
7.6.2.2 The QA Officer will designate a QAR as the ACSP Program Manager responsible formanaging the activity’s ACSP per NAVAIR 01-1A-35.
NOTE: O-level activities with less than five Aircraft Confined Space requirements in a oneyear period may use the Entry Authority (EA) of another command. In these cases,
EA support must be documented in a naval letter memorandum of agreement signedby both activities.
7.6.2.3 D-level FRC activities will task the OSH office with ASCP program management responsibilities
and may leverage resources towards better-suited program managers.

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QA OFFICERQA SUPERVISORQAR VERIFICATIONCTPL

POWER PLANTSSUPPORT EQUIPMENT(NOTES 1 and 2)

AIRFRAMESAVIATION LIFE SUPPORT SYSTEMS(NOTE 2)

EGRESS/ENVIRONMENTAL SYSTEMS(NOTE 3)

ELECTRONICS, ELECTRICAL INSTRUMENT, AND PHOTO
ARMAMENT(NOTE 4)AIRBORNE MINE COUNTERMEASURES(NOTE 5)NOTES: 1. Required only if operating an SE Division.
2. May be a CDQAR.
3. Required for ejection seat aircraft only.
4. O-level activities with minimal ordnance delivery in assigned mission may
designate a CDQAR.
5. Only in HM squadrons.

Figure 7-1: O-Level Maintenance Activity QA Organization

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QA OFFICERQA SUPERVISORQAR VERIFICATIONCTPL

POWER PLANTS
AIRFRAMESAVIATION LIFE SUPPORT SYSTEMSSUPPORT EQUIPMENT
AVIONICS and PME
AIRCRAFT ARMAMENT SYSTEMS (AAS)(NOTES 1 AND 2)(NOTE 3)NOTES: 1. Oxygen and nitrogen generating facilities may designate a CDQAR foroxygen and nitrogen generating related QA functions.
2. I-level activities not supporting parachutes or oxygen systems may designate
an ALSS CDQAR.
3. I-level activities having minimal AAS workload in assigned mission may
designate an AAS CDQAR.

Figure 7-2: I-Level Maintenance Activity QA Organization

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QA Officer(NOTE 1)QA Supervisor(NOTES 1 and 2)

CTPL(NOTE 3)

QAR Verification

POWER PLANTS

CDQAR (NOTE 1)

AIRFRAMES

CDQAR (NOTE 1)

AVIONICS

CDQAR (NOTE 1)

LINE AND SE

CDQAR (NOTE 4)

ALSS

CDQAR (NOTE 1)

ARMAMENT

CDQAR (NOTE 5)

EGRESS/ENVIRONMENTAL

CDQAR (NOTE 6)NOTES: 1. Required assignments. The QA Officer and QA Supervisor will not be collateral
duties assigned to other maintenance billets.
2. The QA Supervisor will be assigned as Maintenance Department Safety
Coordinator.
3. Technical Publications Library functions may be performed by another division.
4. Not required if at least one CDQAR in another area is a qualified Plane Captain.
5. Required only for activities with mandatory QAR-level ordnance inspections.
6. Required only for activities with maintaining ejection seats or oxygen systems.

Figure 7-3: QA Organization for Operations Maintenance Department (OMD) and Permanent

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or Temporary Detachments with Four or Less Aircraft QA Organization

Figure 7-4: Quality Assurance Representative/Inspector Recommendation/Designation

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(OPNAV 4790/12)
Y- Code Report Number:

Date:

A. AMSU Action: Notify Quality Assurance and Production Control.
B. Quality Assurance Action: Screen component and documents, determine Y-Code validity,
and assign report number.
Previous JCN:
Previous Discrepancy:

Previous BUNO:

Previous Meter:

Previous Corrective Action:

Date Last RFI:

Previous CDI/CDQAR/QAR:

C. AMSU Action:Work Center:
P/N:
S/N:
WUC:
Nomenclature:
BUNO: _______________________ Meter: ___________________
JCN:
MCN:
DDSN: ____________________________
Discrepancy:
D. Work Center Action:
Present Corrective Action (List specific details):

Technician:

CDI:

W/C Supervisor:

E. Quality Assurance Action: Retain this completed form for one year.
QA action taken to prevent reoccurrence:

QAR:

QA Officer:

F. Forward copy of completed form to inducting activity QA and last processing activity (if different).

Figure 7-5: Y-Code Process

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Figure 7-6 (front): Support Equipment Misuse/Abuse (OPNAV 4790/108)

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Figure 7-6 (back): Support Equipment Misuse/Abuse (OPNAV 4790/108)

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Chapter 8
Aircraft and Aeronautical Equipment Logbooks and Records
Table of Contents
8.1 Introduction ............................................................................................................................ 1
8.1.1 Scope...............................................................................................................................1
8.1.2 Background .....................................................................................................................1
8.2 General Responsibilities ........................................................................................................ 1
8.2.1 Logbook and Record Initiation .......................................................................................1
8.2.1.1 Initial Department of the Navy (DON) Acceptance ..........................................1
8.2.1.2 New Record Requirements for In-service Equipment .......................................2
8.2.2 Organizational Level (O-level) .......................................................................................2
8.2.3 Intermediate Level (I-level) ............................................................................................2
8.2.4 Depot Level (D-level) .....................................................................................................2
8.2.5 Logbook Clerks and Configuration Management Auto-Log Set (CM ALS)
Administrators. ................................................................................................................2
8.2.6 Signatures .......................................................................................................................3
8.2.7 Entries .............................................................................................................................4
8.2.8 Consolidation ..................................................................................................................5
8.2.9 Purging. ...........................................................................................................................5
8.2.10 Reconstruction. .............................................................................................................5
8.2.11 Transfer, Receipt, and Disposition ...............................................................................7
8.3 Aircraft Logbook ................................................................................................................... 9
8.3.1 Purpose ...........................................................................................................................98.3.2 Forms and Records. ........................................................................................................98.3.3 Aircraft Logbook Verification ......................................................................................11
8.4 Aeronautical Equipment Service Record (OPNAV 4790/29) .......................................... 13
8.4.1 Purpose .........................................................................................................................138.4.2 Contents ........................................................................................................................148.4.3 Custody and Maintenance.............................................................................................15
8.5 OPNAV Records and Forms ............................................................................................... 15
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8.5.1 Structural Life Limits (OPNAV 4790/142) ..................................................................15
8.5.2 Monthly Flight Summary (OPNAV 4790/21A) ...........................................................17
8.5.3 Inspection Record (OPNAV 4790/22A) .......................................................................19
8.5.4 Repair/Rework Record (OPNAV 4790/23A) ...............................................................21
8.5.5 Technical Directives (OPNAV 4790/24A) Record ......................................................22
8.5.6 Miscellaneous/History (OPNAV 4790/25A) ................................................................27
8.5.7 Preservation/Depreservation Record (OPNAV 4790/136A) ........................................30
8.5.8 Installed Explosive Device Record (OPNAV 4790/26A) ............................................31
8.5.9 Inventory Record (OPNAV 4790/27A) ........................................................................33
8.5.10 Equipment Operating Record (OPNAV 4790/31A) ...................................................34
8.5.11 Module Service Record (OPNAV 4790/135) .............................................................36
8.5.12 Assembly Service Record (OPNAV 4790/106A) ......................................................43
8.5.13 Equipment History Record (EHR) Card (OPNAV 4790/113) ...................................49
8.5.14 Scheduled Removal Component Card (OPNAV 4790/28A) .....................................54
8.5.15 Aviation Life Support System (ALSS) Records. ........................................................59
8.5.15.1 Purpose ...........................................................................................................59
8.5.15.2 General Procedures ........................................................................................59
8.5.15.3 Parachute Record (OPNAV 4790/101) ...........................................................60
8.5.15.4 Seat Survival Kit Record (OPNAV 4790/137) ..............................................63
8.5.15.5 Aircrew Systems Record (OPNAV 4790/138) ..............................................66
8.5.15.6 Aircrew Personal Equipment Record (OPNAV 4790/159) ...........................69
8.5.16 Naval Aircraft Flight Record (OPNAV 3710/4) ........................................................71
8.5.17 Support Equipment History Record (OPNAV 4790/51) ............................................72
8.5.18 Mobile Facility Logbook and Inventory Record ........................................................76
8.6 Configuration Management Auto Log-set (CM ALS) Records ...................................... 77
8.6.1 Introduction...................................................................................................................77
8.6.1.2 Purpose. ............................................................................................................77
8.6.1.3 Contents. ..........................................................................................................78
8.6.1.4 CM Management Module. ...............................................................................78
8.6.2 CM ALS Management ..................................................................................................80
8.6.2.1 General Management .......................................................................................80
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8.6.2.2 CM ALS Administrator....................................................................................80
8.6.2.3 Aviation Life Support System (ALSS) Groups ...............................................81
8.6.2.4 D-Level Activity OOMA CM ALS Responsibilities. ......................................82
8.6.3 General Procedures .......................................................................................................83
8.6.3.1 Signatures .........................................................................................................83
8.6.3.2 Entries ..............................................................................................................84
8.6.3.3 CM ALS Back-up. ...........................................................................................84
8.6.3.4 Transfer and Receipt ........................................................................................84
8.6.3.5 Purging. ............................................................................................................86
8.6.4 CM ALS Logbook Records ..........................................................................................86
8.6.4.1 Flight Summary Record ...................................................................................86
8.6.4.2 Inspection Record.............................................................................................86
8.6.4.3 Repair/Rework Record .....................................................................................86
8.6.4.4 Technical Directives (TD) Record. ..................................................................87
8.6.4.5 Miscellaneous History Record .........................................................................87
8.6.4.6 Preservation/Depreservation Record ................................................................87
8.6.4.7 Explosive Record .............................................................................................87
8.6.4.8 Component Record...........................................................................................88
8.6.4.9 CM ALS Aeronautical Equipment Service Record (AESR). ..........................88
8.6.4.10 Equipment Operating Record (EOR) .............................................................88
8.6.4.11 Module Service Record (MSR)......................................................................89
8.6.4.12 CM ALS Aircrew Equipment Record. ...........................................................89
8.6.5 Contingency Operations. ..............................................................................................91
Figure 8-1: Aeronautical Equipment Service Record (OPNAV 4790/29) .................................. 92
Figure 8-2: Non-Aircraft Equipment AESR Matrix .................................................................... 93
Figure 8-3: Structural Life Limits (OPNAV 4790/142) .............................................................. 94
Figure 8-4: Monthly Flight Summary (OPNAV 4790/21A) (Sample)........................................ 95
Figure 8-5: Inspection Record (OPNAV 4790/22A) ................................................................... 96
Figure 8-6: Repair/Rework Record (OPNAV 4790/23A) ........................................................... 97
Figure 8-7: Technical Directives (OPNAV 4790/24A) ............................................................... 98
Figure 8-8: Miscellaneous/History (OPNAV 4790/25A) ............................................................ 99
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Figure 8-9: Preservation/Depreservation Record (OPNAV 4790/136A) .................................. 100
Figure 8-10: Installed Explosive Device Record (OPNAV 4790/26A)..................................... 101
Figure 8-11: Inventory Record (OPNAV 4790/27A) ................................................................ 102
Figure 8-12: Equipment Operating Record (OPNAV 4790/31A) ............................................. 103
Figure 8-13: Module Service Record (OPNAV 4790/135) (Page 1) ......................................... 104
Figure 8-13: Module Service Record (OPNAV 4790/135) (Page 2) ......................................... 105
Figure 8-13: Module Service Record (OPNAV 4790/135) (Page 3) ......................................... 106
Figure 8-13: Module Service Record (OPNAV 4790/135) (Page 4) ......................................... 107
Figure 8-14: Assembly Service Record (OPNAV 4790/106A) (Front) .................................... 108
Figure 8-14: Assembly Service Record (OPNAV 4790/106A) (Back) ..................................... 109
Figure 8-15: Assembly Service Record Entries (Example) ....................................................... 110
Figure 8-16: Equipment History Record (EHR) Card (OPNAV 4790/113) (Front) ................. 111
Figure 8-16: Equipment History Record (EHR) Card (OPNAV 4790/113) (Back) .................. 112
Figure 8-17: Scheduled Removal Component Card (OPNAV 4790/28A) (Front) ................... 114
Figure 8-17: Scheduled Removal Component Card (OPNAV 4790/28A) (Back) .................... 114
Figure 8-18: Parachute Record (OPNAV 4790/101) (Example) ............................................... 115
Figure 8-19: Seat Survival Kit Record (OPNAV 4790/137) (Example) ................................... 116
Figure 8-20: Aircrew Systems Record (OPNAV 4790/138) (Example) ................................... 117
Figure 8-21: Aircrew Personal Equipment Record (OPNAV 4790/159) (Example) ................ 118
Figure 8-22 (page 1): SE Custody and Maintenance History Record (4790/51) ....................... 119
Figure 8-22 (page 2): SE Custody and Maintenance History Record (4790/51) ....................... 120
Figure 8-22 (page 3): SE Custody and Maintenance History Record (4790/51) ....................... 121
Figure 8-22 (page 4): SE Custody and Maintenance History Record (4790/51) ....................... 122
Figure 8-23: Mobile Facility Logbook and Inventory Record - Table of Contents (OPNAV
4790/61) ................................................................................................................................ 123
Figure 8-24: Mobile Facility Logbook and Inventory Record - General Instructions (OPNAV
4790/62) ................................................................................................................................ 124
Figure 8-25 (page 1): Mobile Facility Major Related Equipment Records - Table of Contents(OPNAV 4790/63) ................................................................................................................ 125
Figure 8-26: Mobile Facility Logbook and Inventory Record - Table of Contents (OPNAV
4790/73) ................................................................................................................................ 126
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Figure 8-27: Mobile Facility Logbook and Inventory Records – Equipment List, Part II
Instructions (OPNAV 4790/73A) ......................................................................................... 127
Figure 8-28: Mobile Facility Inventory Record - Equipment List Separator (OPNAV 4790/74)............................................................................................................................................... 128
Figure 8-29: Mobile Facility Inventory Record - Equipment List (OPNAV 4790/74A) .......... 129
Figure 8-30: Mobile Facility Inventory Records – Record of Shortages Separator (OPNAV
4790/75) ................................................................................................................................ 130
Figure 8-31: Mobile Facility Record of Shortages (OPNAV 4790/75A) .................................. 131

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Chapter 8
Aircraft and Aeronautical Equipment Logbooks and Records
8.1 Introduction
8.1.1 Scope
8.1.1.1 The logbook and records requirements in this chapter pertain to aircraft and certain itemsof aeronautical equipment and components installed on aircraft or used in the maintenance oroperation of aircraft and aeronautical equipment.
8.1.1.2 This chapter covers logbook and records procedures for OPNAV forms and for records
produced from NALCOMIS Optimized Organizational Maintenance Activity (OOMA)
Configuration Management Auto Log-sets (ALS).
8.1.2 Background8.1.2.1 OPNAV records and forms (8.5) are the basic building blocks for aircraft andaeronautical equipment records. The advent of OOMA and OIMA has transformed much of thedata contained in OPNAV records into electronic Auto Log-set (ALS) data. ALS significantly
reduces the administrative workload of records maintenance and reduces errors that occur whendata is manually transcribed from one record to another.
8.1.2.2 Appendix B provides information for obtaining logbook binders, forms and otherrecords. OPNAV forms are available on-line at https://forms.documentservices.dla.mil/order/.
8.2 General Responsibilities
8.2.1 Logbook and Record Initiation
8.2.1.1 Initial Department of the Navy (DON) Acceptance. Initiation of logbooks and records
is the responsibility of the activity originally accepting the item for the DON. When an aircraft,
engine, engine module, equipment or component has been procured under a Department of
Defense (DOD) contract and delivery is made to the DON at the contractor's plant, the cognizant
contract administrator is considered to be the original accepting activity. If the plant does nothave a resident inspector, or if the item has been procured for the DON under an Air Force or
Army contract and delivery is not made directly to the DON representative at the contractor's, theDON representative at the delivery point is considered the original accepting activity. When an
aircraft, previously operated by the Air Force or Army, is transferred to the DON, the DON
representative at the delivery point is considered the original accepting activity. Additional
requirements:
a. The original accepting activity for an aircraft must:(1) Initiate the aircraft logbook and the individual records, and ensure the number offlights and flight hours since new, including those hours flown by the manufacturer, are enteredon the Monthly Flight Summary page.
(2) Create the aircraft’s Configuration Management auto log-set (CM ALS) records in the
CM Inventory Explorer. The accepting activity will coordinate with the
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COMNAVAIRSYSCOM Baseline Manager to ensure all Technical Directive (TD) compliances
are listed in the applicable TD record.
b. The original accepting activity for new engines, engine modules, equipment, andcomponents must initiate the appropriate records. When initiation of the record is not includedin the acquisition contract, the first activity requisitioning the item from the Navy supply system
must initiate the record. The initiating activity must:(1) Verify the engine, equipment, or component is in fact newly acquired by the DON.
(2) Initiate the record prior to use or installation.
(3) Activities using Aircraft Component Tracking System (ACTS) records must also
create the record in ACTS.
8.2.1.2 New Record Requirements for In-service Equipment. If COMNAVAIRSYSCOM
determines the need for a record for an item already in service, the PMA or FST will issue
implementation instructions via the respective ACC and revise the applicable Periodic
Maintenance Information Card (PMIC). Activities in possession of the item will then initiate therecord.
8.2.2 Organizational Level (O-level) O-level activities are responsible for maintaining thelogbooks and records for the aircraft, engines, engine modules, equipment, and components
assigned to their custody.
8.2.3 Intermediate Level (I-level) I-level maintenance activities (IMA) are responsible formaintaining the records for assigned equipment and for the engines, equipment, and components
they inspect and repair.
8.2.4 Depot Level (D-level). D-level activities are responsible for maintaining the logbooks andrecords in their possession for those aircraft, engines, engine modules, support equipment, andcomponents inducted into the depot facility for rework, repair, or modification.
8.2.5 Logbook Clerks and Configuration Management Auto-Log Set (CM ALS)
Administrators.
8.2.5.1 Personnel designated as Logbook Clerks or CM ALS Administrators are directly
responsible for making entries in logbooks and records. O-level and I-level personnel who
maintain logbooks and records must complete the Logs and Records Configuration Management
for Organizational and Intermediate Activities course (C-555-0059). Personnel responsible forsupport equipment ALS records must complete the SE Configuration Management course (C555-0057). Depot activities will determine the training requirements for their logbooks andrecords personnel. General responsibilities:
a. Screen all maintenance records and documents and make the required logbook andrecords entries. When logbooks or related records specify a warranted item, ensure the Work
Order (WO) or Maintenance Action Form (MAF) contains appropriate warranty information in
the removed item and installed item time cycle fields.
b. Close out logbooks and records (as necessary).
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c. Complete the Entries Required Signature blocks on the WO/MAF to certify appropriate
logbook/records entries have been made or no entries are required.
d. Forward closed out records to Material Control to be matched with turn-in documents andthe applicable component or equipment.
e. Initiate, maintain, close out, reinitiate and dispose of logbooks and records per this
instruction.
f. Monitor forced removal items, such as life-limited components, and keep
Maintenance/Production Control informed of service life used and time/cycles remaining.
g. (I-level) Enter the engine configuration base line requirements into NALCOMIS as partof the engine induction process.
h. Comply with the direction for logbook and record entries specified in TDs.
i. Make required NAVAIRINST 13920.1 logbook and records entries, for example, flightloads, launch, and landing data.
j. Update logbooks and records with Naval Aircraft Flight Record (OPNAV 3710/4)(NAVFLIR) flight information (aircraft hours, engine hours, landings, etc.). Once all entries
have been made, NAVFLIR copy 3 will added to the current month's file and retained for aminimum of 3 months.
NOTE: If operating NALCOMIS OOMA, use automated NAVFLIRS data entry
procedures and report to update logbooks and records as per 8.5.16.2 and14.1.3.2(d).
k. Review logbooks and records each month and submit inputs to the Monthly Maintenance
Plan (MMP) for forced removal items, TD compliance requirements, compass calibration due
dates, scheduled inspection requirements, and any other maintenance information required by
local instructions.
8.2.5.2 Refer to 8.6 for other CM ALS Administrator duties.
8.2.6 Signatures
8.2.6.1 The following personnel are authorized to sign logbooks and records by their positional
authority:
a. CO
b. O-level MOc. I-level MO
d. D-level Director of Operations or Production Officer
e. Operations Maintenance Division (OMD ) Officer
NOTES: 1. Additional personnel may be authorized to sign logbooks and records if
designated in writing to do so by the CO or MO. Designation will be made in
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writing by naval letter or in Advanced Skills Management (ASM), and will
include name and rank or equivalent civilian paygrade.
2. For activities using the Aircraft Component Tracking System (ACTS),
Common Access Card (CAC) enables users to digitally sign records. Personnel
authorized to sign aircraft logbooks and records are authorized signatureauthority for ACTS records.
8.2.6.2 Rubber stamp signatures are not authorized. Depot Fleet Readiness Center (Depot FRC)
artisan certification or verification device (as applicable) will satisfy the COs signature
requirements on MSR, ASR, EHR and SRC cards only.
8.2.6.3 For depot repair, rework, or modification, signing the Repair/Rework Record is also
certification that related entries on the Inspection and TD pages are complete and correct as ofthat date. A signature must also be placed in the Repair/Rework Record section of each record
within the aircraft logbook or AESR as they are separate and complete items and the equipment
may not be permanently associated with the same aircraft/equipment. When a contractor or
Depot FRC field team performs repairs at the operating activity, and the field team supervisor is
not authorized to sign logbooks and records, the reporting custodian must verify the work
performed and sign the necessary entries.
8.2.6.4 Changes to existing record entries will be entered as separate line items and signed. If
records must be transcribed and the original signer is not available to sign the transcribed entry,
the original signer's name will be typed or printed onto the new page preceded with /s/ to indicate
it was transcribed. Use the date(s) from the original entry.
8.2.6.5 Refer to 8.6.3.1 for CM ALS record signatures.
8.2.7 Entries
8.2.7.1 O-level and I-level logbook and record entries will only be made by personnel
designated by the CO or MO. Designation will be made in writing by naval letter, Advanced
Skills Management (ASM), or Monthly Personnel Plan (MPP) and will include name and rank orequivalent civilian paygrade. Depot entries will be made under the supervision of the individual
responsible for logbook custody at the activity where the aircraft/equipment is undergoingrework. For aircraft supported under contractor maintenance, the onsite support center liaison
officer will ensure verification of the logbook/records required per the User’s Logistics Support
Summary (ULSS) and the Contract Data Requirements List (DD 1423).
8.2.7.2 All non-electronic entries must be typewritten or plainly printed using a ball point pen
with black ink. Markers that can easily smear, such as felt tip, rollerball and gel pens will not be
used. Entries will be made in pencil only where specifically authorized in this instruction.
8.2.7.3 Dates will be entered in YYMMDD format. When a date entry is required and the only
date available is year and month, enter the last day of the month for the DD portion of the dateentry. The same date is used for all entries on the Inspection and TD pages and in the datecompleted column of the Repair/Rework Record.
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8.2.7.4 Corrections to hardcopy records will be made by lining out the erroneous entry, or
portion thereof, with a single line drawn through each line of type and the correct entry inserted
above or below as space permits. Corrective tape and correction fluid are not authorized for use
on logbooks or records. Each correction will be initialed by a person authorized to sign records.
8.2.7.5 When an aircraft undergoes depot rework, repair, or modification at the reporting
custodian’s operating site, the reporting custodian will make the required logbook/records
entries per the following conditions:a. The Depot FRC or contractor that performed the work must provide all informationneeded to make the entries. A copy of the work order and all pertinent data, such as wiring
diagrams, will be placed in the manila envelope in the back of the aircraft logbook or in theappropriate aircraft or equipment historical file.
b. If a contractor field team performs a TD, the reporting custodian will submit the WO todocument incorporation in the Technical Directive Reporting System (TDRS) refer to Chapter 15
and 16 for documentation.
c. When an aircraft is in offsite rework, the D-level facility having physical custody of theaircraft is responsible for the aircraft’s logbook and records and making all required entries,
including submission of TD compliance documentation for incorporation in the Technical
Directive Reporting System (TDRS).
8.2.7.6 Refer to 8.6.3.2 for CM ALS record entry procedures.
8.2.8 Consolidation. Consolidation of record information will be performed per the procedures
directed for the individual record. Refer to 8.5.
8.2.9 Purging.
General responsibilities:
a. O-level activities are not authorized to purge information from logbooks or records.
b. I-level activities will purge information from paper logbooks and records only if
authorized per the direction in 8.5 for the specific record.
c. Depot FRCs will purge paper logbooks and records during any depot repair or rework that
requires them to take possession of the logbook or record. Purging will be performed per the
direction in 8.5 for the specific record.
8.2.10 Reconstruction.
8.2.10.1 Every effort will be made to reconstruct a lost, missing, destroyed, or damaged logbook
or record.
NOTE: Failure of engines, equipment and components can have catastrophic
consequences. Missing records of newly received engines, equipment, andcomponents will be reconstructed prior to installation. Documented proof ofserviceability, service life history and remaining service life is required for record
reconstruction. If data is needed to determine the operational status of a service
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life-limited item and cannot be recovered, the cognizant COMNAVAIRSYSCOM
Fleet Support Team (FST) has the responsibility to determine the required courseof action.
8.2.10.2 Sources of information for reconstruction:
a. If a CM ALS record is missing or not received, contact the COMFRC FST HQ Logistics
Group OOMA NALCOMIS Wholesale Foundation Tier OMAWHOLE (WHO, PAXRIVER) via
email to omawhole@navy.mil for reconstruction of information/data.
b. OOMA Work Order (WO) and OIMA Maintenance Action Form (MAF).
c. Aircraft Discrepancy Book (ADB).
d. Technical Directive Reporting System (TDRS) Lists No. 01, 02, and 04 (aircraft andengines), NAT01, NAT02 (support equipment), NAT04 (aircrew equipment), Active TD Listing
500C, and REP07 (components with a serial number).
e. Aircraft Inventory and Readiness Reporting System (AIRRS) XRAY reports and Engine
Transaction Reports (ETR).
f. Rework activity records.
g. Aircraft manufacturer records.
h. DECKPLATE.
i. Copies of Module Service Records (MSR), Assembly Service Records (ASR), andScheduled Removal Component (SRC) cards can be obtained from the COMFRC Digital Group
Configuration Management Information System (CMIS) Repository, which is a warehouse ofvarious historical aircraft and equipment records. Records can be requested from CMIS bycontacting the appropriate group below:
Fixed Wing aircraft records:
Email: CMIS.gm.fct@navy.mil
Or by letter mailed to:
COMMANDER, FLEET READINESS CENTERS(ATTENTION CMIS REPOSITORY)
47038 MCLEOD RD, BLDG 448
PATUXENT RIVER MD 20670-1626
Rotary Wing/Tiltrotor aircraft records (by TMS):
TMS/Email/Phone
V22 V22@dycomtrak.com (252) 463-7919
AH1 Ah1@dycomtrak.com (252) 463-7938
UH1 Uh1@dycomtrak.com (252) 463-7938
H53 H53@dycomtrak.com (252) 463-7931
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H60 H60@dycomtrak.com (252) 463-7943
MQ8 Mq8@dycomtrak.com (252) 463-7922
T64 T64@dycomtrak.com (252) 463-7916
T700 T700@dycomtrak.com (252) 463-7921
Or by letter mailed to:
SERCO INC
183 USA HIGHWAY 70 WESTHAVELOCK NC 28532
To support record reconstruction, copies of paper MSR, ASR, and SRC records will be mailed to
the CMIS Repository whenever:(1) A new MSR, ASR or SRC is initiated for any reason.
(2) A MSR, ASR or SRC is reconstructed.
repair.

(3) An I-level activity consolidates and purges an engine AESR after first degree engine(4) A depot activity consolidates and purges an aircraft logbook, engine AESR, or MSR
after rework or repair.
j. Copies of EHR cards can be obtained from the applicable FST with responsibility for theequipment. To support EHR reconstruction, copies of EHR cards will be sent to the applicable
FST repository whenever one of the following occurs:(1) A new EHR is initiated for any reason.
(2) An EHR is reconstructed.
(3) Upon completion of any depot maintenance or overhaul of a removed EHR cardcomponent. The original EHR card will be attached to the component prior to return to the
supply system, or inserted in the aircraft logbook, AESR, or MSR, as applicable.
(4) When an EHR item is condemned (Action Taken (AT) code BCM 9).
(5) When notified that EHR cards are no longer required via official correspondence orchange to the applicable PMIC. The custodian of the record will send the affected cards to the
FST repository for purging of the master file. The authorization must be annotated on the EHR.
NOTE: Activities using ACTS do not have to send records to CMIS or to the FST
repository. All historical information is retained in ACTS and available forelectronic viewing and printing whenever necessary.
8.2.11 Transfer, Receipt, and Disposition
NOTE: 8.6.3.4 directs procedures for electronically transferring OOMA ALS.

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8.2.11.1 Transfer. The transferring activity is responsible for ensuring logbooks and records
are current at the time they transfer custody of aircraft, engines, engine modules, equipment orcomponents. The following procedures will be followed to reduce the possibility of hardcopy
records loss or damage to hardcopy records during shipment:
a. AESR, MSR, ASR, EHR, and SRC will be sealed in a plastic envelope if not installed in a
logbook. Copies of other documents such as shipping forms, WOs, MAFs, and electronic media
will be sealed in a separate plastic envelope.
b. Firmly attach the plastic envelopes to the item prior to packaging for shipment. If theshipping container has a designated holder for records, place the plastic envelopes in the holder.
If the shipping container records holder is damaged or cannot properly close, attach the records
to the item.
NOTE: Activities using ACTS must ensure ACTS record is in the proper status prior totransferring the component.
8.2.11.2 Receipt. Upon initial receipt of an engine, equipment, or component for operationaluse or for repair or rework, the receiving activity must screen applicable hardcopy and electronic
ALS records to verify all records were received and the information is accurate and current.
Administrative errors that can be verified by physical inspection of the item or reference
documents, such as transposed numbers in a serial number or a part number, will be corrected. If
information is missing or is suspected to be inaccurate and cannot be verified, the receiving
activity will contact the last custodian to determine the correct information. Other sources of
information are described in 8.2.10. Items received from the supply system or a repair or rework
activity without sufficient documentation will be returned to the providing activity.
NOTES: 1. Documented proof of serviceability is required if the item is being received for
installation and operation. Visual appearance and satisfactory operation are notconsidered sufficient evidence of serviceability.
2. Activities with ACTS must ensure the ACTS record is in its proper statusprior to placing the item in service.
8.2.11.3 Disposition. Logbooks and records for aircraft and life-limited equipment stricken fromthe Navy inventory are disposed of as follows:a. Destroyed Aircraft and repairable life-limited equipment. The logbook and records ofdestroyed aircraft and life limited equipment are disposed of locally after necessary investigationand preparation of required reports, provided the aircraft is not sold or transferred (8.2.11.3.b) oris a special category aircraft (8.2.11.3.c). CM ALS for destroyed aircraft/equipment will betransferred electronically to the OMAWHOLE (WHO, PAXRIVER) folder in OOMA and
COMFRC FST HQ Logistics Group via e-mail (omawhole@navy.mil) with an explanation of
why the records are being sent to OMAWHOLE (WHO, PAXRIVER).
b. Sale or Transfer. When an aircraft or repairable life-limited equipment is stricken fromthe Navy inventory due to sale or transfer to other than Navy custody, the activity having
custody of the aircraft/equipment at the time strike disposition is determined will transfer the
logbooks and records as directed in the disposition instructions. The hardcopy logbooks and
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records and a printed copy of CM ALS records will accompany the aircraft/equipment unlessotherwise directed by the ACC or TYCOM. Classified information will be removed from therecords, unless cleared for release through the chain of command.
c. Special Categories. Hardcopy logbooks and records and a printed copy of CM ALS
records of aircraft in the following categories will be transferred to the Washington National
Records Center, Washington, DC:(1) Records for experimental aircraft/equipment.
(2) Records considered to be of historical value.
(3) Records of aircraft/equipment lost in combat or that have been involved in a mishap
resulting in death, missing in action, personal injury, or substantial damage to other thangovernment property. These records will be retained by the operating activity for one year (fordefense in cases of litigation action) before being sent to the Washington National Records
Center.
NOTES: 1. Refer to SECNAV M-5210.1 for procedures for transferring records to the
Washington National Records Center.
2. SECNAVINST 5510.30 provides guidance for shipping classified information.
3. Serviceable logbook binders for aircraft/equipment stricken from theinventory will be retained or disposed of locally.
4. CM ALS records for non-life limited components and non-repairable
components will not be sent to the OMAWHOLE (WHO, PAXRIVER). ALS for
these components will be deleted locally using the OOMA software inventory
delete process.
8.3 Aircraft Logbook
8.3.1 Purpose. The Aircraft Logbook (OPNAV 4790/19) is a consolidated record of theconfiguration, maintenance, and operation of individual Bureau Number (BUNO) aircraft.
Records within the logbook cover the aircraft’s structure and installed engines, engine modules,
aeronautical equipment, and components. The Aircraft Logbook (Binder) (OPNAV 4790/19)
will be used for all naval aircraft. In certain instances, aircraft may require more than one binder
to accommodate the required forms and records. When this is necessary, the binders are marked
Volume I, Volume II, etc.
8.3.2 Forms and Records.
8.3.2.1 The Aircraft Logbook (Binder) (OPNAV 4790/19) will contain the following records, inthe sequence listed (Refer to 8.4 for direction individual forms.):
Structural Life Limits (Separator) (OPNAV 4790/142A)
NOTE 1

Structural Life Limits (OPNAV 4790/142)
Monthly Flight Summary (Separator) (OPNAV 4790/21)
Monthly Flight Summary (OPNAV 4790/21A)
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Inspection Record (Separator) (OPNAV 4790/22)
NOTE 1

Inspection Record (OPNAV 4790/22A)
Repair/Rework Record (Separator) (OPNAV 4790/23)
Repair/Rework Record (OPNAV 4790/23A)

NOTE 1

Technical Directives (Separator) (OPNAV 4790/24)
Technical Directives Reporting System LIST02
Technical Directives Reporting System LIST04
NOTE 1

Technical Directives (OPNAV 4790/24A)
Miscellaneous/History (Separator) (OPNAV 4790/25)
Miscellaneous/History (OPNAV 4790/25A)

NOTE 1

Preservation/Depreservation Record (Separator) (OPNAV 4790/136)
Preservation/Depreservation Record (OPNAV 4790/136A)NOTE 1

Explosive Devices (Separator) (OPNAV 4790/26) *Installed Explosive Device Record (OPNAV 4790/26A) *Inventory Record (Separator) (OPNAV 4790/27)
Inventory Record (OPNAV 4790/27A)
Assembly Service Record (OPNAV 4790/106A)*

NOTE 2Equipment History Record (EHR) Card (OPNAV 4790/113) *NOTE 2

Scheduled Removal Component Card (OPNAV 4790/28A) *NOTE 2Aviation Life Support Systems Record (Separator) (OPNAV 4790/157) *Parachute Record (OPNAV 4790/101) *NOTE 3Seat Survival Kit Record (OPNAV 4790/137) *NOTE 3

Aircrew Systems Record (OPNAV 4790/138) *NOTE 3

Supplemental Records (Separator) (OPNAV 4790/134) *Aeronautical Equipment Service Record (OPNAV 4790/29) *NOTE 4* If applicable to aircraft configuration.
NOTES: 1. The OPNAV paper form is no longer required for activities operating
OOMA. The information is recorded in equivalent OOMA Configuration
Management Auto Log-set (ALS) data.
2. The aircraft logbook will contain the Assembly Service Record (ASR),
Equipment History Record (EHR), and Scheduled Removal Component (SRC)
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card for each installed component requiring these records. ASRs, EHRs, and
SRCs will be placed in the order listed in the T/M/S aircraft PMIC.
3. The aircraft logbook contains a file of all aircraft installed ALSS records,
excluding aircraft equipped with ejection seats. When an aircraft has an ejection
seat, the records will be inserted into the appropriate ejection seat AESR.
4. The aircraft logbook will contain the Aeronautical Equipment Service Record(AESR) for each installed equipment with an AESR. The AESR may be placed
within the aircraft logbook itself or maintained separately.
8.3.2.2 Logbook records will be documented and managed as specified in the applicable sectionin 8.4 and 8.5. Records or forms other than those described in this instruction will not be
inserted, stapled, or otherwise attached to the logbook unless specifically directed by
COMNAVAIRSYSCOM. Data without a designated place in the logbook will be placed in amanila envelope or plastic bag in the back of the logbook, or maintained in the aircraft’s orequipment’s historical file. Superseded forms will be closed out with the statement "NO
FURTHER ENTRIES THIS PAGE" and a new form initiated. The superseded form will remainin the logbook in its proper section until purged, as required by this instruction.
8.3.3 Aircraft Logbook Verification
8.3.3.1 Acceptance and Transfer Configuration Verification. Per 5.4.1, operating activities
must perform sight verification of the aircraft’s physical configuration and a review of theaircraft’s records at time of acceptance or transfer for permanent (reporting) custody or
temporary (physical) custody, including off-site depot rework. Requirements:a. Only those panels, doors, and areas opened for a Daily Inspection must be opened for theconfiguration verification. Components that are accessible during the acceptance inspection will
be sight-verified for their commercial and government entity (CAGE) number, part number(PN), and serial number (SERNO) and compared to the applicable hardcopy and CM ALS
aircraft records. If the sight-verification reveals significant mismatches with aircraft records, theMaintenance Officer will determine if additional panels need to be opened to verify theoperational condition of flight-critical components.
NOTES: 1. Verified record errors found during acceptance inspection from a rework
facility will be noted on the Aircraft Delivery Deficiency Report (ADDR) per
10.9.3.3.
2. Disassembly of an F-35 aircraft beyond the daily inspection requirements toperform configuration verification requires TYCOM approval.
b. All logbooks and records must be reviewed for complete and current data. AESR, ASR,
EHR, MSR, SRC, and ALSS records will be verified for compliance with the applicable data
elements specified in 8.4 and 8.5. Requirements:(1) Emphasis will be placed on verifying that all scheduled or unscheduled maintenancerequirements are not past due, and verifying the remaining service life of all components having
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an established finite service life or forced removal requirement listed in the applicable aircraft
PMIC.
NOTE: Documented proof of remaining service life is required: Visual appearance andsatisfactory operation are not considered sufficient evidences of remaining
serviceability.
(2) Components that are accessible during the acceptance inspection will be sight-verified
for their commercial and government entity (CAGE) number, part number (PN), and serial
number (SERNO) and compared to the applicable hardcopy and CM ALS aircraft records. If thesight-verification reveals significant mismatches with aircraft records, the Maintenance Officer
will determine if additional panels need to be opened to verify the operational condition of flightcritical components.
c. To ensure uniformity in execution, Type Wings and MAWs will issue an instruction on
Acceptance and Transfer Inspection configuration verification requirements. If deemednecessary to determine the airworthiness of flight-critical components, the Wing direction will
include mandatory opening of any panels or inspection of components beyond that accomplishedduring a Daily inspection, pre-flight, and aircraft ground operation prior to flight.
8.3.3.2 CM ALS Verification. The following procedures apply to CM ALS:
a. Download and save the most recent copy on file for the following reports:(1) ASR/SASR Component Removal Due(2) Component Removal Due(3) 100 % Life Remaining (Installed) reports.
b. Save the CM reports as:(1) File name (example: BUNO 162501 or SERNO E325006)(2) Change file as "CSV (*.csv)"(3) Resave CSV file as an "Excel Workbook"(4) Filter all columns
c. Verify the accuracy of all columns of the CM reports against the aircraft logbook and
AESR.
(1) Task status code (tsk_sts_cd) should either be ACTV or PEND. If SUSPEND,
research is required as to why the CM ALS task was suspended.
(2) Filter each individual Inventory Sub-classification Code (inv_subclass_cd) andaccount for each line item, for example, ALSS, ASR, EHR, etc.
(3) Verify each "inv subclass_cd" against other aircraft to ensure all installed components
have removal tasks assigned. Extensive research and corrective action is required for any
shortfalls.
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8.3.3.3 Periodic Aircraft Records Verification. On a periodic basis, aircraft components withan AESR, MSR, ASR, EHR, SRC, or ALSS record will be sight-verified for CAGE, PN, andSERNO and compared to the applicable hardcopy and CM ALS records for accuracy.
Procedures:
a. Only those components that are accessible during O-level scheduled inspections (hourlyor calendar-based) must be verified. All items must be verified by the completion of one
complete major scheduled inspection cycle, for example within a complete Phase A/B/C/D cycle,
or within a complete 90/180/360/720 day inspection cycle. UAS Air Vehicle and Control
Station records must be verified at least once every 12 months.
b. Components that cannot be sight-verified without disassembly of the aircraft, engine,
assembly, or component beyond scheduled inspection requirements are exempt. For example, acomponent with an identification plate that is not visible without removing the item, and internal
components that cannot be sighted without disassembling the item.
c. To ensure uniformity in execution, Type Wings and MAWs will issue a standardized
Aircraft Records Verification checklist that includes all items with an AESR, MSR, ASR, EHR,
SRC, or ALSS record, and all critical aircraft structures which may have life, time, or event
limits imposed via service life bulletin (SLB). Items that cannot be sight-verified will be
indicated on the checklist as “NOT REQUIRED”.
8.4 Aeronautical Equipment Service Record (OPNAV 4790/29)
8.4.1 Purpose. The Aeronautical Equipment Service Record (AESR) (Figure 8-1) serves as thelogbook for certain aircraft-installed equipment managed as end items. Aircraft engines,
propellers, ejection seats, auxiliary power units, and guns are the most common items to have an
AESR. The responsible COMNAVAIRSYSCOM program office determines which aircraft
equipment will have an AESR. The following non-aircraft equipment require an AESR:
a. Expeditionary Airfield (EAF) systems (Marine Corps Expeditionary Arresting
Gear System (MCEAGS), Fresnel Lens Optical Landing System (FLOLS)), High PowerRun Up (HPRU) systems, MOSLS, F-58, F-70, L-series lighting, L-95, radios and Fseries packages).
b. Magnetic minesweeping gear (MK-105).
c. Support Equipment Gas Turbine Engine (SEGTE) listed in NAVAIR NOTE 4700.
d. Engine test systems.
e. AN/AWW-13 Control Monitor Set.
f. UAS Control Stations.
g. Gas turbine power plant (7LM 1500 PB-104).
NOTE: There is no requirement for to maintain an AESR for the Air Start Unit (MSU200NAV). All documents, forms, and maintenance records will be maintained in
the SE History Record per paragraph 8.5.17.
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8.4.2 Contents
The following records must be maintained in the AESR, in the sequence listed:
NOTES: 1. Refer to Figure 8-2 for content requirements of non-aeronautical equipment
AESRs.
2. Pages or forms, other than those described in this instruction (unlessspecifically directed by COMNAVAIRSYSCOM), will not be inserted, stapled,or otherwise attached to the AESR. Additional data without a designated placein the AESR will be maintained in the manila envelope in the back of the AESR.
Superseded forms will be closed out with the statement "NO FURTHERENTRIES THIS PAGE" and a new form initiated. The superseded form willremain in the AESR, in its proper section, until purged.
Equipment Operating Record (Separator) (OPNAV 4790/31)
Equipment Operating Record (OPNAV 4790/31A)NOTES 1, 4

Inspection Record (Separator) (OPNAV 4790/22)
NOTE 1

Inspection Record (OPNAV 4790/22A)
Repair/Rework Record (Separator) (OPNAV 4790/23)
Repair/Rework Record (OPNAV 4790/23A)

NOTE 1

Technical Directives (Separator) (OPNAV 4790/24)
Technical Directives Reporting System LIST02

NOTE 2

Technical Directives Reporting System LIST04

NOTE 2

Technical Directives (OPNAV 4790/24A)

NOTE 1

Miscellaneous/History (Separator) (OPNAV 4790/25)
Miscellaneous/History (OPNAV 4790/25A)

NOTE 1

Preservation/Depreservation Record (Separator) (OPNAV 4790/136)
Preservation/Depreservation Record (OPNAV 4790/136A)NOTE 1

Explosive Devices (Separator) (OPNAV 4790/26) *Installed Explosive Device Record (OPNAV 4790/26A) *Inventory Record (Separator) (OPNAV 4790/27)
Inventory Record (OPNAV 4790/27A)
Module Service Record (OPNAV 4790/135) *Assembly Service Record (OPNAV 4790/106A) *NOTE 3Equipment History Record (EHR) Card (OPNAV 4790/113) *NOTE 3

Scheduled Removal Component Card (OPNAV 4790/28A) *NOTE 38-14

COMNAVAIRFORINST 4790.2D
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* If applicable, per the equipment’s Periodic Maintenance Information Card (PMIC).
NOTES: 1. OPNAV paper form no longer required if operating OOMA. Information isrecorded in equivalent OOMA ALS.
2. Engine AESR, only.
3. The AESR will contain the Assembly Service Record (ASR), Equipment
History Record (EHR), Module Service Record (MSR) and Scheduled Removal
Component (SRC) card for each installed component requiring these records.
ASRs, EHRs, MSRs and SRCs will be placed in the order listed in the equipment
PMIC.
4. Paper EOR must be maintained in the AESR for F404/F414 engines.
8.4.3 Custody and Maintenance8.4.3.1 When the equipment is installed on an aircraft, the AESR is maintained concurrently
with and becomes part of the aircraft logbook. A two prong fastener will be used to bind the
AESR together when it is transferred or shipped as a separate item. DO NOT USE STAPLES.
8.4.3.2 When an item with an AESR is inducted into an I-level or D-level activity for repair orrework, the activity performing the repair/rework is responsible for maintaining the AESR. Upon
receipt, the entire AESR must be reviewed for information pertinent to the repair/rework,
including a serial number verification. Upon completion of repair/rework, the activity will makethe required entries on applicable AESR pages to document the work performed, and will purge
the AESR per 8.2.9.
NOTE: To preclude extensive disassembly, only those accessories or components that are
exposed during required maintenance need serial number verification. The
inventory is performed using a locally prepared form containing a preprinted listof SRC, EHR, ASR, or CM ALS components with a column provided forrecording the cage, serial numbers and part numbers of the installed items.
OOMA activities use the Life Limited Component Report PART II to verify
component cage, serial numbers, and part numbers.
8.4.3.4 Initiation. The AESR is initiated by the activity originally accepting the equipment for
the Department of the Navy (DON).
8.4.3.5 Reconstruction. Refer to 8.2.10.
8.5 OPNAV Records and Forms
NOTE: Refer to 8.6.4 for CM ALS equivalents of OPNAV records.
8.5.1 Structural Life Limits (OPNAV 4790/142)
8.5.1.1 Purpose. The Structural Life Limits (OPNAV 4790/142) form (Figure 8-3) isused to monitor aircraft structural life-limited components designated for D-level
replacement which do not require SRC or ASR documentation. In addition, this form
also provides a means for documenting basic aircraft operational life limitations, forexample, maximum flight hours, catapults, arrestments, and landings.
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NOTE: Structural life limits must be strictly managed to ensure safety and structural
integrity throughout the service life of the aircraft. Refer to 10.43.10 for
information on the Structural Life Limits Program and other service life
management procedures.
8.5.1.2 Fields
Block 1 - TYPE/MODEL/SERIES. Enter the applicable aircraft T/M/S.
Block 2 - BUNO/SERIAL NUMBER. Enter the aircraft BUNO.
SECTION I - BASIC LIFE LIMITSBlock 3 - REFERENCE. Enter the applicable directive from which the structural life limits
were extracted.
Block 4 - REFERENCE DATE. Enter the date listed on the reference document.
Block 5 - PAGE INITIATION DATE. Enter the date the form was initiated.
Block 6 - DESCRIPTION. Enter the basic life limitations, for example, maximum airframe
flight hours, catapult cycles, arrestment cycles, established for the T/M/S as listed in theapplicable maintenance technical manual or NAVAIRINST.
Block 7 - NOTES. Enter the applicable NOTE(s) in the referenced directive in Block 3.
SECTION II - SERVICE LIFE LIMITSBlock 8 - FLIGHT HOURS/CALENDAR TIME. This block contains all components withlife limits measured in flight hours or calendar time.
Block 8a - COMPLIANCE (HOURS/CAL). Enter the replacement due time based on total
aircraft hours plus service life hours for the limited component. For example, if the aircraft
has 8065 total flight hours at time of component installation and the component is allowed
2500 service life hours, the entry would be 10,565. For calendar time, enter the replacement
due date for the component in YYMMDD format. If the specific day of the month cannot
be determined, enter the last day of the month.
Block 8b - COMPONENT/AFC. Enter the applicable part number and AFC(s). After all
flight hour limited items have been entered, skip one line and type "Calendar Time", thenlist all applicable calendar time limited items.
Block 9 - CATAPULT. This block contains all components and AFCs with life limits
measured by number of CATs.
Block 9a - COMPLIANCE (CATS). Enter the replacement due based on total aircraft
catapults plus service life catapults for the limited component.
Block 9b - COMPONENT/AFC. Enter the applicable part number, nomenclature andAFC(s).
Block 10 - ARREST/LANDINGS. This block contains all components with life limits
measured in arrestments or landings.
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Block 10a - COMPLIANCE (ARREST/LANDINGS). Enter the replacement due based on
total aircraft arrestments or landings plus service life arrestments or landings for the limited
component.
Block 10b - COMPONENT/AFC. Enter the part number, nomenclature and AFC(s). After
all arrest limited items are listed, skip one line and type "Landing", then list all applicablelanding limited items.
8.5.1.3 Purging. Purging is not authorized. The Structural Life Limits (OPNAV
4790/142) form is a permanent part of the aircraft logbook, unless operating OOMA.
8.5.2 Monthly Flight Summary (OPNAV 4790/21A)
8.5.2.1 Purpose. The Monthly Flight Summary (OPNAV 4790/21A) form (Figure 8-4) records
the monthly compilation of significant flight operational data throughout the service life of anaircraft.
NOTES: 1. Reporting custodian maintains this record except during off-site depot
rework, when it is maintained by the depot repair facility. Reporting custodiansand depot activities will ensure all monthly totals have been entered on this form
prior to a physical location change to or from the off-site depot facility. If theaircraft is ferried, the ferry pilot is responsible for providing aircraft flight data
to the receiving activity.
2. Months will be accounted for in chronological order. D-level repair facilities
are authorized to make a one line block entry in lieu of separate end of the monthcloseout entries provided there was no operating time during the inclusive
months. For example, 940601-950131, could be entered in PART IV MONTHLY
DATA, starting in block 1 of OPNAV 4790/21A, with 0.0 in block 3.A.
Accumulated totals are brought forward as appropriate.
3. Initiate second and succeeding pages for the current period as follows: Part I,
transcribe all information from the first page of the current period; Part II,transcribe the initial and last REV/ADJ entry from the preceding page; Part III,check appropriate extension block.
8.5.2.2 Fields
Block 1 - TYPE/MODEL/SERIES. Enter the aircraft T/M/S.
Block 2 - BUNO/SERIAL NUMBER. Enter the aircraft BUNO.
Block 3 - SERVICE PERIOD. Enter the current service period.
PART I - SERVICE PERIOD. Entries by NAVAIR FS activities only, upon receipt ortransfer of aircraft.
Block 1 - DATE. Enter the YYMMDD of entry.
Block 2 - PERIOD NO. Enter the number of the current aircraft period, must be three
digits, for example, 008.
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Block 3 - OPSERMOS. Enter the number of OPSERMOS accumulated, must be three
digits, for example, 165.
Block 4 - ACTIVITY. Enter the short title of the activity making entry, for example, FRC
East.
PART II - TOUR / PERIOD REVISION / ADJUSTMENT. Entries by operating
commands for the receipt, revision, or adjustment of a period. This field will be blank if
there have been no Period End Date (PED) changes. PED adjustments will be made only if
authorized per OPNAVINST 3110.11 procedures.
Block 1 - DATE. Enter the YYMMDD of action obtained from item C of the OPNAVXRAY report.
Block 2 - TOUR/PERIOD. Enter the YYMMDD of the computed PED obtained from item
H of the OPNAV XRAY report.
Block 3 - OPSERMOS. Enter the total computed OPSERMOS obtained from item M of
the OPNAV XRAY report. Must be three digits, for example, 198.
PART III - EXTENSIONS. Entries by reporting custodian. Numbered boxes 1 through 10.
Check the appropriate numbered box to indicate current extension granted.
PART IV - MONTHLY DATA (applicable to all commands). End of month and transfer
entries. All hour entries will include tenths. FCFs are entered prior to closing out the log
for transfer. The flight summary form is closed out in pencil when the aircraft is transferred.
When closing out the log enter in pencil on the line directly under the last dated entry"LAST ENTRY PRIOR TO CLOSE OUT.” On the next line enter in pencil the flight time
to date. The next line will be used by the ferry pilot to enter the ferry flight time in pencil.
At the end of the month, the receiving custodian or rework activity compiles all penciled
entries by the previous custodian, adds the ferry time and enters on one line the total flightdata for that month. Flight time accumulated while in the physical custody of the rework
activity is recorded against the ending tour. New operating service period flight time begins
upon receipt by the receiving custodian (paragraph 5.3). Monthly entries are typed orprinted in black ink. Operating hours are obtained from Record Type (RECTYP) 7B of theNaval Aircraft Flight Record (OPNAV 3710/4).
Block 1 - DATE. Enter the YYMMDD of the entry.
Block 2 - REPORTING CUSTODIAN. Enter the short title of the activity making theentry, for example, HS-5.
Block 3 - FLYING HOURS.
Block 3A - MO. Enter the accumulated flying hours for this month in hours and tenths, forexample, 21.5.
Block 3B - PERIOD. Add "This Month" entry to last month's "In Service Period" total andenter the hours and tenths in this block. Verify on acceptance and transfer.
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Block 3C - SINCE NEW. Add "This Month" entry to last month's "Since New" total andenter the hours and tenths in this block. Verify on acceptance and transfer.
Block 4 - LANDINGS. Select landing codes that are applicable to T/M/S and label heading
blocks using the night codes. Day and night totals will be added together for each typelanding to make monthly total.
NOTE: Refer to aircraft T/M/S NATOPS manual for landing codes.
Block 5 - MONTHLY TOTAL
Block 5A - LAND. Enter the total landings for the month.
Block 5B - A/R. Enter the total of arrested landings or RAST System recoveries for themonth.
Block 5C - CATS. Enter the CATs for the month. For an aircraft that had a SAT during
the month, the SAT will be logged in this block after monthly CATs, for example, 23/2.
Block 6 - ACCUMULATED TOTAL
Block 6A - LAND. Add this month's total landings to last month's accumulated landings
and enter the new total in this block.
Block 6B - A/R. Add this month's total Arrests/RASTs to last month's accumulated
Arrests/RASTs and enter the new total in this block.
Block 6C - CATS. Add this month's CATs to last month's accumulated CATs and enter the
new total in this block. For those aircraft that have accumulated SATs, enter the total
accumulated SATs in this block after CATs, for example, 123/5.
8.5.2.3 Purging. Purging is not authorized. The Monthly Flight Summary (OPNAV
4790/21A) form is a permanent part of the aircraft logbook.
8.5.3 Inspection Record (OPNAV 4790/22A)
8.5.3.1 Purpose. The Inspection Record (OPNAV 4790/22A) (Figure 8-5) provides a record ofscheduled and conditional inspections performed during each period.
NOTE: Questionable or incomplete records require the receiving activity to assume noncompliance and perform the inspections, or refuse acceptance of theaircraft/equipment until corrective action has been taken.
8.5.3.2 Fields
PHASE_________ (Periodic or Conditional). Identify the type of inspection.
Block 1 - AIRCRAFT MODEL OR EQUIPMENT NAME. Enter aircraft T/M/S or theequipment nomenclature.
Block 2 - TYPE/MODEL/SERIES. If aircraft, leave blank. If equipment, enter T/M/S.
Block 3 - BUNO OR SERIAL NUMBER. Enter the BUNO of the aircraft or the equipmentserial number.
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Block 4 - TYPE OR DESCRIPTION OF INSPECTION. Describe the type inspection,enter title and flight hours at time of inspection, for example, Phase A/7003.2.
Block 5 - REFERENCE. The reference block of the form will identify the maintenancetechnical manual or directive describing the action taken.
Block 6 - DATE COMMENCE. Enter the YYMMDD the inspection began.
Block 7 - DATE COMPLETED. Enter the YYMMDD the inspection was completed.
Block 8 - ACTIVITY. Enter the short title of the activity accomplishing the inspection, forexample, HS-5.
Block 9 - SIGNATURE. A person having logbook/records signature authority will sign thisblock.
8.5.3.3 Aircraft Logbook Inspection Record Requirementsa. All phase inspections, special inspections, conditional inspections, and major engine
inspections (except fluid sampling, engine wash, recurring special engine inspections not
requiring NDI or disassembly/reassembly, or servicing) require Inspection Record entries by theactivity performing the inspection. This includes phase inspections certified by the depot as
performed during standard rework and those engine inspections performed as a part of theaircraft phase inspection. Refer to 5.3 for additional information on inspections.
b. Phase inspection and conditional inspection records are maintained on separate pages.
Phase inspections are logged sequentially, for example, Phase A/(time), Phase B/(time). The
sequence is not interrupted or re-sequenced by standard rework, unless the performance of aphase inspection is certified by the activity performing the standard rework. All phases
performed on the aircraft during a period, and the flight hours on the aircraft are entered in the"Type or Description of Inspection" column. Phase inspection induction and completion dates
are entered in the applicable columns of the inspection record.
c. All aircraft conditional inspections must be logged. Relief from repeated logging ofconditional inspections may be requested from the cognizant Wing, CVW, or ACE Commander.
d. Aircraft acceptance and transfer inspections must be logged.
e. Inspections directed by higher authority, not directed by a TD, must be logged.
f. All MCAPPs, ASPA, and other depot aircraft service life evaluations must be logged.
g. The following inspections do not have to be logged on the Inspection Record:(1) Routine turnaround, daily, special, servicing, engine wash, recurring special engine
inspections not requiring NDI or disassembly/reassembly, recurring special engine inspections
not requiring NDI or disassembly/reassembly and oil sampling are not logged in the Inspection
Record.
(2) Conditional fluid sampling, such as an oil sample submitted for suspected oil
contamination.
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(3) Local inspections, for example, PQDR recommendations or MO orders, shall be
documented on the Miscellaneous/History page.
8.5.3.4 AESR Inspection Record Requirements
a. Engine AESR. All phase inspections, special inspections, conditional inspections, andmajor engine inspections (except fluid sampling, engine wash, recurring special engine
inspections not requiring NDI or disassembly/reassembly, or servicing) must be logged by theactivity performing the inspection. This includes those engine inspections performed as a part of
the aircraft phase inspection. Phase and major engine inspections will be logged on one page.
Special and conditional inspections will be logged on separate pages.
b. Equipment AESR. Only those inspections requiring NDI or disassembly/reassembly must
be logged on an inspection record form titled “Special”. In the case of Aircraft Phase MRCs,
log the phase only if NDI or disassembly/reassembly is directed in a phase MRC. Routine
servicing and oil sampling, turnaround inspections, and daily inspections are not logged.
NOTE: AESR equipment installed on an aircraft do not require entries for repetitive
inspections based on less than 100 flight-hour intervals. When the aircraft istransferred or the equipment is removed and turned in or transferred to anotheractivity, the most recent inspection of each type and interval must be logged prior
to transfer.
8.5.3.5 Purging. D-level activities will purge the aircraft logbook and engine and equipment
AESRs for all items inducted for rework. I-levels will purge engine AESRs whenever the engine
undergoes first degree repair. The old AESR Inspection Record pages for recurring inspections
will be purged and replaced with new pages containing the data necessary to determine when thenext inspection is due. Conditional Inspection pages will be screened for items of historical or
maintenance significance. A minimum of 2 years of conditional inspection data will bemaintained in the inspection record.
8.5.4 Repair/Rework Record (OPNAV 4790/23A)
8.5.4.1 Purpose. The Repair/Rework Record (OPNAV 4790/23A) (Figure 8-6) is used in
Aircraft Logbooks and in AESRs to record I-level or D-level standard rework, repair,conversion, modification, modernization, and reconditioning.
8.5.4.2 Fields
Block 1 - AIRCRAFT MODEL/EQUIPMENT NAME. Enter the aircraft T/M/S or theequipment nomenclature.
Block 2 - TYPE/MODEL/SERIES. If aircraft, leave blank. If equipment, enter the T/M/S.
Block 3 - BUNO OR SERIAL NUMBER. Enter the BUNO of the aircraft. If equipment,
enter the serial number.
Block 4 - DATE INDUCTED. Enter the YYMMDD the aircraft or item was inducted for
repair/rework.
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Block 5 - DATE COMPLETED. Enter the YYMMDD the aircraft or item completed
repair/rework.
Block 6 - DESCRIPTION OF WORK. Enter a brief description of the work accomplished.
For engines and engine modules, include degree of maintenance.
Block 7 - REFERENCE. Identify the maintenance technical manual or directives requiring
the work. When an In-Service job/work order is supplied, record the job order number.
Block 8 - ACTIVITY. Enter the short title of the activity accomplishing the work, forexample, FRC East.
Block 9 - SIGNATURE. A person having logbook/records signature authority will sign thisblock.
8.5.4.3 Purging. None. This page is a permanent part of the logbook or AESR. Outdated forms
will be transcribed to new forms at the time of rework.
8.5.5 Technical Directives (OPNAV 4790/24A) Record
NOTE: TDRS LIST02 and LIST04 are used in place of the OPNAV 4790/24A form in
Aircraft Logbooks and in Engine AESRs, only. Care must be taken before
destroying Technical Directives pages. Production equivalents performed on theaircraft by the manufacturer are not presently covered by the TDRS Program andwill not appear on the LIST02 and LIST04, therefore, any Technical Directives
page with production equivalent entries must be maintained for historical reasons.
8.5.5.1 Purpose. The Technical Directives record (Figure 8-7) is used in Aircraft Logbooks and
AESRs to record TDs on the aircraft structure or AESR basic equipment (engine, propeller, etc.)
All applicable changes and bulletins, including revisions, are recorded in this section of thelogbook or AESR with the NAVAIR 500C as the baseline. Refer to 10.10 TD Compliance
Program for management procedures.
NOTE: Cancelled, completed, or superseded TDs will not be deleted from the Technical
Directives record until the item to which the TD was incorporated has been
replaced with a new part number or has been removed due to obsolescence.
8.5.5.2 General Procedures
a. Separate pages are required for each type of TD.
b. TDs that affect a component for which an MSR, ASR, EHR, or SRC card is required arealso recorded in the TD part of that record as well as the Technical Directives record. In thisinstance, the TD identification is entered and a notation to refer to the applicable MSR, ASR,
EHR, or SRC is entered in the Title/Remarks column, for example, “See (abbreviated component
nomenclature) SRC.” No other information or signature is required. The complete information
regarding the change is then entered, with authenticating signature, in the appropriate section of
the MSR, ASR, EHR, or SRC card.
c. When documenting TDs on ASR, EHR, and SRC cards, only those TDs that apply to therespective component nomenclature are recorded, such as an accessory bulletin that applies to a
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hydraulic pump need not be recorded on a generator SRC card. Likewise, a power plant change(PPC) that applies to an afterburner module need not be recorded on an accessory MSR. If the
TD is applicable only to a specific part number or range of part numbers, enter the directive in
the TD identification blocks, enter "NA" in the status block and the statement, "NA this PN," inthe title/remarks block.
d. Engines and engine modules inducted for I-level or D-level maintenance will have theengine logbook screened for TD status per 10.10.3.5. Any required TD that is not incorporated
during the repair action due to a waiver or other reasons must be noted per 10.10.3.4 procedures.
e. For airframe TDs requiring one time or continuing inspections, the initial, or one timeinspection, is logged on the TD page of the logbook. Subsequent or continuing inspection
requirements are added to the MRCs as required in the basic TD. When this action has been
completed, no further entry in the Aircraft Logbook is required for that TD.
f. Production Equivalents, ECPs, and Prototype or Modification of Aircraft or Equipment.
Comply with the documentation procedures in the TD correspondence. Logbook entries will bemade as required on the appropriate TD page, Miscellaneous/History page or applicable record's
TD section.
g. Block Entry Procedures. Block entries are authorized for use by the original accepting
activity, rework activities, and I-level first-degree engine repair sites upon completion of firstdegree engine repair. The use of this type of entry provides for a consolidated accounting of TDs
when the equipment is new and upon completion of each standard rework or first-degree engine
repair. Block entries may be used only for a series of consecutively numbered TDs having thesame status code. This procedure is necessary so subsequent custodians can determine theconfiguration of the aircraft without being required to screen the entire file of TDs forapplicability. Original accepting activities ensure each entry in this section is valid and is
supported by an official TD. NAVAIR 00-500C is the TD accountability baseline. All previous
TDs are part of current configuration. Block entries are authorized for use by all activities when
consolidating ASRs, EHR, MSRs and SRC cards.
NOTE: Activities with ACTS must also document TDs on applicable ACTS component
records.
8.5.5.3 Fields
Block 1 - TYPE DIRECTIVE. Enter the type of TD. Separate pages will be maintained foreach type of TD to include separate pages titled Amendments and Revisions.
NOTE: Inserting OPNAV 4790/24A Technical Directives pages titled AFB and AFC TDs,
including Amendments and Revisions, is no longer authorized. Tracking AFB and
AFC TDs and related Amendments and Revisions will be accomplished directly on
Lists Nos. 02 and 04.
Block 2 - AIRCRAFT MODEL/EQUIPMENT NAME. Enter the aircraft T/M/S. If
equipment, enter the equipment name.
Block 3 - TYPE/MODEL/SERIES. If aircraft, leave blank. If equipment, enter T/M/S.
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Block 4 - BUNO OR SERIAL NUMBER. Enter the aircraft BUNO or equipment serial
number.
Block 5 - TECHNICAL DIRECTIVE IDENTIFICATION.
Block 5a - BASIC. Enter the basic number of the TD. All TDs are logged in numericalsequence except on the pages titled "Revisions and Amendments.” These are logged in theorder they are received. This includes numbered spaces for TDs not received.
Block 5b - INT. Interim TDs are recorded on the same sheet as formal TDs and are
identified by an I in the INT Block. When cancellation instructions in an interim TD
indicate a regular TD will supersede it, enter in pencil the regular TD number on thefollowing line with a temporary status code NINC.
Block 5c - REV. Enter the letter to indicate revision. They are logged in the order they
are received on the revisions and amendments page.
Block 5d - AM. Enter the number to indicate the amendment. A separate line isrequired for each amendment. When different amendments are to be incorporated bydifferent levels of maintenance, a temporary code of NINC (in pencil) will be made for theapplicable amendment.
NOTE: All applicable amendments will be logged with the exception of those listed on List
Nos. 02 and 04.
Block 5e - PT. Multiple Part TD. Some TDs consist of several parts. Accounting forthis type directive presents special problems when the separate parts are assigned different
priorities or are to be accomplished at different times. If a part number appears in the title
line of the TD, use that part number.
NOTE: To provide a standard recording procedure for this type of TD, logbook and
AESR entries are made per the following: When a TD is composed of several
parts, separate consecutive entries are made for each part indicating the priority
and status of each. A multiple part TD is not included in a block entry unless allparts have been incorporated.
Block 5f - KIT. Enter kit number as identified in the TD; if none, enter 00. Use a
separate line for each kit.
Block 5g - PRI. Enter I for Immediate, U for Urgent, R for Routine, or K for Record
Purpose, as applicable. Category K must be used when a modification has been completely
incorporated by the contractor in all accepted equipment prior to issuance of the TD andwhen retrofit of repairables in the Navy's possession is not required.
Block 6 - STATUS. Enter the appropriate status code per 8.5.5.4. No status codes otherthan those prescribed will be entered, nor is any code used to indicate other than its intended
meaning. When documenting the removal and reinstallation of a TD on an item which has
an MSR, ASR, EHR, or SRC card, see specific documentation for the applicable record.

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Block 7 - TITLE/REMARKS. Enter the title of the TD and any necessary remarks. This
need not be the complete subject title of the TD. Enter the purpose of the amendment for
example: “Extends Target Completion Date” for amendment type TDs. For items, whichhave an MSR, ASR, EHR, or SRC card, a notation to refer to the applicable MSR, ASR,
EHR, or SRC is entered in the Title/Remarks column, for example, “See (abbreviatedcomponent nomenclature) SRC.” No other information or signature is required. The
complete information regarding the change is then entered, with authenticating signature, in
the appropriate section of the MSR, ASR, EHR, or SRC card. .
Block 8 - COMPLIANCE
Block 8a - BY (Activity). Enter the short title of the activity complying with the TD, forexample, VF-1.
Block 8b - DATE. Enter the YYMMDD of the compliance.
Block 9 - SIGNATURE. A person having logbook and records signature authority will sign
this block.
NOTE: When documenting TD amendments that involve only administrative actions (partnumber change, completion date, or BUNO) the following required entries must
be made on the respective TD page, titled Revision and Amendments:
Block 5a - BASIC. Enter the basic number of the TD.
Block 5b - INT. Enter only if applicable.
Block 5c - REV. If applicable, enter the letter to indicate the revision.
Block 5d - AM. Enter the number to indicate the AM.
Block 5e - PT. Enter only if applicable.
Block 5f - KIT. Enter the kit number as identified in the TD; if none, enter 00.
Block 5g - PRI. As applicable, enter I for Immediate, U for Urgent, R for Routine,or K For Record Purpose. PRI must be the same as the basic or last revision
issued.
Block 6 - STATUS. If the amendment is a cancellation to the basic TD or revision,enter CANX. If the amendment is not applicable, enter NA. For items having an
MSR, ASR, EHR, AESR, SRC, or Aircrew Record, leave blank and enter
appropriate record.
Block 7 - TITLE/REMARKS. Enter the purpose of the amendment (change
completion date, add BUNO/SERIAL) for items having an MSR, ASR, EHR,
AESR, SRC, or Aircrew Record, enter applicable notation, for example, “SeeGCU EHR”.
Block 8a - BY (Activity). Enter the short title of the activity complying with theTD, for example, VAW-115. Leave blank for those items that are not an integral
part of the airframe.
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Block 8b - DATE. Leave blank.
Block 9 - SIGNATURE. A person having logbooks and records signatureauthority will sign this block. For items having an MSR, ASR, EHR, AESR, SRC,
or Aircrew Record, leave blank and enter on appropriate record.
8.5.5.4 TD Status Codes
INC. Identifies a TD that has been completely incorporated. A complete entry is required.
Use block entries when possible. Enter basic number, status, activity, date and signature. The
date is considered the date of acceptance or the date of overhaul. Examples of INC block entries:(1) When a change is incorporated during production and a TD is issued, the assigned
TD number is entered as INC and the notation "Production Equivalents" is entered for a block ofincorporated changes in the title/remarks column, for example, an entry may be 120-155 INC. If
the production equivalent changes are included within this block, the title/remarks column might
contain the notation "129, 139, 152, Production Equivalents.” These changes often differ
physically from changes issued to field and operating activities and require this notation to avoid
confusion. A separate page will be used to log all ECPs. All incorporated ECPs must be enterednumerically, using the block entry procedure and remain as a permanent logbook entry.
(2) When a series of incorporated TDs is entered in block form, the next line is used forlisting subsequently issued, not incorporated revisions to TDs included within the entry. The
notation "Revisions to above block entries" appears on this line and the listing of revisions will
follow. Operating activities also use this line for listing revisions that are subsequently issued to
TDs within the block entry. The actual records of status and compliance are entered on the pages
designated revisions.
NINC. A temporary entry made in pencil to identify a TD that has been issued but notincorporated, including TDs that are only partially incorporated. It is not necessary to assign
codes to denote reasons for non-incorporation.
PINC. Identifies TDs that were previously incorporated.
NA. Identifies a TD that does not apply to the particular aircraft, engine, or equipment.
Enter TD identification, status code, activity and signature. A brief notation is made in thetitle/remarks column to indicate non-applicability, for example, previous models only or not this
BUNO. Use block entries when possible. Only the TD identification, activity and signature are
required. When a new version of the same model aircraft is produced, it is the responsibility ofthe original accepting activity to account for changes to the original model by making a logbook
entry. For example, 1-155 NA, and the notation "PPCs 1-155 are now part of current
configuration or apply to another T/M/S", in the title/remarks column. This entry ensures all
TDs in the model series are accounted for and cites by number, either those TDs not applying to
the new version, or those considered part of the current configuration. The entry is not to beconstrued as indicating the modifications prescribed by the TDs contained within the block entry
may not have been included in the production models of the new version.
NIS. Identifies a TD that has not been issued, will not be issued, or have not been received.
This entry is made in pencil unless it is determined the TD will not be issued, in which case a
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permanent entry is made. Enter TD identification and status code. No other information orsignature is required.
CANX. Identifies a TD that was issued, but was cancelled prior to incorporation. Enter TD
identification, status code, activity, and signature. No title of the TD is required; however, thecancelling reference should be noted in the title block. When a TD has been incorporated and islater cancelled, the TD status code remains INC. Use block entries when possible. Only activity
and signature are required.
Q. Identifies a TD that was removed after incorporation. Refer to 8.5.5.5.
8.5.5.5 Documenting TD Removal. TD removal will be documented in the same manner as TD
incorporation. The TD page will be annotated in the following manner:a. When documenting the removal and reinstallation of a TD on an item with an MSR, ASR,
EHR, or SRC, a notation referring to the applicable TD section of that record.
b. Draw a single line through the TD status code (Block 6), enter TD Status Q in the same
block, with initials of the person authorized in writing to sign logbooks and records.
c. Make an entry on the Miscellaneous/History page. Specify the reason for removal,
authority, location of parts removed and other pertinent information.
d. When reinstalling a removed TD, document as a normal TD incorporation. Make acomplete TD entry on the appropriate TD page. Reinstallation will not be logged in the
Amendment or Revisions page.
8.5.5.6 Purging. The rework activity will purge and consolidate aircraft logbook TD record
pages after completion of off-site standard rework. IMC/P and EPM aircraft logbooks will bepurged once per FSP as directed by the T/M/S Program Manager.
8.5.6 Miscellaneous/History (OPNAV 4790/25A)
8.5.6.1 Purpose. The Miscellaneous/History Record (Figure 8-8) is used to record significant
information for which there is no other section provided in the aircraft logbook or AESR. The
aircraft logbook Miscellaneous History records significant information such as abnormal flightcharacteristics: peculiar troubles of an undetermined nature; damage to the aircraft; major
structural component replacements not logged elsewhere in the logbook (control surfaces, tailsections, etc.); historical data; authorization for service period extension, PED and operational
service months (OPSERMOS) adjustment; verification of flight hours in period and since newwhen the aircraft is accepted or transferred; and exposure to large quantities of salt water, fire
extinguishing agents, or other corrosive elements. The Miscellaneous History form may also be
used to record serial number information concerning research and development and bailment
aircraft, for example, special modifications or special testing. The AESR Miscellaneous History
records pertinent information affecting the equipment for which no other place has been
provided within the AESR. Examples include: Special test data; abnormal characteristics;
significant damage and repair; NOAP entries; authorization for extension of operating intervals;
verification of operating hours when the equipment is accepted or transferred; and exposure tolarge quantities of salt water, fire extinguishing agents, or other corrosive elements.
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NOTE: For items with ASRs and SRCs, Miscellaneous/History entries will be made in the
Repair/Rework/Overhaul section. For items with EHRs, Miscellaneous/History
entries will be made in the Maintenance Record section.
8.5.6.2 Fields
AIRCRAFT MODEL/EQUIPMENT NAME. Enter the aircraft T/M/S or the equipment
nomenclature.
TYPE/MODEL/SERIES. If aircraft, leave blank. If equipment, enter the T/M/S.
BUNO OR SERIAL NUMBER. Enter the aircraft BUNO or equipment serial number.
DATE. Enter the YYMMDD of the occurrence.
REMARKS. Enter the required statement or enough detailed text to report occurrence. All
entries on this form will require an authorizing signature and the short title of the activity making
the entry, for example, LCDR W. E. HAVENS, HS-5.
8.5.6.3 Specific Entries. A Miscellaneous History entry must be made when any of thefollowing situations occur.
a. The DOD activity originally accepting an aircraft for the Navy will make an entry in the
Miscellaneous History stating: "DOD acceptance check flight completed this date.”b. A change in the authorized inspection interval of aircraft or equipment requires thefollowing entry be made: "Effective this date (aircraft or equipment) was placed on (specified
interval) per (authority); next inspection due (date or hours).”c. A change in the inspection induction date or hourly sequence of aircraft or equipment
requires the following entry be made: "Effective this date inspection induction date (or hours)
was rescheduled from (old date or hours) to (new date or hours) as authorized by (reference).”d. Compass calibration entries are specified in 10.28.3.4 and 10.28.3.5.
e. When the aircraft or equipment is exposed to large quantities of salt water, fire
extinguishing agents, or other corrosive elements, the entry will include a description of thedecontamination performed and the approximate time between exposure and completion of
decontamination.
f. When dye is added directly to aircraft fuel tank(s) to determine the location of a leak.
g. When an aircraft’s Communications Material Systems (CMS) is certified as follows:(1) An entry must be made to record certification of incorporation of Mode S capability
into the Identification, Friend, or Foe (IFF) system and the permanent Mode S address assigned
to the specific BUNO.
(2) An entry must be made to document the incorporation of Mode 5 capability into the
IFF system and the Mode 5 National Origin (NO) and Platform Identification Number (PIN)
assigned to the specific BUNO.

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NOTE: CMS certification Mode S address and Mode 5 NO and PIN assignments are apermanent part of the aircraft’s logbook.
h. Whenever oil analysis indicates abnormal wear limits, amounts of metal, or othercontamination. Refer to 10.3.3.2. for entry requirements.
i. When aircraft are accepted or transferred. Activities performing acceptance and transfer
inspections on aircraft will make the following entry, "This date, the Monthly Flight Summary
flight hours in period and since new were verified to be correct..” Activities transferring aircraft
will also make the following entry, “Automated Log Set verified to be saved to CD-RW andstored in the manila envelope.”
j. When equipment with an Equipment Operating Record (EOR) is received or transferred.
The activities receiving or transferring the equipment will make the following entry: "This date,the Equipment Operating Record accumulated operating hours were verified to be correct."
Activities transferring equipment will also annotate the form with the date, reason for transfer,activity transferred to, JCN, shipping document number, star/status code (if applicable), and will
make the following entry: “Automated Log Set verified to be saved to CD-RW and stored in the
manila envelope.”
k. If, during depot rework, an inaccessible area is found to contain a foreign object that is notremoved, and entry will be made to document the location and type of object.
l. If a tool is reported missing during D-level maintenance, all tool control procedures will becomplied with in an attempt to recover the missing tool. If the tool is not found and it cannot be
determined with certainty that it is not in the aircraft or equipment, the details will be entered in
the applicable logbooks and records. The entry will include tool nomenclature, markings,
location, search results, and any other pertinent comments.
m. When aircraft battle damage repair (ABDR) is performed. The entry will include detailsof the repair and any operating limitations and monitoring requirements imposed by the repair.
n. When a propeller is used on a ground test stand/engine test cell, the total accumulated
ground test stand/engine test cell time must be recorded.
o. When equipment is NRFI due to an over-limit condition or found defective upon receipt.
A simple entry such as "over-temp" is not sufficient. Include specific information on the degreeof over-temp, length of over-temp, the circumstances under which it occurred (start, in-flight,
shutdown and ground run-up) and any corrective measures taken. If found defective uponreceipt, provide a detailed description of the defect.
p. If an engine is removed, an entry must be made in the engine AESR or CM ALS AESR
stating the reasons for removal. If an IMA declares an engine to be BCM, an entry must be
made in the engine AESR or CM ALS AESR stating the reason for BCM action, and identifying
all known discrepancies. If an engine or accessories requiring engineering investigation (EI) are
not preserved because such action would destroy or conceal the evidence required by theinvestigation. AESR or CM ALS AESR entries must be made to indicate the reason for notpreserving the engine.
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q. If directed to make a Miscellaneous/History entry for Production Equivalents, ECPs andPrototype, or Modification of Aircraft or Equipment. Comply with the documentation
procedures in the TD correspondence.
r. Hydraulic fluid analysis and contamination entries must be made per 10.5.3.6.b.
8.5.6.4 Late Entries. When making late entries, enter the date of the entry in the Date block andthe date of the event in the Remarks block.
8.5.6.5 Purging. The rework activity will purge the Miscellaneous History form at thecompletion of off-site rework. IMC/P and EPM aircraft logbooks will be purged once per Fixed
Service Period (FSP) as directed by the T/M/S Program Manager. For items of historical or
maintenance value, an identical entry will be transcribed to a new form. Engine AESR
Miscellaneous History will be purged by I-level and D-level activities after completion of firstdegree repair or rework. A minimum of 2 years data will be maintained at all times. Entries that
could affect future rework, repair, or modifications, for example, major structure repairs andpeculiar flight characteristics, must be retained indefinitely.
NOTE: O-level activities are not authorized to purge the Miscellaneous History.
8.5.7 Preservation/Depreservation Record (OPNAV 4790/136A)
8.5.7.1 Purpose. The Preservation/Depreservation Record (Figure 8-9) is used in aircraft
logbooks, AESRs, and MSRs. An entry is required any time preservation, represervation, or
depreservation is performed (aircraft or equipment).
8.5.7.2 Installed Equipment. Entries are required in the AESR or MSR if the applicable
preservation MRCs or NAVAIR 15-01-500 specify a preservation requirement. No entry will bemade if the equipment is not preserved as part of an aircraft preservation action.
8.5.7.3 Uninstalled Equipment. Entries are required in the AESR or MSR if the applicablemaintenance manual specifies a preservation requirement.
8.5.7.4 Fields
NOTE: Aircraft preservation requirements (type and length) are contained in applicable
preservation MRCs for selected aircraft. Otherwise, refer to NAVAIR 15-01-500.
Block 1 - AIRCRAFT MODEL OR EQUIPMENT NAME. Enter the aircraft T/M/S or theequipment nomenclature.
Block 2 - TYPE/MODEL/SERIES. If aircraft, leave blank. If equipment, enter the T/M/S.
Block 3 - BUNO OR SERIAL NUMBER. Enter the aircraft BUNO or the equipment serial
number.
Block 4 - PRESERVATIONBlock 4a - DATE. Enter the YYMMDD the preservation is accomplished.
Block 4b - BY (Activity). Enter the short title of the activity accomplishing thepreservation, for example, HS-5.
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Block 4c - TYPE PRESERVATION. Enter the type of preservation accomplished.
Block 4d - REFERENCE. Identify the COMNAVAIRSYSCOM or major command
document directing the preservation.
Block 5 - REPRESERVE. Date Due. Indicate the YYMMDD the represervation is due.
When represervation is not required, leave blank.
Block 5a - DATE DUE. Enter the YYMMDD the preservation is due.
Block 6 - DEPRESERVATIONBlock 6a - DATE. Enter the YYMMDD the depreservation is accomplished.
Block 6b - BY (Activity). Enter the short title of the activity accomplishing thedepreservation, for example, HS-5.
8.5.7.5 Purging. During off-site standard rework, the rework activity will initiate a new page forthe aircraft logbook. The I-level activity doing first-degree repair or D-level activity doing
rework will initiate a new page for the AESR. Old pages may be destroyed.
8.5.8 Installed Explosive Device Record (OPNAV 4790/26A)NOTES: 1. The possibility of transferring certain equipment from one aircraft to anotherduring standard rework and replacement during periods of scheduled
maintenance emphasizes the necessity for careful and periodic checking of thisrecord regarding the status of the explosive devices currently installed in theaircraft or equipment.
2. The Installed Explosives Report is used to view detailed information for
multiple explosive devices installed on aircraft, equipment, and components. The
report includes the following columns: DODIC, Location/Nomenclature, Location
Code, Lot Number, P/N, SERNO, NHA P/N, NHA SERNO, Shelf-life months andInstalled-life months.
8.5.8.1 Purpose . The Installed Explosive Device Record (Figure 8-10) is used in aircraft
logbooks and AESRs as a record of all explosive devices. Explosive devices installed in theaircraft structure are recorded in the Installed Explosive Device Record section of the aircraft
logbook. Explosive devices in aircraft-installed equipment requiring an AESR are recorded in
the appropriate AESR. For example, explosive devices installed in ejection seats or in-flightrefueling stores must be recorded in the Installed Explosive Device Record of the item’s AESR.
Explosive devices installed in personnel parachutes are recorded on the Parachute Record(OPNAV 4790/101). Explosive devices installed in other safety and survival equipment must berecorded on the Seat Survival Kit Record (OPNAV 4790/137) or Aircrew Systems Record(OPNAV 4790/138). Explosive cartridges and devices used to effect stores separation are notrequired to be documented in this record unless specifically directed for a particular application.
8.5.8.2 The VFS CADPAD, TRACE CADPAD module generated Installed Explosive Devices
Record (OPNAV 4790/26A) is authorized for all activities having custody of or performing
rework on the aircraft or equipment in which explosive devices are installed. The VFS
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CADPAD, TRACE CADPAD Module Installed Explosive Device Record must be maintained ina current status by all activities having custody of or performing rework on the aircraft orequipment in which explosive devices are installed. Records for installed devices will be kept in
the aircraft logbook or AESR, as appropriate, and anywhere else the MO designates.
8.5.8.3 Fields
Aircraft or equipment identification:
Block A1 - TYPE AIRCRAFT. Enter the aircraft T/M/S.
Block A2 - BU/SERNO. Enter the aircraft BUNO or equipment serial number.
Block A3 - ASSEMBLY PART NUMBER. Enter the assembly part number for ejection
seats, in-flight refueling stores, or other assemblies with installed explosive devices.
Block A4 - ASSEMBLY SERNO. Enter the serial number of the ejection seat, in-flightrefueling store, or other assemblies with installed explosive devices.
Block A5 - ORG CODE. Enter the organization code of the command that has custody of
the aircraft or assembly. Pencil may be used.
Explosive device identification:
NOTE: Blocks B1 through B10 require a single line entry for each installed explosive
device.
Block B1 - DODIC. Select the DODIC or NALC for replacement/editing from thestandardized explosive logbook configuration provided in VFS CADPAD, TRACECADPAD Module database. DODICs are also listed in NAVSEA SW010-AF-ORD-010
and technical manuals mentioned in the details for Block B10.
Block B2 - NOMENCLATURE/LOCATION. The VFS CADPAD, TRACE CADPAD
Module provides standardized explosive logbook configuration, based on specific location
code for each T/M/S aircraft.
Block B3 - PART NUMBER. Provided in the VFS CADPAD, TRACE CADPAD Module
for selecting specific part number installed.
Block B4 - LOT NUMBER. Enter the lot number of the device.
Block B5 - SERIAL. Enter the serial number of the device. For emergency stores releasecartridges that are not normally serialized, enter NA.
Block B6 - ORG. Enter the organization code of the installing activity. For new aircraft,
use the accepting ACO/site representative organization code.
Block B7 - MFG DATE. Date of Manufacture. The VFS CADPAD, TRACE CADPAD
Module enters the year, month and last day of the month (YYMMDD) the device was
manufactured (derived from the lot number). If unable to derive appropriate manufactures
date, the user will enter the date when requested by the program.

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Block B8 - C/O DATE. Container Open Date. Enter the year, month and last day of themonth (YYMMDD) the container was opened.
Block B9 - INST DATE. Enter the year, month and last day of the month (YYMMDD) the
device was installed.
Block B10 - EXPIRE DATE. The VFS CADPAD, TRACE CADPAD Module computes
year, month, and last day of the month (YYMMDD) of expiration, and is the preferable
method for computing CADPAD expiration dates. Both the shelf life and installed life of theitem are computed to determine the expiration date. Refer to the individual CAD or PAD
data for each DODIC to determine the applicability of installed life to each device. Shelflife is the period of time, beginning from the date of manufacture that a CAD or PAD canremain in its environmentally sealed container and still be serviceable. The shelf life
expiration date is computed from the date of manufacture as listed for the lot number for theassembled device. Installed life is the period of time a CAD or PAD can be used after its
environmentally sealed container is opened; however, the installed life expiration dateshould not exceed the shelf life expiration date. The installed life expiration date iscomputed from the date the environmentally sealed container is opened and is always
computed to the last day of the month involved.
NOTE: NAVAIR 11-100-1.1-CD directs the method for computing the expiration date of
explosive devices and the number of months or years a specific device may remain
in service. When installed explosive devices are granted an extension, the VFSCADPAD, TRACE CADPAD Module will be updated electronically and a new
Installed Explosive Device Record (OPNAV/26A) must be generated. The
authority granting the extension, for example, message originator and DTG or
official service life extension number, will be posted electronically in the LOCAL
USE block.
LOCAL USE. Any explosive device on an extension must be recorded in the Local Use
block, including the authorization for the extension. This block is also used for any
information in the device that is not recorded in other fields that the user feels is necessary to
fully describe the condition or history of the item.
8.5.8.4 Removal or Replacement of Devices. When a device is removed and a like item is notreinstalled, a single red line will be drawn through the entire old device line entry and VFS
CADPAD, TRACE CADPAD Module database updated to reflect changes (a new record will
not be generated). When like items are reinstalled, the VFS CADPAD, TRACE CADPAD
Module database must be updated to reflect changes and a new record must be generated.
8.5.8.5 Purging. The rework activity must verify all information during off-site standard reworkof the aircraft or AESR equipment and generate a new record, if needed. Old pages may bedestroyed locally when a new record is generated.
8.5.9 Inventory Record (OPNAV 4790/27A)
NOTE: Items that require an ASR, EHR, MSR, or SRC that are installed on an
equipment, engine, or engine module will be inventoried in the applicable
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equipment/engine AESR Inventory Record, or MSR (Section II – Module
Composition). If the equipment, engine, or engine module is installed on an
aircraft, the item will not also be listed on the aircraft logbook Inventory Record.
8.5.9.1 Purpose. The Inventory Record (Figure 8-11) is used in aircraft logbooks and in AESRs
as an inventory of all installed equipment, components, and assemblies requiring an ASR, EHR,
SRC, or MSR listed in applicable T/M/S PMIC. A separate inventory record will be maintainedin each aircraft logbook and AESR logbook. The following items are NOT listed in the aircraft
logbook Inventory Record:a. Mission configuration items, for example, multiple ejector racks and triple ejector racks.
b. Aircraft engines, propellers, APUs, ejection seats, and other major assemblies requiring an
AESR.
8.5.9.2 Fields
Block 1 - AIRCRAFT MODEL/EQUIPMENT NAME. Enter the aircraft T/M/S or theequipment nomenclature.
Block 2 - TYPE/MODEL/SERIES. If aircraft, leave blank. If equipment, enter the T/M/S.
Block 3 - BUNO OR SERIAL NUMBER. Enter the aircraft BUNO or the equipment serial
number.
Block 4 - NOMENCLATURE. Enter the nomenclature of the installed item.
Block 5 - PART NO. Enter the part number of the installed item.
Block 6 - SERIAL NO. Enter the serial number of the installed item.
Block 7 - DATE.
Block 7a - INSTALL. Enter the YYMMDD the item was installed.
Block 7b - REMOVE. Enter the YYMMDD the item was removed.
Blocks 8, 9, 10 and 11 - These blocks are a continuation of the form and are documented asabove.
8.5.9.3 Purging. D-level rework activities will remove all the old inventory record forms fromthe aircraft logbook and insert new forms during off-site standard rework. I-level and D-level
activities will purge engine AESRs during first-degree repair or rework. All items that remain
installed and all newly installed items will be listed.
8.5.10 Equipment Operating Record (OPNAV 4790/31A)
8.5.10.1 Purpose. The Equipment Operating Record (Figure 8-12) is used with all aeronauticalequipment requiring the monthly compilation of significant operating data. Reporting custodians
will ensure that operating and monitoring system data is entered on this form monthly and upontransfer of the equipment.
8.5.10.2 Fields
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Block 1 - EQUIPMENT. Enter the nomenclature of the equipment.
Block 2 - T/M/S. Enter the equipment T/M/S.
Block 3 - SERIAL NUMBER. Enter the serial number of the equipment.
Block 4 - DATE. Enter the YYMMDD for entry.
Block 5 - OPERATING HRS. An entry is made each month. A pen and ink or typed entry
will be made to close out the form each time the aircraft or equipment changes custody. The
transferring and the accepting activity will each make an entry. Pencil entries orconsolidated monthly entries are not required.
Block 5a - THIS MONTH. Enter the operating hours and tenths for the current entry.
Aircraft operating hours are obtained from the Naval Aircraft Flight Record (OPNAV
3710/4).
NOTES: 1. I-level and D-level repair facilities are authorized to make a one-line block
entry in lieu of separate end of the month closeout entries. These block entries
facilitate recording of non-operating hours for equipment, including uninstalledaircraft engines, while in the storage, off-site standard rework, or repair cycles.
For example, 940601-950131 could be entered in block 4, 0.0 in block 5, andcorresponding data in blocks 5b and 6 through 8 on the same line (asappropriate).
2. Ground test stand/engine test cell time is not required to be logged for aircraft
engines tracked only by operating time, and is not used in calculating inspection
intervals, removal intervals, or maximum operating time.
3. Ground test stand/engine test cell time is required to be logged for aircraft
engines tracked by a combination of operating time and Life Usage Indices (LUI)
or other life cycle count, for example, F414-GE-400 and F404-GE-400/402
engines. LUI or life cycle count will be calculated from the specified formula andentered in the monitoring system. LUI values entered must be carried out to thethousandth decimal.
4. Ground test stand/engine test cell time for propellers is required to be logged.
Additionally, if a propeller is used on a ground test stand/engine test cell, the total
accumulated ground test stand/engine test cell time for the propeller must berecorded in the Miscellaneous/History section of the propeller AESR. NAVAIR
03-20CBBK-1 contains maximum ground test stand/engine test cell time a
propeller may accumulate.
Block 5b - ACCUM. Add the current entry hours and tenths to the last accumulated entry
and enter the new total in this block. Verify on acceptance and transfer.
Block 6 - MONITORING SYSTEM DATA (e.g., TSR STARTS, COUNTS, ROUNDS).
Uncaptioned columns are provided to be labeled as required, for example, starts, rounds
fired, LCF, or meter reading. If equipment is monitored by TSN or TSO, label the first
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column under monitoring system data as TSN or TSO (as appropriate). The cumulative
column under operating hours will then display the TSN or TSO hours.
NOTE: Monthly usage will be recorded to the thousandths place for aircraft engines
tracked by a combination of operating time and Life Usage Indices (LUI) or otherlife cycle count. F404-GE-400/402 and F414-GE-400 engines are examples. The
cumulative column under operating hours will then display the TSN or TSO hours
to the tenths or thousandths as applicable.
Block 7 - ACTIVITY. Enter the short title of the activity making the entry, for example,
HMM-164.
Block 8 - REMARKS. This block is for logging additional information (as appropriate).
8.5.10.3 Purging. This record remains a permanent part of the AESR.
8.5.11 Module Service Record (OPNAV 4790/135)
8.5.11.1 Purpose. The Module Service Record (MSR) (Figure 8-13) is a four-page foldable
record used with modular-constructed aircraft engines; for example: T56, T400, T700, F404, andF414 engines. Each module of the engine has a separate MSR. MSRs are logbook-type records
comprised of the following individual OPNAV records:
Module Service Record (OPNAV 4790/135) (Figure 8-13)
Assembly Service Record (OPNAV 4790/106A) (Figures 8-14)
Equipment History Record (EHR) Card (OPNAV 4790/113) (Figure 8-16)
Scheduled Removal Component Card (OPNAV 4790/28A) (Figure 8-17)
8.5.11.2 General Proceduresa. If the module is installed, the MSR is maintained concurrently with and becomes part ofthe engine AESR. If the module is uninstalled, a paper copy of the MSR will be attached to andaccompany the module whenever transferred.
NOTE: 1. Activities using ACTS will make all entries in ACTS
(https://fleetmetrics.navair.navy.mil/ACTS/ ). Records will be printed from ACTS
and placed into the paper aircraft logbook or equipment AESR. The serial
number is now included on both sides of the printed record. Pen or pencil entries
on hardcopy ACTS records are not required except for documenting “NINC” in
Section V - Technical Directives.
2. When replacing a non-ACTS record with a newly printed record from ACTS,
the replaced non-ACTS record will be mailed to the Repository that is listed in theapplicable T/M/S aircraft or engine PMIC.
3. Activities with ACTS that accept new modules must also initiate the MSR
record in ACTS. If a hardcopy OPNAV 4790/135 MSR was not received with the
new module, contact the FST for assistance by sending an email via the HELP
menu.
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b. Upon completion of repair or rework, a paper copy of the MSR will be attached to andaccompany the module when shipped.
8.5.11.3 Fields
NOTE: Technical Directive forms (OPNAV 4790/24A) and Miscellaneous History forms(OPNAV 4790/25A) are authorized to be inserted in the MSR when sections V(Technical Directives) or X (Miscellaneous History) are full. Consolidation
procedures of paragraph 8.5.13.4 will be followed when any other section of the
MSR is full.
Page One_____________ MODULE SERVICE RECORD (title line). Enter the type of module, forexample, fan, turbine, afterburner.
REPLACEMENTCOMPONENT/ASSEMBLY. Enter the nomenclature of the installed component/assemblythat has the nearest forced removal time that will require the module to be removed from the
propulsion system. This entry is made in pencil.
MODULE DUE. This entry is computed when the Module is built up RFI. The Module
Due time should already be calculated and entered on the individual records for thecomponents that are physically installed in the Module. Transcribe the replacement due
time from the first component/assembly card that will require the module to be removed
from the engine/propulsion system. This entry is made in pencil.
ENGINE/PROP SYSTEM DUE. This entry represents the operating time of theengine/propeller system at which the Module will have to be removed. ENG/PROPSYSTEM Due is calculated and entered at the time the module is installed on the engine orpropeller system. ENG/PROP SYSTEM Due time equals Module Due time minus current
Module hours or counts (SECTION III, Block E), plus engine/propulsion system hours or
counts at time of install (SECTION III, Block D). For example, a module with a 4000 hour
due time that has been operated for 3000 hours time since new, now has 1000 hours
remaining before the module is due for maintenance. If the module is installed on anengine/propulsion system with 1795 total engine/propulsion system hours at time of
installation, the ENG/PROP SYSTEM Due entry is 1795 ENG/PROP system hours + 1000
hours module hours = 2795 hours. This entry is made in pencil.
SECTION I - IDENTIFICATION DATA
Block A - PART NUMBER. Enter the part number of the module.
Block B - SERIAL NUMBER. Enter the serial number of the module.
Block C - TYPE/MODEL/SERIES. Enter the T/M/S of the module.
Block D - WORK UNIT CODE. Enter the WUC of the module.
Block E - CFA. Enter the FST for the module.
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SECTION II - MODULE COMPOSITION. Enter only the subassemblies that require data
tracking, for example, ASR, EHR, SRC card items.
Block A - NOMENCLATURE. Enter the nomenclature of the subassembly.
Block B - P/N. Enter the part number of the subassembly.
Block C - S/N. Enter the serial number of the subassembly.
Block D - DATEINSTALL. Enter the YYMMDD date the item was installed.
REMOVE. Enter the YYMMDD date the item was removed.
Blocks E through H. Continuation of blocks A through D.
SECTION III - INSTALLATION DATA
Block A - DATE. Enter the YYMMDD date the module is installed in a propulsion system.
Block B - SERIAL NO. INSTALLED ON. Enter the serial number of the propulsion
system on which the module is being installed.
Block C - BY (Activity). Enter the three position aviation 3M ORG code of the activity
installing the module, for example, AC7.
Block D - TOTAL PROPULSION SYSTEM HOURS OR COUNTS. Enter hours/counts(whole number only, do not round up or down) preceded by the appropriate time/cycle codeof the propulsion system on which the module is being installed. Uncaptioned columns areprovided for propulsion systems that have monitoring systems installed and may be labeled
as required, for example, LCF, ELCF, or EOT. Propulsion systems without monitoring
systems will use the first column only. The TSN will be entered.
Block E - TOTAL MODULE HOURS OR COUNTS. Enter the hours/counts (whole
number only, do not round up or down) preceded by the appropriate time/cycle code of themodule as appropriate. Uncaptioned columns have been provided in Block E for labelingthe applicable information, for example, TSN, TSO, LCF, or EOT.
SECTION IV - REMOVAL DATA
Block A - DATE. Enter the YYMMDD date that the module is removed.
Block B - TOTAL PROPULSION SYSTEM HOURS OR COUNTS. Enter the hours or
counts (whole number only, do not round up or down) preceded by the appropriate
time/cycle code of the propulsion system from which the module is removed. Uncaptioned
columns are provided for propulsion systems that have monitoring systems installed andmay be labeled as required, for example, LCF, ELCF, or EOT. Propulsion systems without
monitoring systems will use the first column only. The TSN will be entered.
Block C - TOTAL MODULE HOURS OR COUNTS. Subtract total propulsion system
hours or counts at installation from total propulsion system hours or counts at removal. Add
this figure to the total hours or counts on the module at installation and enter in the
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appropriate columns preceded by the appropriate time/cycle code. Label columns as
required.
Block D - REASON FOR REMOVAL AND JOB CONTROL NUMBER. Enter the reason
for removal and JCN from the MAF that documented the removal of the module from the
propulsion system.
Page Two
SECTION V - TECHNICAL DIRECTIVES
Block A - TECHNICAL DIRECTIVE IDENTIFICATIONBlock A (1) - CODE. Enter the TD code.
Block A (2) - BASIC. Enter the four digit TD basic number.
Block A (3) - INT. If an interim TD enter "I"; if not, leave blank.
Block A (4) - REV. Enter the revision letter (if applicable).
Block A (5) - AM. Enter the numeric amendment number (if applicable).
Block A (6) - PT. Enter the numeric TD part number, for example, part - 02 (if applicable).
Block A (7) - KIT. Enter the kit number; enter 00 if no kit is required.
Block A (8) - PRI. Enter I for Immediate, U for Urgent, R for Routine, or K for Record
Purpose (as applicable).
NOTE: When entering TDs that are applicable to installed subcomponents, enter the TD
basic numbers sequentially in Blocks A (2) through (8) , and enter a “REFER TO”
entry in Block C , for example, “REFER TO COMP ROTOR ASR”.
Block B - STATUS. Enter the code indicating the status of the TD. No status codes otherthan those prescribed will appear on the MSR nor will any code be used for other than its
intended meaning. Code descriptions and instructions are in paragraph 8.5.5.4.
Block C - TITLE/REMARKS. Enter a brief description of the TD.
Block D - COMPLIANCE
Block D (1) - BY (Activity). Enter the three position aviation 3M ORG code of the activity
completing the TD compliance, for example, AC7.
Block D (2) - DATE. Enter the YYMMDD date the TD was incorporated.
Block E - SIGNATURE. A person having logbooks/records signature authority will sign
this block.
Page Three
SECTION VI - IDENTIFICATION DATA
Block A - PART NUMBER. Enter the part number of the module. (Same as Section I.)
Block B - SERIAL NUMBER. Enter the serial number of the module. (Same as Section I.)
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Block C - TYPE / MODEL / SERIES. Enter the T/M/S of the module. (Same as Section I.)
SECTION VII - REPAIR / REWORK / EXCEEDANCE
Block A - DATE. Enter the YYMMDD date the repair, rework, or exceedance wasaccomplished.
Block B - ACTIVITY. Enter the three position aviation 3M ORG code of the activity
accomplishing the repair, rework, or exceedance, for example, WC8. D-level include one of
the following action taken codes that best describes the action that was taken:
A - Check/test
C - Repair/rework/SDLM/PDM
D - Modified
H - Overhaul
N - New
9 - Condemned
Block C - DESCRIPTION. Enter a concise narrative of the repair or rework action
performed, for example “1000 operating hour rework” or “FOD repair”. For exceedance,
enter the type of exceedance, for example “Over temp repair” and level along with any otherappropriate additional information to describe the event.
Block D - SIGNATURE. A person having logbooks and records signature authority will
sign this block. At D-level the certification or verification device, as applicable, will satisfy
the COs signature requirement.
SECTION VIII - INSPECTION RECORD
Block A - TYPE AND DESCRIPTION OF INSPECTION. Enter the type and descriptionof the inspection that affects the module.
Block B - REFERENCE. Identify the document directing the inspection, for example,
message originator and DTG, MRCs.
Block C - DATE COMPLETED. Enter the YYMMDD date the inspection was completed.
Block D - ACTIVITY. Enter the three position aviation 3M ORG code of the activity
performing the inspection, for example, WC8.
Block E - SIGNATURE. A person having logbook/records signature authority will sign
this block. At D-level the certification or verification device, as applicable, will satisfy theCOs signature requirement.
SECTION IX - PRESERVATION/DEPRESERVATIONBlock A - DATE. Enter the YYMMDD date of the preservation.
Block B - ACTIVITY. Enter the three position aviation 3M ORG code of the activity
performing the preservation, for example, WC8.
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Block C - TYPE. Enter the type of preservation accomplished, for example, Level III.
Block D - REFERENCE. Identify the COMNAVAIRSYSCOM or major command
document directing the preservation.
Block E - REPRESERVE DUE. Indicate the YYMMDD date the represervation is due.
When represervation is not required, leave blank.
Block F - DATE. Enter the YYMMDD date the depreservation is accomplished.
Block G - ACTIVITY. Enter the three position aviation 3M ORG code of the activity
performing the inspection, for example, WC8.
Page Four
SECTION X - MISCELLANEOUS/HISTORY
Block A - DATE. Enter the YYMMDD date of the entry.
Block B - REMARKS. This section is used to record pertinent information for which noother place has been provided. When equipment is exposed to large quantities of salt water,
fire extinguishing agents, or other corrosive elements, an entry will be made on this form,
including a description of the decontamination and approximate time between exposure andcompletion of decontamination. See paragraph 8.5.6 for additional situations that may
require an MSR Miscellaneous/History entry.
NOTES: 1. When a module is NRFI due to an exceedance such as over-temp, include
specific information on the degree of over-temp, length of over-temp, thecircumstances under which it occurred (start, in-flight, shutdown and groundrun-up) and any corrective measures taken.
2. Activities transferring modules that are not a part of a propulsion system will
annotate this section with the YYMMDD, reason for transfer, activity transferred
to, JCN, star/status code and (if applicable) the shipping document number.
3. All entries will require an authorized signature and the three position aviation
3M ORG code of the activity, for example, AC7.
8.5.11.4 Consolidationa. An MSR may be consolidated at any maintenance level when no space is available forfurther entries within any one section. Minimum requirements for consolidating:
NOTE: Activities using ACTS are not authorized to consolidate entries. ACTS has nospace limitations, and permits selection of entries to display on the printed record.
All historical information will remain within ACTS and available for electronic
viewing, whenever necessary.
SECTION I - IDENTIFICATION DATA. Complete all entries.
SECTION II - MODULE COMPOSITION. Transcribe all data reflecting the currently
installed subcomponents. If subcomponents were changed during module repair or rework,
enter the removal date for the removed subcomponents on the original card. Transcribe all
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data reflecting the currently installed subcomponents to the new MSR. Enter the installation
information on the new MSR for the newly installed subcomponents.
SECTION III - INSTALLATION DATA and SECTION IV - REMOVAL DATA.
Recalculate the existing entries to ensure correctness. If a correction is required, refer toparagraph 8.2.7.4 for correction procedures. If the component is installed at the time of
consolidation, record the last installation action. No entry is required in the removal section.
If the component is not installed at the time of consolidation, record the last installation andthe corresponding removal action.
SECTION V - TECHNICAL DIRECTIVES. Use block entries to document applicable
incorporated TDs. A separate block entry is required for each type of TD and status.
NOTES: 1. Block entries do not indicate the activity that actually incorporated the TDs.
They signify the TDs had been consolidated from previous records. Allapplicable incorporated TD numbers must be listed in the TITLE/REMARKS
block. A blanket statement indicating that all TDs up to a specific basic havebeen incorporated is not authorized.
2. TDs incorporated during the maintenance that necessitated consolidation will
have a separate line entry on the consolidated form.
3. Applicable TDs that have not been incorporated or have been removed will
have separate line entries.
Block A - TECHNICAL DIRECTIVE IDENTIFICATIONBlock A (1) - CODE. Enter the TD code.
Blocks A (2) through (8) - For TDs that refer to installed subassembly cards, enter the
REFER TO entry, for example, REFER TO COMP RTR ASR CARD.
Block B - STATUS. Enter PINC indicating previously incorporated, NA for not applicableTDs, or leave blank for REFER TO entries.
Block C - TITLE/REMARKS. Enter the basic numbers and associated revisions,amendments and parts.
Block D - COMPLIANCE. Enter the aviation 3M ORG code of the activity consolidating
the MSR and the YYMMDD date the MSR was consolidated.
Block E - SIGNATURE. Enter the word "CONSOLIDATED" indicating this entry is a
result of MSR consolidation.
SECTION VI - IDENTIFICATION DATA. Transcribe all data.
SECTION VII - REPAIR/REWORK/OVERHAUL/EXCEEDANCES
When the component is a life-limited item with no secondary time/cycle requirement, forexample, C 6000-Retire, transcribe the last repair action.
When the component is a life-limited item and has a secondary time/cycle requirement, forexample, T-700-Retire and T-100-NDT/I, transcribe the last secondary requirement action
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and the last repair action. This may be one entry if the last repair action was the secondary
requirement action.
When the component has an overhaul with no secondary time/cycle requirement, forexample, C-2000-Overhaul, transcribe the last overhaul and the last repair action. This may
be one entry if the last repair action was an overhaul.
When the component has an overhaul and a secondary time/cycle requirement, for example,
U-36-Overhaul and D-244-IMA Inspection, the last action for both requirements must beentered. If the last action is an overhaul, only the overhaul action need be entered.
b. Upon completion of MSR consolidation:(1) Make an entry in the Repair/Rework/Overhaul/Exceedances Section with a
YYMMDD date indicating the date of card consolidation, the aviation 3M ORG code of theactivity consolidating the MSR and the statement, "MSR CONSOLIDATED, all entries are
certified to be correct." This entry requires a signature.
(2) Make an entry in the Miscellaneous/History section with a YYMMDD date indicating
the date of card consolidation, the aviation 3M ORG code of the activity consolidating the MSR
and the statement, "MSR CONSOLIDATED, all entries are certified to be correct.” This entry
requires a signature.
8.5.11.5 Purging. The MSR will be purged whenever the engine or module undergoes firstdegree repair or depot rework. A new MSR will be initiated if no additional space remains for
entries. After purging, a copy of the new MSR will be sent to the CMIS Repository (8.2.10.2.i) .
8.5.12 Assembly Service Record (OPNAV 4790/106A)
8.5.12.1 Purpose. The Assembly Service Record (ASR) (Figure 8-14), is a two-page form torecord data on assemblies with rework or overhaul life limits and subassemblies designated to be
removed and discarded.
NOTE: 1. Activities using ACTS will make all entries using ACTS
(https://fleetmetrics.navair.navy.mil/ACTS/). Records will be printed from ACTS
and placed into the paper aircraft/equipment logbook. The serial number is now
included on both sides of the printed record. Pen or pencil entries on hardcopy
ACTS records are not required except for documenting “NINC” in Section VTechnical Directives.
2. When replacing a newly printed record from ACTS, the replaced non-ACTS
record will be mailed to the Repository that is listed in the applicable T/M/S
aircraft or engine PMIC.
8.5.12.2 General Proceduresa. Initiation. Initiation of an ASR for components installed on or delivered with aeronauticalequipment, for example, components installed on aircraft and engines as part of a DOD contract,is the responsibility of the activity accepting the equipment for the DON. When components aredelivered to the DON at the contractor's plant, the cognizant DON representative is considered to
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be the original accepting activity. Original accepting activities with ACTS will also initiate the
ASR record in ACTS. However, ASR records that have not been created at the contractor
facility or I-level command now requiring creation at an O-Level command will need to contact
the FST by sending an email via the ACTS HELP menu.
NOTE: If a new component is delivered without an ASR, the requisitioning activity is
responsible for initiating the ASR.
b. Reconstruction. If an ASR is lost or unreadable, contact the CMIS Repository(8.2.10.2.i).
c. When an ASR is no longer needed due to a change in the PMIC, reporting custodians will
send the affected ASRs to the CMIS Repository (8.2.10.2.i) for purging of the master file. The
PMIC change authorizing deletion must be annotated on the ASR in Section VI Repair, Rework,
Overhaul, or Exceedances. Activities using ACTS do not have to forward a copy of ASR card to
CMIS. The FST will update PMIC information within ACTS.
8.5.12.3 Fields
Page 1 (Front)____________ ASSEMBLY SERVICE RECORD (title line) - Indicates the type of
assembly, for example, “COMPRESSOR ROTOR ASSEMBLY SERVICE RECORD”, or“POWER TURBINE ASSEMBLY SERVICE RECORD.”REPLACEMENT DUE, REPLACEMENT INTERVAL and TIME REMAINING - These
blocks are used to record replacement due (equipment hours or counts at which the assemblymust be removed from service for maintenance) or replacement interval as stipulated by the
PMIC, and time remaining on the complete assembly. This information provides a reference
for determining scheduled maintenance requirements. Figure 8-15 provides procedures fordetermining replacement due and time remaining entries. Replacement block entries will bemade in pencil and must be updated each time the card is updated or the assembly is
installed in an end item.
SECTION I - IDENTIFICATION DATA
Block A - PART NUMBER. Enter the part number of the complete assembly.
Block B - SERIAL NUMBER. Enter the serial number of the complete assembly.
Block C - WORK UNIT CODE. Enter the WUC of the complete assembly.
Block D - FST. Enter the FST responsible for the complete assembly.
Block E - CAGE. Enter the five digit CAGE code for the complete assembly.
SECTION II - COMPONENTS. This section lists each life-limited and forced removal
subassembly. Maximum hours/counts expended on any subassembly is the controlling
factor for removing the assembly. Hours for engine discs or blades that have not been
replaced since new or during the current rework will be determined by total accumulated
engine time in Section IV. Hours for discs or blades replaced during a rework will be
determined by computing actual operating hours expended since last replacement.
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Block A - NOMENCLATURE. Enter the nomenclature of the subassembly.
Block B - P/N. Enter the part number of the subassembly.
Block C - S/N. Enter the serial number of the subassembly.
Block D - COMPONENT TIME OR COUNTS (TSN, METER, LCF). This block contains
six columns used to record subassembly component installation and removal dates andinformation about the service life accumulated on the component. The first column of thisblock is labeled DATE INST (date the component was installed) and the sixth column islabeled DATE RMVD (date the component was removed). Use the standard date
(YYMMDD) when completing the DATE INST and DATE RMVD columns.
The four center columns are used for data about the service life of the component. Columns
for components with monitoring systems installed are labeled as required, for example,
LCF1, LCF2 and TTI. For components without monitoring systems installed, label thesecond through fourth columns as follows: Assembly TSN; Component TSN; andComponent TSO. Enter the hours or counts of the item (whole number only, do not roundup or down), preceded by the appropriate time/cycle prefix code. If the TSN is unknown,enter the TSO and label the column.
Block E – COMPONENT INTERVAL/REPLACEMENT DUE. These blocks record thereplacement interval and replacement due times stipulated by the PMIC. This information
provides a reference for determining scheduled maintenance requirements. Figure 8-15
provides procedures for replacement due entries. Entries will be made in pencil and must be
updated each time the component is installed.
NOTE: All Section II entries must be updated whenever the assembly is repaired or
overhauled and when the card is consolidated. The date of install and all Section
II assembly and subcomponent hours will be transcribed from the original
installation data.
SECTION III - INSTALLATION DATA
Block A - DATE. Enter the YYMMDD date that the assembly was installed on an aircraft
or equipment.
Block B - BUNO/SERIAL INSTALLED ON. Enter the BUNO of the aircraft, or the
SERNO of the equipment on the assembly is installed on.
Block C - BY (Activity). Enter the three position aviation 3M ORG code of the activity
installing the assembly, for example, AT1.
Block D - TOTAL AIRCRAFT/EQUIPMENT HOURS OR COUNTS. Enter hours or
counts (whole number only, do not round up or down) preceded by the appropriate
time/cycle code of the aircraft/equipment on which the assembly is being installed (TSN).
Uncaptioned columns have been provided for aircraft or equipment that have monitoring
systems installed and may be labeled as required; for example: ELCF, LCF, or EOT.
Aircraft or equipment without monitoring systems will use first column only.
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Block E - ASSEMBLY HOURS OR COUNTS. Enter hours/counts (whole number only,
do not round up or down) preceded by the appropriate time/cycle code since new andoverhauled/reworked. Uncaptioned columns have been provided and will be labeled withthe appropriate information required; for example: TSN, TSO, LCF, or EOT. Whenentering data for new material, the entry in the TSO column will be NEW. When total hours
or counts since new is unknown, the entry in the TSN column will be UNK.
Page 2 (Back)
SECTION IV - REMOVAL DATA
Block A - DATE. Enter the YYMMDD date that the assembly was removed.
Block B - TOTAL AIRCRAFT/EQUIPMENT HOURS OR COUNTS. Enter the hours or
counts (TSN) (whole number only, do not round up or down) of the aircraft or equipment
the assembly was removed from. The TSN will be preceded by the appropriate time orcycle code listed in Appendix E. The four unlabeled columns are used for aircraft orequipment that have monitoring systems installed. The columns will be labeled as required
per the PMIC, for example, LCF, ELCF, or EOT. Aircraft or equipment without monitoring
systems will use the first column only.
Block C - ASSEMBLY HOURS OR COUNTS. Subtract the total aircraft/equipment hours
or the counts at installation from total aircraft/equipment hours or counts at removal. Add tothe total hours or the count on the assembly at installation and enter in the appropriate
columns preceded by the appropriate time/cycle code. Label the columns as required.
Block D - REASON FOR REMOVAL AND JOB CONTROL NUMBER. Enter the reason
for removal and JCN from the WO or MAF that documented the removal of the assemblyfrom the aircraft or equipment.
SECTION V - TECHNICAL DIRECTIVES
Block A - TECHNICAL DIRECTIVE IDENTIFICATIONBlock A (1) - CODE. Enter TD code.
Block A (2) - BASIC. Enter the TD basic number.
Block A (3) - INT. If an interim TD, enter "I"; if not, leave blank.
Block A (4) - REV. Enter the revision letter (if applicable).
Block A (5) - AM. Enter the numerical amendment number (if applicable).
Block A (6) - PT. Enter the numerical TD part number, for example, part-02 (if applicable).
Block A (7) - KIT. Enter the kit number. Enter 00 if no kit is required.
Block A (8) - PRI. Enter I for Immediate, U for Urgent, R for Routine, or K for Record
Purpose (as applicable).

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Block B - STATUS. Enter the code corresponding to the status of the TD. No status codes
other than those prescribed will be entered on the ASR. Code descriptions and instructions
are in paragraph 8.5.5.4.
Block C - TITLE/REMARKS. Enter the title and a brief description of the TD.
Block D - COMPLIANCE
Block D (1) - BY (Activity). Enter the three position aviation 3M ORG code of the activity
complying with the TD, for example, AT1.
Block D (2) - DATE. Enter the YYMMDD date the TD was incorporated.
Block E - SIGNATURE. A person having logbook and records signature authority must
review the entry and sign this block. For D-level the certification or verification device will
satisfy the signature requirement.
SECTION VI - REPAIR/REWORK/OVERHAUL/EXCEEDANCES
Block A - DATE. Enter the YYMMDD date the repair/rework/overhaul was completed or
exceedance occurred.
Block B - ACTIVITY. Enter the three position aviation 3M ORG code of the activity
accomplishing the repair/rework/overhaul or exceedance, for example, D97. D-level
activities must include one of the following codes that best describes the action taken:
A - Check/test
C - Repair/rework/SDLM/PDM
D - Modified
H - Overhaul
N - New
9 - Condemned
Block C - DESCRIPTION. Indicate whether the item has been repaired, reworked, oroverhauled and a concise narrative of the maintenance performed. Exceedances ofoperational limitations must be logged. Enter the assembly TSN and TSO/TSR (ifapplicable).
Block D - SIGNATURE. A person having logbooks and records signature authority must
review the entry and sign this block. For D-level, the certification or verification device will
satisfy the signature requirement.
8.5.12.4 Consolidation
a. ASRs will be consolidated by the repairing activity upon completion of first degree repair(engines) or rework (any assembly). ASRs will also be consolidated at any maintenance level
when no space is available for further entries within any one section. The original ASR and a
copy of the ASR will be sent to the CMIS Repository (8.2.10.2.i).
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NOTE: Activities using ACTS are not authorized to consolidate entries. ACTS has nospace limitations, and permits selection of entries to display on the printed record.
All historical information will remain within ACTS and available for electronic
viewing, whenever necessary.
b. Minimum requirements for consolidation:
SECTION I - IDENTIFICATION DATA. All entries are required.
SECTION II - COMPONENTS
Transcribe all data for subcomponents that were not changed during the repair process.
Enter the removal date for any subcomponents changed during the repair process on theoriginal ASR and enter the installation information for the newly installed subcomponents
on the new ASR.
NOTE: When consolidating the ASR upon completion of first-degree repair (engines) or
rework (any assembly), the date of install, TSN and Replacement Due times for
subcomponents that were NOT replaced during repair/rework will be transcribedfrom the original ASR.
SECTION III - INSTALLATION DATA and SECTION IV - REMOVAL DATA
Recalculate the existing entries to verify they are correct. If a correction is required, refer toparagraph 8.2.7.4 for correction procedures.
If the assembly is installed in aircraft or equipment at the time of consolidation, record thelast installation action. No entry is required in the removal section.
If the assembly is not installed in aircraft or equipment at the time of consolidation, record
the last installation and the corresponding removal action.
SECTION V - TECHNICAL DIRECTIVES
Use block entries to document previously incorporated TDs, to include “not applicable”(NA) TDs. A separate block entry is required for each type of TD, (AVC, PPB, etc.) andstatus (PINC, NA, etc.). Block entries are recorded as follows:
Block A (1) - CODE. Enter the TD code. Example: 50 for AFC.
Block B - STATUS. Enter PINC (previously incorporated) or NA (not applicable).
Block C - TITLE/REMARKS. Enter the basic numbers and associated revisions,amendments and parts.
Block D - COMPLIANCE. Enter the aviation 3M ORG code of the activity consolidating
the ASR and the YYMMDD date the ASR was consolidated.
Block E - SIGNATURE. Enter the word "CONSOLIDATED" indicating this entry is a
result of ASR consolidation.
NOTES: 1. Block entries do not indicate the activity that actually incorporated the TDs.
Block entries signify the TDs had been previously incorporated.
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2. All incorporated TD numbers (001, 002, ….) must be listed in the
TITLE/REMARKS block. A blanket statement that all TDs up to a specific basic
have been incorporated is not authorized.
3. TDs incorporated during the maintenance that necessitated consolidation will
have a separate line entry on the consolidated form, per paragraph 8.5.13.3
procedures.
SECTION VI - REPAIR/REWORK/OVERHAUL/EXCEEDANCES
If the component is life-limited with no secondary time/cycle requirement, for example, C6000 -Retire, transcribe the last repair action.
If the component is life-limited and has a secondary time or cycle requirement, for example,
T-700-Retire and T-100-NDT/I, transcribe the last secondary requirement action and the last
repair action. This will be one entry if the last repair action was the secondary requirement
action.
If the component has an overhaul with no secondary time or cycle requirement, for example,
C-2000-Overhaul, transcribe the last overhaul and the last repair action. This will be one
entry if the last repair action was an overhaul.
If the component has an overhaul and a secondary time or cycle requirement, for example,
U-36-Overhaul and D-244-IMA Inspection, the last action for both requirements must beentered. If the last action is an overhaul, only the overhaul action will be entered.
c. Upon completion of consolidation, make an entry in the
Repair/Rework/Overhaul/Exceedances Section stating “ASR CONSOLIDATED, all entries are
certified to be correct” with the YYMMDD date of card consolidation and the aviation 3M ORG
code of the activity consolidating the ASR. This entry requires a signature.
8.5.13 Equipment History Record (EHR) Card (OPNAV 4790/113)
8.5.13.1 Purpose. An EHR card (Figure 8-16) is a two-page form to record specificmaintenance data on designated aeronautical components. EHR card items are designated by
COMNAVAIRSYSCOM PMAs and FSTs when it is determined the item requires special
emphasis in monitoring and trending of failure data. The list of items requiring an EHR card is
published within the applicable PMIC. Loss of an EHR card does not render the item unusable.
NOTES: 1. Activities using ACTS will make all entries using ACTS
(https://fleetmetrics.navair.navy.mil/ACTS/). Records will be printed from
ACTS and placed into the paper aircraft/equipment logbook. The serial number
is now included on both sides of the printed record. Pen or pencil entries on
hardcopy ACTS records are not required except for documenting “NINC” in
Section VI-Technical Directives.
2. When replacing a newly printed record from ACTS, the replaced non-ACTS
record will be mailed to the Repository listed in the applicable T/M/S aircraft orengine PMIC.
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8.5.13.2 General Procedures
a. An individual EHR card for each serialized item will be maintained in the aircraft
logbook, AESR, or MSR while the component is installed. When the component is removed, theEHR card will be attached to and accompany the component whenever turned in for repair orrework.
b. EHR cards for items repetitively being removed and installed from aircraft or AESR
equipment for the purpose of mission configuration, such as ejector racks and pods, may be
maintained within the division having custody of the item. Installation and removal entries will
be made on the card in pencil until time of transfer, at which time a permanent entry will bemade and the card will be inserted in the applicable aircraft logbook or AESR.
8.5.13.3 Fields(Front)
SECTION I - IDENTIFICATION DATA
Block A - NOMENCLATURE. Enter the nomenclature of the item.
Block B - WORK UNIT CODE. Enter the WUC of the item.
Block C - FSCM. Enter the five-digit CAGE code.
Block D - REPLACEMENT INTERVAL. Enter the hours, days, counts, etc., after which
the component must be removed and replaced (if applicable); otherwise enter "ONCONDITION.” This entry is made in pencil.
Block E - MAINTENANCE DUE. This block is used to remind the custodian when the
installed component removal is due per its time cycle requirement. The entry is computed
when the component is installed and indicates the total count, hours, starts, rounds, or days
that will be against the end item when the installed component reaches its interval
requirements. For example, a component with a 200 hours interval installed on an aircraftwith 1287 flight hours will have a 1487 flight hour entry in the block. Entries in this block
are made in pencil.
Block F - PART NUMBER. Enter the part number of the item.
Block G - SERIAL NUMBER. Enter the serial number of the item.
Block H - FST. Enter the FST responsible for the item.
Block I - REFERENCE. Using a pencil, enter PMIC or technical manual that directs
creation of the EHR for the item.
SECTION II - INSTALLATION DATA
Block A - DATE. Enter the YYMMDD date that the item is installed.
Block B - BUNO/SERNO INSTALLED ON. Enter the BUNO of the aircraft, or the
SERNO of the equipment on which the item is being installed.
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Block C - TOTAL AIRCRAFT/EQUIPMENT HOURS OR COUNTS. Enter thehours/counts (whole number only, do not round up or down) preceded by the appropriate
time/cycle code of the aircraft/equipment on which the item is being installed (TSN).
Uncaptioned columns are provided for aircraft/equipment that have monitoring systems
installed and may be labeled as required; for example: LCF, ELCF, EOT.
Aircraft/equipment without monitoring systems will use the first column only.
Block D - TOTAL HOURS OR COUNTS ON ITEM. Enter the hours/(whole number only,
do not round up or down) preceded by the appropriate time/cycle code since new andrepaired/reworked. Uncaptioned columns have been provided and will be labeled with theappropriate information required; for example: TSN, TSO, TSR, LCF, or EOT. Whenentering data for new material, the entry in the TSO/TSR column will be NEW. When the
total hours or counts since new is not known, the entry in the TSN column will be unknown(UNK).
SECTION III - REMOVAL DATA
Block A - DATE. Enter the YYMMDD date that the item is removed.
Block B - TOTAL AIRCRAFT/EQUIPMENT HOURS OR COUNTS. Enter thehours/counts (whole number only, do not round up or down) preceded by the appropriate
time/cycle code of the aircraft/equipment from which the item is being removed (TSN).
Uncaptioned columns are provided for aircraft/equipment that have monitoring systems
installed and may be labeled as required; for example: LCF, ELCF. Aircraft/equipment
without monitoring systems will use the first column only.
Block C - TOTAL HOURS OR COUNTS ON ITEM. Subtract the total aircraft/equipment
hours or counts at installation from the total aircraft/equipment hours or counts at removal.
Add to the total count on the item at installation and enter in the appropriate columns
preceded by the appropriate time/cycle code. Label columns as required.
Block D - REASON FOR REMOVAL AND JOB CONTROL NUMBER. Enter the reason
for removal and JCN from the applicable WO or MAF.
NOTE: For condemned components (Action Taken (AT ) code BCM 9), the EHR card will
be annotated BCM 9 in the reason for removal column before forwarding the
EHR card to the FST repository per (8.2.10.2.j).
SECTION IV - MAINTENANCE RECORD
Block A - DATE. Enter the YYMMDD date the maintenance is performed.
Block B - ACTIVITY. Enter the three position aviation 3M ORG code of the activity
performing the maintenance, for example, WC8. D-level include one of the following codesthat best describes the action that was taken:
A - Check/test
C - Repair/rework/SDLM/PDM
D - Modified
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H - Overhaul
N - New
9 - Condemned
Block C - REMARKS AND MAJOR PARTS REPLACED. Detail the action and majorparts replaced with reason for removal. Enter the items TSN and TSO/TSR (if applicable).
Block D - SIGNATURE. A person having logbooks/records signature authority will sign
this block.
(Back)SECTION V - INSPECTION RECORD
Block A - TYPE AND DESCRIPTION OF INSPECTION. Enter the type and descriptionof the inspection that affects the equipment/component.
Block B - REFERENCE. Identify the document directing the inspection, for example,
message originator and DTG or the IRAC and publication number.
Block C - DATE COMMENCED. Enter the YYMMDD date the inspection began.
Block D - DATE COMPLETED. Enter the YYMMDD date the inspection was completed.
Block E - ACTIVITY. Enter the three position aviation 3M ORG code of the activity
performing the inspection, for example, AC7.
Block F - SIGNATURE. A person having logbook/records signature authority will sign
this block. The certification or verification device (as applicable) will satisfy the signature
requirement.
SECTION VI - TECHNICAL DIRECTIVES
Block A - TECHNICAL DIRECTIVE IDENTIFICATIONBlock A (1) - CODE. Enter the TD code.
Block A (2) - BASIC. Enter the TD basic number.
Block A (3) - INT. If an interim TD, enter "I"; if not, leave blank.
Block A (4) - REV. Enter the revision letter (if applicable).
Block A (5) - AM. Enter the numerical amendment number (if applicable).
Block A (6) - PT. Enter the numerical TD part number, for example, part - 02 (ifapplicable).
Block A (7) - KIT. Enter the kit number, enter 00 if no kit is required.
Block A (8) - PRI. Enter I for Immediate, U for Urgent, R for Routine, or K for Record
Purpose (as applicable).

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Block B - STATUS. Enter the code indicating the status of the TD. No status codes otherthan those prescribed will appear on the EHR nor will any code be used for other than its
intended meaning. Code descriptions and instructions are in paragraph 8.5.5.4.
Block C - TITLE/REMARKS. Enter the title and a brief description of the TD.
Block D - COMPLIANCE
Block D (1) - BY (Activity). Enter the three position aviation 3M ORG code of the activity
complying with the TD, for example, P9A.
Block D (2) - DATE. Enter the YYMMDD date the TD was incorporated.
Block E - SIGNATURE. A person having logbook/records signature authority will sign
this block. The certification or verification device, as applicable, will satisfy the signature
requirement.
8.5.13.4 Consolidation. Cards may be consolidated at any maintenance level when no space isavailable for further entries within any one section. The following directions are the minimum
requirements to be used when consolidating:
NOTES: 1. Activities using ACTS are not authorized to consolidate entries. ACTS has nospace limitations, and permits selection of entries to display on the printed
record. All historical information will remain within ACTS and available forelectronic viewing, whenever necessary.
2. When replacing a newly printed record from ACTS, the replaced non-ACTS
record will be mailed to the Repository listed in the applicable T/M/S aircraft orengine PMIC.
SECTION I - IDENTIFICATION DATA. All entries are to be completed.
SECTION II - INSTALLATION DATA and SECTION III - REMOVAL DATA
Recalculate the existing entries to ensure accuracy. If a correction is required, refer toparagraph 8.2.7.4 for correction procedures.
If the component is installed at the time of consolidation, record the last installation action
on the new card. No entry is required in the removal section.
If the component is not installed at the time of consolidation, record the last installation andthe corresponding removal action on the new card.
SECTION IV - MAINTENANCE RECORD. For on-condition EHRs, transcribe the lastentry in the Maintenance Record section. Upon completion of card consolidation, make anentry in the Maintenance Record section with a YYMMDD date indicating the date of card
consolidation, the aviation 3M ORG code of the activity consolidating the card, and thestatement "CARD CONSOLIDATED, all entries are certified to be correct.” This entry
requires a signature. The original EHR card and a copy of the new card will be sent to the
FST.
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SECTION V - INSPECTION RECORD. Transcribe the last inspection entry to the newcard.
SECTION VI - TECHNICAL DIRECTIVES
Use block entries to document previously incorporated TDs, to include "not applicable"(NA) TDs. A separate block entry is required for each type of TD, (AVC, PPB, etc.) andstatus (PINC, NA, etc.). Block entries are recorded as follows:
Block A (1) - CODE. Enter the TD code.
Block B - STATUS. Enter PINC indicating previously incorporated or NA (not applicable).
Block C - TITLE/REMARKS. Enter the basic numbers and associated revisions,amendments and parts.
Block D - COMPLIANCE. Enter the aviation 3M ORG code of the activity consolidating
the card and the YYMMDD date the card was consolidated.
Block E - SIGNATURE. Enter the word "CONSOLIDATED" indicating this entry is a
result of card consolidation.
NOTES: 1. Block entries do not indicate the activity that actually incorporated the TDs.
Block entries signify the TDs had been previously incorporated.
2. All incorporated TD numbers (001, 002, ….) must be listed in the
TITLE/REMARKS block. A blanket statement that all TDs up to a specific basic
have been incorporated is not authorized.
3. TDs incorporated during the maintenance that necessitated consolidation will
have a separate line entry on the consolidated form, per paragraph 8.5.13.3
procedures.
8.5.13.5 Purging. Engine EHRs will be purged upon completion of first-degree repair orrework. A new EHR card will be initiated if no additional space remains for entries. A copy of
the EHR card will be sent to the applicable FST repository.
8.5.14 Scheduled Removal Component Card (OPNAV 4790/28A)
8.5.14.1 Purpose. The SRC card (Figure 8-17) is a two page form used to record maintenancehistory, installation and usage data for components with a specified life-limit in the applicable
PMIC.
8.5.14.2 General Procedures
a. An individual SRC card for each serialized item will be maintained in the aircraft
logbook, AESR, or MSR while the component is installed. When the component is removed, theSRC card will be attached to and accompany the component whenever turned in for repair orrework.

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NOTES: 1. Activities using ACTS will make all entries in ACTS
(https://fleetmetrics.navair.navy.mil/ACTS/). Records will be printed from
ACTS and placed into the paper aircraft logbook or equipment AESR. The
serial number is now included on both sides of the printed record. Pen or pencil
entries on hardcopy ACTS records are not required except for documenting“NINC” in Section VI - Technical Directives.
2. When replacing a non-ACTS record with a newly printed record from ACTS,
the replaced non-ACTS record will be mailed to the Repository listed in theapplicable T/M/S aircraft or engine PMIC.
b. Initiation. SRC card initiation for components installed on or delivered with major
aeronautical equipment, for example, aircraft and engines as part of a DOD contract, is the
responsibility of the activity accepting the equipment for the DON. When these components aredelivered to the DON at the contractor's plant, the cognizant DON representative is considered tobe the original accepting activity. When SRC card requirements are not included in the Navycontract, SRC card initiation for new components drawn from the Navy supply system will be
the responsibility of the requisitioning activity. Activities with ACTS must create the initial
SRC record in ACTS.
c. Loss of an SRC card can cause the loss of the assembly as an RFI asset. If an SRC card islost or unreadable, the activity having custody of the item must initiate a new card with all
available information. If an accurate history of the item cannot be established, the CMIS
Repository (8.2.10.2.i) has the responsibility to determine the required course of action andprovide guidance on disposition of the item.
8.5.14.3 Fields
SRC Card (Front)
SECTION I - IDENTIFICATION DATA
Block A - NOMENCLATURE. Enter the nomenclature of the item.
Block B - WORK UNIT CODE. Enter the WUC.
Block C - FSCM. Enter the five-digit CAGE code of the item.
Block D - REPLACEMENT INTERVAL. Enter the hours, days, counts, etc., interval after
which the component must be removed and replaced. This entry is made in pencil.
Block E - REPLACEMENT DUE. This entry is computed when the item is installed. It
reflects the total count (whole number only, do not round up or down), such as hours, starts,
landings, engine monitoring system counts, on the aircraft or equipment, or the YYMMDD
when it must be replaced. Replacement due equals total aircraft/equipment hours or counts
plus replacement interval, minus hours or counts on the item at installation. For example, a
500 hour replacement interval item with 200 hours since overhaul installed on an aircraftwith 795 hours (total aircraft hours), will have an entry of 1095 hours in the Replacement
Due Block. This entry is made in pencil.
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Block F - PART NUMBER. Enter the part number.
Block G - SERIAL NUMBER. Enter the serial number of the item.
Block H - FST. Enter the applicable FST.
SECTION II - INSTALLATION DATA
Block A - DATE. Enter the YYMMDD date the item is installed.
Block B - BUNO/SERNO INSTALLED ON. Enter the BUNO of the aircraft, or the
SERNO of the equipment on which the item is being installed.
Block C - TOTAL AIRCRAFT/EQUIPMENT HOURS OR COUNTS. Enter thehours/counts (whole number only, do not round up or down) preceded by the appropriate
time/cycle code of the aircraft/equipment on which the item is being installed, TSN.
Uncaptioned columns are provided for monitoring systems and may be labeled as required,for example, LCF, ELCF, EOT. Aircraft/equipment without monitoring systems will use
the first column only.
Block D - TOTAL HOURS OR COUNTS ON ITEM. Enter the hours/counts (whole
number only, do not round up or down) preceded by the appropriate time/cycle code since
new and overhauled/reworked.
Uncaptioned columns have been provided and will be labeled with the appropriate
information required, for example, TSN or TSO. When entering data for new material, theentry in the TSO column will be NEW. When the total hours or counts since new is notknown, the entry in the TSN column will be UNK.
SECTION III - REMOVAL DATA
Block A - DATE. Enter the YYMMDD date the item is removed.
Block B - TOTAL AIRCRAFT/EQUIPMENT HOURS OR COUNTS. Enter thehours/counts (whole number only, do not round up or down) preceded by the appropriate
time/cycle code of the aircraft/equipment from which the item is being removed, TSN.
Uncaptioned columns are provided for aircraft/equipment that have monitoring systems
installed and may be labeled as required; for example: LCF, ELCF, EOT.
Aircraft/equipment without monitoring systems will use the first column only.
Block C - TOTAL HOURS OR COUNTS ON ITEM. Subtract total aircraft/equipment
hours or counts at installation from total aircraft/equipment hours or counts at removal. Addto total hours or count on item at installation and enter in the appropriate columns precededby the appropriate time/cycle code. Label columns as required.
Block D - REASONS FOR REMOVAL AND JOB CONTROL NUMBER. Enter thereason for removal and JCN from the WO or MAF that documented the removal of the item.
NOTE: For condemned components (Action Taken (AT ) code BCM 9), the SRC will beannotated BCM 9 in the reason for removal column before forwarding the card to
the FST repository per 8.2.10.2.j.
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SRC Card (Back)
SECTION IV - TECHNICAL DIRECTIVES
Block A - TECHNICAL DIRECTIVE IDENTIFICATIONBlock A (1) - CODE. Enter the TD code.
Block A (2) - BASIC. Enter the TD basic number.
Block A (3) - INT. If an interim TD, enter "I"; if not, leave blank.
Block A (4) - REV. Enter the revision letter (if applicable).
Block A (5) - AM. Enter the numerical amendment number (if applicable).
Block A (6) - PT. Enter the numerical TD part number, for example, part - 02 (ifapplicable).
Block A (7) - KIT. Enter the kit number, enter 00 if no kit is required.
Block A (8) - PRI. Enter I for Immediate, U for Urgent, R for Routine, or K for Record
Purpose (as applicable).
Block B - STATUS. Enter the code indicating the status of the TD. No status codes otherthan those prescribed will appear on the SRC nor will any code be used for other than its
intended meaning. Code descriptions and instructions are in paragraph 8.5.5.4.
Block C - TITLE/REMARKS. Enter the title and a brief description of the TD.
Block D - COMPLIANCE
Block D (1) - BY (Activity). Enter the three position aviation 3M ORG code of the activity
complying with the TD, for example, AC7.
Block D (2) - DATE. Enter the YYMMDD date the TD was incorporated.
Block E - SIGNATURE. A person having logbook/records signature authority will sign
this block. The certification or verification device, as applicable, will satisfy the signature
requirement.
SECTION V - REPAIR/REWORK/OVERHAULBlock A - DATE. Enter the YYMMDD date the repair/rework/overhaul was accomplished.
Block B - ACTIVITY. Enter the three position aviation 3M ORG code of the activity
accomplishing the repair/rework/overhaul, for example, D97. D-level include one of thefollowing codes that best describes the action that was taken:
A - Check/test
C - Repair/rework/SDLM/PDM
D - Modified
H - Overhaul
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N - New
9 - Condemned
Block C - DESCRIPTION. Indicate whether the item has been
repaired/reworked/overhauled and a concise narrative of the maintenance performed. Entera one word description of the action taken corresponding to the action taken code used in the
Activity Block. Enter the TSN and the TSO/TSR (if applicable) of the item. Enter a concise
narrative of the maintenance performed.
Block D - SIGNATURE. A person having logbook/records signature authority will sign
this block. The certification or verification device (as applicable), will satisfy the signature
requirement.
8.5.14.4 Consolidation. Cards may be consolidated at any maintenance level when no space isavailable for further entries within any one section. Minimum requirements:
NOTE: Activities using ACTS are not authorized to consolidate entries. ACTS has nospace limitations, and permits selection of entries to display on the printed record.
All historical information will remain within ACTS and available for electronic
viewing, whenever necessary.
SECTION I - IDENTIFICATION DATA SECTION. All entries are to be completed.
SECTION II - INSTALLATION DATA and SECTION III - REMOVAL DATA
Recalculate the existing entries to ensure correctness. If a correction is required, refer toparagraph 8.2.7.4 for correction procedures.
If the component is installed at the time of consolidation, record the last installation action
on the new card. No entry is required in the removal section.
If the component is not installed at the time of consolidation, record the last installation andthe corresponding removal action on the new card.
SECTION IV - TECHNICAL DIRECTIVES
Use block entries to document previously incorporated TDs, to include "not applicable"(NA) TDs. A separate block entry is required for each type of TD, (AVC, PPB, etc.) andstatus (PINC, NA, etc.). Block entries are recorded as follows:
Block A (1) - CODE. Enter the TD code.
Block B - STATUS. Enter PINC indicating previously incorporated or NA (not applicable).
Block C - TITLE/REMARKS. Enter the basic numbers and associated revisions,amendments and parts.
Block D - COMPLIANCE. Enter the aviation 3M ORG code of the activity consolidating
the card and the YYMMDD date the card was consolidated.
Block E - SIGNATURE. Enter the word "CONSOLIDATED" indicating this entry is a
result of card consolidation.
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NOTES: 1. Block entries do not indicate the activity that actually incorporated the TDs.
Block entries signify the TDs had been previously incorporated.
2. All incorporated TD numbers (001, 002, etc.) must be listed in the
TITLE/REMARKS block. A blanket statement that all TDs up to a specific basic
have been incorporated is not authorized.
3. TDs incorporated during the maintenance that necessitated consolidation will
have a separate line entry on the consolidated form, per paragraph 8.5.13.3
procedures.
SECTION V - REPAIR/REWORK/OVERHAUL
If the component is a life-limited item with no secondary time/cycle requirement, forexample, C-6000-Retire, transcribe the last repair action.
If the component is a life-limited item and has a secondary time/cycle requirement, forexample, T 700-Retire and T-100-NDT/I, transcribe the last secondary requirement action
and the last repair action. This may be one entry if the last repair action was the secondary
requirement action.
If the component has an overhaul with no secondary time/cycle requirement, for example,
C-2000-Overhaul, transcribe the last overhaul and the last repair action. This may be one
entry if the last repair action was an overhaul.
If the component has an overhaul and a secondary time/cycle requirement, for example, U36-Overhaul and D-244-IMA Insp, the last action for both requirements must be entered. If
the last action is an overhaul, only the overhaul action need be entered.
Upon completion of card consolidation, make an entry in the Repair/Rework/Overhaul
Section with a YYMMDD date indicating the date of card consolidation, the aviation 3M
ORG code of the activity consolidating the card, and the statement, "CARD
CONSOLIDATED, all entries are certified to be correct. "This entry requires a signature.
8.5.14.5 Purging. Engine SRCs will be purged upon completion of first-degree repair or rework.
A new SRC card will be initiated if no additional space remains for entries. After purging, acopy of the new SRC will be sent to the CMIS Repository (8.2.10.2.i.).
8.5.15 Aviation Life Support System (ALSS) Records.
8.5.15.1 Purpose . The Parachute Record (OPNAV 4790/101), Seat Survival Kit Record(OPNAV 4790/137), Aircrew Systems Record (OPNAV 4790/138), and Aircrew Personal
Equipment Record (OPNAV 4790/159) are used to document information on ALSS equipment.
NOTE: ALSS items are identified by “YP” series Type Equipment Codes (TEC). Items
with other than “YP” series TEC are not ALSS and do not require an Aircrew
Equipment Record (AER), Non-“YP” series TEC items are considered aircraft
inventory and only require ALS. Examples of non-“YP” series TEC items include
fire extinguishers and panel mounted first aid kits.
8.5.15.2 General Procedures. The following general procedures apply to all of these records:
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a. Activities operating NALCOMIS OOMA must use OOMA Aircrew Equipment Record(AER) auto log sets (ALS) to generate records for all ALSS assemblies and components. The
Aircrew Equipment/Personal Record generated in NALCOMIS OOMA contains all pertinent
information and meets all ALSS record requirements.
NOTE: NALCOMIS OOMA activities are not authorized to use Virtual Fleet Support(VFS) CADPAD and TRACE LIFE SUPPORT MODULE or SURVIVALEQUIPMENT ASSET TRACKING SYSTEM (SEATS).
b. Non-OOMA sea going commands are authorized to use SEATS; non-OOMA shorecommands are authorized to use the VFS CADPAD and TRACE LIFE SUPPORT MODULE forgenerating ALSS records.
c. Depots will use the VFS CADPAD, TRACE CADPAD and TRACE LIFE SUPPORT
Modules. The use of VFS CADPAD, TRACE CADPAD and TRACE LIFE SUPPORT
Modules are mandatory. Depot FRCs must update the VFS CADPAD, TRACE CADPAD, andTRACE LIFE SUPPORT Module data bases with all changes and electronically transfer custodyto the receiving command upon completion or rework/repair cycled. When an ALSS item has been involved in an aircraft mishap, the current record for theitem must be forwarded with the aircraft records, per OPNAVINST 3750.6 and NAVAIR 13-16.3.
8.5.15.3 Parachute Record (OPNAV 4790/101)
8.5.15.3.1 Purpose. The Parachute Record (Figure 8-18) contains information on the current
configuration and inspection record of a parachute assembly and its components.
8.5.15.3.2 Initiation and Maintenancea. The activity placing the parachute in service must initiate the record.
b. The record must be securely attached to the parachute assembly when issued. The activity
receiving the parachute must review the record for complete and accurate information. All
discrepancies must be resolved with the issuing activity prior to acceptance. Ensure electronic
receipt of the associated NALCOMIS OOMA ALS, and verify the ALS is also complete andaccurate.
c. Upon installation of the parachute assembly, the record must be forwarded to Logs andRecords for insertion in the aircraft logbook or ejection seat AESR. In OOMA enter the aircraft
BUNO/SERNO in the BUNO/SERNO field. This enables electronic transfer of the parachuterecord when the aircraft it is installed in is transferred to another command.
d. The record must accompany the parachute assembly any time it is removed and sent to the
supporting I-level for inspection or maintenance.
e. The I-level activity must initiate a new record each time the parachute is inducted forrepack or maintenance. Upon verification of the new record by the I-level QAR, CDQAR, or
CDI, the old record may be destroyed.
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f. Upon transfer of the parachute assembly, the record must be sent to the new custodian.
Update ALS and the custody section of OOMA to electronically transfer the parachute assembly.
8.5.15.3.3 Fields
BASIC ASSEMBLY INFOBlock A1 - TYPE ASSEMBLY. Identifies the complete parachute assembly, for example,
NES-14.
Block A2 - SERIAL NUMBER. The serial number of the parachute assembly. Use canopy
serial number.
Block A3 - PART NUMBER. The part number of entire parachute assembly.
Block A4 - CONFIGURED FOR (TECS). Specific type of aircraft.
Block A5 - CUSTODIAN ORG CODE. Organization code of activity to which parachuteassembly is issued.
Block A6 - BU/SER NUMBER. Bureau number of aircraft in which parachute assembly is
installed; entered in pencil by the O-level. In the VFS CADPAD, TRACE LIFE SUPPORTMODULE enter the aircraft BU/SERNO in the BU/SER field. This enables electronictransfer of parachute assembly with assigned aircraft when transferred to another command.
Block A7 - RFI Date. Enter YYMMDD the parachute repack is completed.
Block A8 - RFI SHF CYC. Maximum period of time parachute assembly may remain on
shelf before inspection cycle begins.
Block A9 - LATEST RFI. Latest date parachute assembly may be issued from RFI pooland still have a complete inspection cycle remaining. RFI date + RFI shelf cycle = latest
RFI issue date (YYMMDD).
Block A10 - DATE ISSUED. Enter YYMMDD the parachute assembly was issued.
Block A11 - INSP CYCL. Inspection cycle specified by applicable aircraft PMIC deck and
NAVAIR 13-1-6-2.
Block A12 - SCHD RMVL DATE. Date issued + inspection cycle = scheduled removal
date (YYMMDD).
Block A13 - PACKED (NAME). Rate, first initial, and last name of the individual who
packed the parachute assembly. The packer must sign the printed record.
Block A14 - INSPECTED (NAME & QA STAMP #). Rate, first initial, last name, and QA
stamp number of the individual who inspected the assembly. The inspector must sign andstamp the printed record.
Block A15 - Org Code. Organization code of I-level where packing was performed.
SERVICE LIFE ITEMSBlock B1 - NOMENCLATURE. Nomenclature of shelf life or controlled items.
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Block B2 - PART #. Part number of item.
Block B3 - CONT #/LOT #. Contract number or lot number of item.
Block B4 - SER #. Serial number of item (if applicable). NA if not.
Block B5 - MFG DATE. Date item was manufactured (YYMMDD).
Block B6 - INSTL DATE. Enter the year, month, and the day of the month (YYMMDD)
the item was placed in service or installed.
Block B7 - EXP DATE. Enter computed year, month, and the day of the month(YYMMDD) of expiration.
CARTRIDGES AND CARTRIDGE ACTUATED DEVICES
Block C1 - NOMENCLATURE. Nomenclature of cartridge or CAD.
Block C2 - PART #. Part number of cartridge or CAD.
Block C3 - CONT #/LOT #. Contract number or lot number of cartridge or CAD. Always
use lot number on cartridges.
Block C4 - DODIC. DODIC or NALC, for example, MW19.
Block C5 - SER #. Serial number of cartridge or CAD (if applicable). NA if notapplicable.
Block C6 - MFG DATE. Enter the year, month, and the last day of the month (YYMMDD)
the cartridge or CAD was manufactured.
Block C7 - C.O. DATE. Enter the year, month, and the last day of the month (YYMMDD)
the cartridge or CAD container was opened (start of service life).
Block C8 - EXP DATE. Enter computed year, month, and last day of the month(YYMMDD) the cartridge or CAD will expire.
TECHNICAL DIRECTIVESNOTES: 1. B coded (active) TDs on the NAT04 must be documented and not deleted fromthe record until removed from the NAT04 or until the item to which the TD wasincorporated has been removed or replaced. Failure to maintain an accurate
listing of active TDs invalidates the entire record.
2. Entries are not required for Aircrew System Change and Aircrew System
Bulletin amendments that are administrative in nature and do not require
additional work.
Block D1 - TYP. Type TD code, for example, 66 or 67.
Block D2 - NO. Basic number of TD.
Block D3 - REV. Revision letter of TD.
Block D4 - AM. Amendment number of TD.
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Block D5 - QA. QA number of individual inspecting TD compliance.
Block D6 - ORG. Organization code of I-level completing TD.
Block D7 - DATE. TD compliance date (YYMMDD).
Block D8 - STAT. Status of TD.
LOCAL USE. This space is provided for documenting any other data that is required but
not provided for in other blocks, for example, local inspection requirements and conditional
inspections not requiring repack.
NOTE: NAVAIR 13-1-6.2 has additional information for parachute record
documentation.
8.5.15.4 Seat Survival Kit Record (OPNAV 4790/137)
8.5.15.4.1 Purpose. The Seat Survival Kit Record (Figure 8-19) contains information on theconfiguration and inspection history of ejection seat survival kits (SSK).
8.5.15.4.2 Initiation and Maintenancea. The activity placing the SSK in service must initiate the record.
b. The record must be securely attached to the SSK when issued. The activity receiving the
SSK must review the record for complete and accurate information. All discrepancies must be
resolved with the issuing activity prior to acceptance. Ensure electronic receipt of the associated
NALCOMIS OOMA ALS and verify the ALS is also complete and accurate.
c. Upon installation, the record will be forwarded to Logs and Records for insertion in theaircraft logbook or ejection seat AESR. In OOMA, enter the aircraft BUNO/SERNO in the
BUNO/SERNO field. This enables electronic transfer of the SSK record when the aircraft it isinstalled in is transferred to another command.
d. The record must accompany the SSK anytime it is removed and sent to the supporting Ilevel/D-level for inspection or maintenance.
e. The supporting I-level/D-level must initiate a new record each time the SSK is inducted
for repack or maintenance. Upon verification of the new record by the I-level QAR, CDQAR, or
CDI/D-level QA personnel, the old record may be destroyed.
f. Upon transfer of the SSK, the record must be sent to the new custodian. Update thecustody section of OOMA electronically transfer the SSK when it transfers to another command.
8.5.15.4.3 Fields
BASIC ASSEMBLY INFORMATIONBlock A1 - TYPE ASSEMBLY. Specific type seat kit assembly, for example, SKU-2/A.
Block A2 - SERIAL NUMBER. Serial number of seat kit assembly.
Block A3 - PART NUMBER. Part number of seat kit assembly.
Block A4 -FSCM. CAGE code for manufacturer of seat kit assembly.
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Block A5 - CONFIGURED FOR (TECS). Specific TEC.
Block A6 - CUSTODIAN ORG CODE. Organization code of activity to which the seat kit
is issued.
Block A7 - BU/SERNO. Bureau number of aircraft in which the seat kit is installed;
entered in pencil by O-level.
Block A8 - RFI DATE. Enter the YYMMDD the seat kit repack is completed.
Block A9 - RFI SH CYC. Maximum period of time seat kit may remain on shelf before
inspection cycle begins.
Block A10 - LATEST RFI. Latest date seat kit may be issued from RFI pool and still havea complete inspection cycle remaining. RFI date + RFI shelf cycle = latest RFI issue date
(YYMMDD).
Block A11 - DATE ISSUED. Enter the YYMMDD the seat kit was issued.
Block A12 - INSP CYCL. Inspection cycle specified by applicable aircraft PMIC deck and
NAVAIR 13-1-6-2.
Block A13 - SCHD RMVL DATE. Date issued + inspection cycle = scheduled removal
date (YYMMDD).
Block A14 - PACKED (NAME). Rate, first initial and last name of the individual who
packed the seat kit. The packer must sign the printed record.
Block A15 - INSPECTED BY (NAME & QA STAMP #). First initial, last name and QA
stamp number of the individual who inspected the seat kit during repack. The inspector
must sign and stamp the printed record.
Block A16 - ORG CODE. Organization code of I-level that inspected or packed seat kit.
SERVICE LIFE ITEMSBlock B1 - NOMENCLATURE. Nomenclature of service life items installed in seat kit.
Block B2 - PART #. Part number of item.
Block B3 - CONT #/LOT #. Contract or lot number of item.
Block B4 - SER #. Serial number of item (if applicable). NA if not applicable.
Block B5 - QTY. Quantity of item.
Block B6 - MFG DATE. Enter the year, month, and last day of the month (YYMMDD) the
item was manufactured.
Block B7 - INSRV DATE. Enter the year, month, and last day of the month (YYMMDD)
the item was placed in service or installed.
Block B8 - EXP DATE. Enter the computed year, month, and last day of the month(YYMMDD) the item will expire.
O2 SYS TEST (oxygen system test signatures).
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Block C1 - COMPLETED (NAME). Rate, first initial, and last name, of individual who
performed the oxygen system test.
Block C2 - INSPECTED (NAME & QA STAMP #). Rate, first initial, last name, and QA
stamp number of individual who inspected the oxygen system test. The inspector must signand stamp the printed record.
KIT TECHNICAL DIRECTIVESNOTES: 1. B coded (active) TDs on the NAT04 must be documented and not deleted fromthe record until removed from the NAT04 or until the item to which the TD wasincorporated has been removed or replaced. Failure to maintain an accurate
listing of active TDs invalidates the entire record.
2. Entries are not required or Aircrew System Change and Aircrew System
Bulletin amendments that are administrative in nature and do not require
additional work.
Block D1 - TYP. Type of TD, for example, 66 or 67.
Block D2 - NO. Basic number of TD.
Block D3 - REV. Revision letter of TD.
Block D4 - AM. Amendment number of TD.
Block D5 - QA. QAR or CDQAR stamp number or initials of individual inspecting TD
compliance.
Block D6 - ORG. Organization code of I-level/D-level completing TD.
Block D7 - DATE. TD compliance date (YYMMDD).
Block D8 - STAT. Status of TD.
LIFE RAFT HISTORY
Block E1 - TYPE ASSEMBLY. Type life raft assembly installed in seat kit.
Block E2 - PART #. Part number of life raft.
Block E3 - CONTRACT #. Contract number of life raft.
Block E4 - FSCM. CAGE code for manufacturer of life raft.
Block E5 - SER #. Serial number of life raft.
RAFT TEST RECORD
Block E6 - TEST CYCLE. Type of test performed on life raft. Document applicable cycle.
Block E7 - COMPLETED (NAME). Rate, first initial, and the last name, of the individual
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Block E8 - INSPECTED (NAME & QA STAMP #). Rate, first initial, last name, and QA
stamp number of the individual who inspected the life raft test. The inspector must sign andstamp the printed record.
LIFE RAFT TECHNICAL DIRECTIVESNOTES: 1. It is important to retain an accurate TD Compliance Record. B coded (active)
TDs on the NAT04 must be documented and not deleted from the record until
removed from the NAT04 or until the item to which the TD was incorporated has
been removed or replaced. Failure to maintain an accurate listing of active TDs
invalidates the entire record.
2. Entries are not required for Aircrew System Change and Aircrew System
Bulletin amendments that are administrative in nature and do not require
additional work.
Block F1 - TYP. Type of TD, for example, 66 or 67.
Block F2 - NO. Basic number of TD.
Block F3 - REV. Revision letter of TD.
Block F4 - AM. Amendment number of TD.
Block F5 - QA. QA number of individual inspecting TD compliance.
Block F6 - ORG. Organization code of I-level//D-level completing TD.
Block F7 - DATE. TD compliance date (YYMMDD).
Block F8 - STAT. Status of TD.
LOCAL USE. This space is provided for documenting any other data that is required but
not provided for in other blocks, for example, local inspection requirements and conditional
inspections not requiring repack.
NOTE: Additional documentation information for this record is in NAVAIR 13-1-6.3.
8.5.15.5 Aircrew Systems Record (OPNAV 4790/138)
8.5.15.5.1 Purpose. The Aircrew Systems Record (Figure 8-20) records current configurationand inspection history of ALSS components, kits, and assemblies.
NOTE: If the item is installed on an ejection seat, the Aircrew Systems Records will beinserted into the ejection seat AESR.
8.5.15.5.2 Initiation and Maintenancea. The Aircrew Systems Record will be initiated by the activity placing the ALSScomponent, kit, or assembly into service. When a new record is initiated and all data istranscribed and verified, the old record may be destroyed. When a component, kit, or assembly
has been involved in an aircraft mishap, the record must be forwarded per OPNAVINST 3750.6
and 13-1-6 series manuals.
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b. The record is maintained in the appropriate aircraft logbook or file.
c. The record must be securely attached to the equipment when issued. The activity
receiving the equipment must review the record for complete and accurate information. All
discrepancies must be resolved with the issuing activity prior to acceptance. Ensure electronic
receipt of the associated NALCOMIS OOMA ALS and verify the ALS is also complete andaccurate.
d. Upon installation, the record will be forwarded to Logs and Records for insertion in theaircraft logbook. In OOMA, enter the aircraft BUNO/SERNO in the BUNO/SERNO field. This
enables electronic transfer of the record when the aircraft it is installed in is transferred toanother command.
e. The record must accompany the component, kit, or assembly any time it is removed andsent to an I-level or D-level activity for inspection or maintenance.
f. Upon transfer of the component, kit, or assembly, the record must be sent to the newcustodian. Update the OOMA ALS and custody section to electronically transfer the record to
the receiving command.
8.5.15.5.3 Fields
Block A1 - TYPE ASSEMBLY. Identifies the complete assembly, for example, LPU-23.
Block A2 - SERIAL NUMBER. Serial number of assembly.
Block A3 - PART NUMBER. Part number of complete assembly.
Block A4 - FSCM. CAGE code for manufacturer of assembly.
Block A5 - CONT #. Contract number of basic assembly.
SERVICE LIFE ITEMS (within equipment)
Block B1 - NOMENCLATURE. Nomenclature of service life or controlled item.
Block B2 - PART #. Part number of service life or controlled item.
Block B3 - CONT #/LOT #. Contract number/lot number of service life or controlled
items. Always use lot numbers for explosive devices.
Block B4 - DODIC. DODIC or NALC of installed explosive device.
Block B5 - SER #. Serial number of installed item (if applicable) or NA.
Block B6 - QTY. Quantity of item.
Block B7 - MFG DATE. Enter the year, month and the last day of the month (YYMMDD)
the item was manufactured.
Block B8 - INSTL. Enter the year, month and the day of the month (YYMMDD) the item
was installed or placed in service.
Block B9 - EXP DATE. Enter the year, month and the last day of the month (YYMMDD)
the installed item service life will expire.
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TECHNICAL DIRECTIVESNOTES: 1. An accurate TD Compliance Record must be maintained at all times. B coded(active) TDs from NAT04 must be documented and not deleted from the record
until removed from NAT04 or until the item to which the TD was incorporated
has been removed or replaced. Failure to maintain an accurate listing of active
TDs invalidates the entire record.
2. Entries are not required for Aircrew System Change and Aircrew System
Bulletin amendments that are administrative in nature and do not require
additional work.
Block C1 - TYP. Type TD code, for example, 66 or 67.
Block C2 - NO. Basic number of TD.
Block C3 - REV. Revision letter of TD.
Block C4 - AM. Amendment number of TD.
Block C5 - QA. QAR or CDQAR stamp number or initials of individual inspecting TD
compliance.
Block C6 - ORG. Organization code of activity completing TD compliance.
Block C7 - DATE. TD compliance date (YYMMDD).
Block C8 - STAT. Status of TD.
LOCAL USE. This space is provided for documenting any other data that is required but
not provided for in other blocks, for example, local inspection requirements and conditional
inspections not requiring repack.
CURRENT INSPECTION DATA AND SIGNATURES
Block D1 - PACKED (NAME). Rate, first initial and the last name of individual who
packed the equipment. The packer must sign the printed record.
Block D2 - INSPECTED (NAME & QA STAMP #). Rate, first initial, last name and QA
stamp number of the individual who inspected equipment during repack. The inspector
must sign and stamp the printed record.
Block D3 - TEST CYCLE. If applicable, enter the cycle of the inspection that wascompleted (F, 1, 2, or 3).
Block D4 - ORG CODE. Organization code of activity performing the inspection.
Block D5 - RFI DATE. Date equipment completed inspection and repack (YYMMDD).
Block D6 - RFI SHF CYC. Maximum period of time an item may remain on shelf before
inspection cycle begins.

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Block D7 - LATEST RFI. Latest date item may be issued from RFI pool and still have acomplete inspection cycle remaining. RFI Date + RFI shelf cycle = latest RFI issue date
(YYMMDD).
Block D8 - CUSTODIAN ORG CODE. Organization code of activity to which equipment
is issued.
Block D9 - DATE ISSUED. Date equipment was issued (YYMMDD).
Block D10 - INSP CYCL. Inspection cycle specified by applicable aircraft PMIC andNAVAIR 13-1-6-2.
Block D11 - SCHD RMVL DATE. Date issued + inspection cycle = scheduled removal
date (YYMMDD).
NOTE: NAVAIR 13-1-6 series manuals contain additional documentation information forthis record.
8.5.15.6 Aircrew Personal Equipment Record (OPNAV 4790/159)
8.5.15.6.1 Purpose The Aircrew Personal Equipment Record (Figure 8-21) provides a record of
the configuration of personal ALSS issued to individual aircrew that require O-level inspection,
only.
NOTE: Aircrew personal equipment that requires inspection at the I-level must have aseparate Aircrew Systems Record (OPNAV 4790/138), paragraph 8.5.15.5.
8.5.15.6.2 Initiation and Maintenancea. The Aircrew Personal Equipment Record (OPNAV 4790/159) must be initiated by thecustodian O-level activity upon initial issue of personal equipment to the aviator or aircrewman.
On acceptance of an aviator or aircrewman, ensure electronic receipt of the Aircrew Personal
Equipment Record in OOMA is accurate and complete. Update the custody section of OOMA toelectronically transfer an aviator or aircrewman when they transfer to another command. If
aircrew report with previously-issued personal equipment and associated Aircrew Personal
Equipment Record, all data on the old record will be verified for accuracy and transcribed to a
new record. Only the most current record is required to be kept on file, the old record may bedestroyed.
b. The MO will designate where the Aircrew Personal Equipment Records and related files
will be maintained.
c. Record Retention. Each aircrewman must have a separate file containing the Aircrew
Personal Equipment Record (OPNAV 4790/159) and separate Aircrew Systems Records(OPNAV 4790/138) as needed. The aircrew flight equipment file will be constructed of a 9 x 12
folder with the Aircrew Personal Equipment Record (OPNAV 4790/159) firmly attached on theright side of the folder and all applicable Aircrew System Records (OPNAV 4790/138) placed on
the left.
NOTE: If not operating NALCOMIS OOMA, all maintenance actions performed on
aircrew personal equipment will be documented on a Visual Information Display
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System Maintenance Action Form (VIDS/MAF) (OPNAV 4790/60) per Chapter
15. After normal processing of the completed VIDS/MAF, Copy 3 will be placedin the aircrewman's flight equipment file beneath the Aircrew Personnel
Equipment Record (OPNAV 4790/159) until Copy 1 is received from the dataservices facility. Copy 3 can then be discarded. Copy 1 will be placed beneath theAircrew Personal Equipment Record (OPNAV 4790/159) and retained for aminimum of 6 months or one complete inspection cycle, whichever is greater.
8.5.15.6.3 Fields
Block A1 - NAME. First initial and last name of the aircrew person.
Block A2 - RANK/RATE. Rank or rate.
Block A3 - FLT BILLET. Position aircrew normally fills; for example: pilot, aircrew, orSAR crew.
Block A4 - ORG. Organization code to which aircrew is permanently attached.
Block A5 - BU/SERNO. Serial number of aircrew (first and last initials of name and last
four digits of the DOD ID Number).
RFI DATE. Date assembly completed inspection and repack (YYMMDD).
INSP CYC. Inspection cycle specified by.
DUE DATE. Date next scheduled periodic maintenance is due (YYMMDD).
AIRCREW EQUIPMENT LOG. The Aircrew Equipment Log will list all equipment issued
to aircrew, such as torso harness, G-suit, survival vest, helmet, strobe light, SRU-31/P andcompass. As an item is removed from service, it will be deleted from the record by drawing
a single red line through all information pertaining to that item. Information pertaining to
the removed items replacement will be annotated in the next available line below.
Block B1 - NOMENCLATURE. Nomenclature of equipment.
Block B2 - EQUIP. TYPE. Model number or part number of equipment. If model number
is not available, use part number.
Block B3 - CONT #/LOT #. Contract number or lot number of equipment.
Block B4 - DODIC. DODIC or NALC number of CAD, cartridge, or flare.
Block B5 - SER #. Serial number of equipment (if available).
Block B6 - QTY. Quantity of equipment.
Block B7 - CYC. Inspection cycle of equipment.
Block B8 - MFG. Date of manufacture of equipment (YYMMDD).
Block B9 - INSTL. Date equipment was placed in service, issued, or installed(YYMMDD).
Block B10 - EXP DATE. Expiration date of item (YYMMDD).
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TECHNICAL DIRECTIVESNOTES: 1. It is important to retain an accurate TD Compliance Record. B coded (active)
TDs from NAT04 must be documented and not deleted from the record until
removed from NAT04 or until the item to which the TD was incorporated has
been removed or replaced. Failure to maintain an accurate listing of active TDs
invalidates the entire record.
2. Entries are not required for Aircrew System Change and Aircrew System
Bulletin amendments that are administrative in nature and do not require
additional work.
Block C1 - EQUIPMENT TYPE. Type equipment of item that the TD was performed on,
for example, MA-2 and HGU-34/P.
Block C2 - SER #. Serial number of item.
Block C3 - TYP. Type TD code, for example, 66 or 67.
Block C4 - NO. Basic number of TD.
Block C5 - REV. Revision letter of TD.
Block C6 - AM. Amendment number of TD.
Block C7 - QA. QAR or CDQAR number or initials of individual inspecting TD
compliance.
Block C8 - ORG. Organization code of activity completing TD.
Block C9 - DATE. TD compliance date (YYMMDD).
Block C10 - STAT. Status of TD.
8.5.16 Naval Aircraft Flight Record (OPNAV 3710/4)
8.5.16.1 Purpose. The Naval Aircraft Flight Record (NAVFLIR) (OPNAV 3710/4) provides a
standardized DON flight activity data collection system. The NAVFLIR consists of an original
and two color-coded copies of no carbon required (NCR) paper. All three copies containidentical information. Procedures for filling out the form are outlined in CNAF M-3710.7.
8.5.16.2 Procedures. Maintenance Control will process completed NAVFLIRs as follows:a. Navy Procedures. A NAVFLIR is required for each attempt at flight. The aircraft or
mission commander's signature certifies completeness and accuracy of the form. MaintenanceControl screens the NAVFLIR and transcribes applicable data into aircraft logbooks. Operations
Department personnel will screen it and transcribe information into aviator logbooks. Ensuring
the validity of NAVFLIR data requires complete coordination between the analyst, MaintenanceControl, and the Operations Department.
b. Marine Corps Procedures. A NAVFLIR is required for each attempt at flight. The
aircraft or mission commander signs it, certifying completeness and accuracy. The operations
duty officer screens the NAVFLIR for completeness and accuracy and passes it to operations
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personnel. The NAVFLIR is screened by Operations Department personnel, who will separate
it and transcribe information into aviator logbooks. Ensuring the validity of NAVFLIRS datarequires complete coordination between the analyst, Maintenance Control, and the Operations
Department.
8.5.17 Support Equipment History Record (OPNAV 4790/51)
8.5.17.1 Purpose. The Support Equipment History Record (Figure 8-22) documents specificmaintenance history of aviation support equipment and associated equipment.
NOTE: OOMA and OIMA ALS data is the primary source of SE information. A
hardcopy OPNAV 4790/51 is only required for SE assets with scheduled Depot
level maintenance or rework requirements.
8.5.17.2 Fields:
NOTES: 1. Corrections will be made by drawing a single line through each erroneousentry and initialing next to the deleted line. The correct entry will be entered on
the next available line. Corrective tape or fluid is not authorized.
2. Personnel signing entries or initialing corrections on 4790/51 records do not
require logs and records signature authority.
EQUIPMENT IDENTIFICATIONBlock 1. NOMENCLATURE: Name listed on the equipment’s technical manual, forexample, Mobile Electric Power Plant.
Block 2. MODEL/TYPE: Model/type of equipment, such as A/S32A-45.
Block 3. SERIAL NUMBER: Serial number of the equipment. If the record is for multiple
items being managed as a lot (10.17.3.4.b), enter the word “LOT” and highlight it in yellow,
followed by the serial number of the first item. Enter the remaining serial numbers inColumn B (Remarks) of Section VI (Miscellaneous History). Serial numbers in Column B
may be annotated in pencil to enable changes to the lot.
Block 4. MANUFACTURER: Manufacturer's code or name.
SECTION I - CUSTODY AND TRANSFER RECORD
Block A. DATE TRANSFERRED: YYMMDD equipment was transferred.
Block B. FROM: UIC and name of the transferring activity, for example, 22178/USS
RONALD REAGAN.
Block C. TO: UIC and name of receiving activity.
Block D. AUTHORITY: List the reference directing the transfer. For example, theTransaction Report Authorization Number and DTG of the naval message directing transfer.
Block E. REMARKS: Clarifying comments by transferring or receiving activity. For
example, “RFI” or “Missing cable P/N 123-4.”
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Block F. DATE RECEIVED: YYMMDD and signature of person making logbook/record
entries.
SECTION II - RECORD OF REWORK (This section will be filled out by the rework activity,
only.)
Block A. DATE INDUCTED: Enter date (YYMMDD) equipment was inducted into
rework.
Block B. DATE COMPLETED: Enter date (YYMMDD) rework was completed.
Block C. DESCRIPTION OF WORK: Description of rework performed, such as“Complete rework” or “Inspect and Repair.”Block D. AUTHORIZATION: The reference authorizing the work, such as message DTG.
Block E. ACTIVITY: Rework activity that performed the work.
Block F. SIGNATURE: Signature of person making entries.
SECTION III - PRESERVATION/DE-PRESERVATIONBlock A. DATE PRESV: YYMMDD equipment was preserved.
Block B. RE-PRESV DUE DATE: Pencil entries for due date of next preservation integrity
check or re-preservation.
Block C. TYPE: Preservation category or level.
Block D. DATE DE-PRESV: YYMMDD equipment was depreserved.
Block E. DIRECTIVE COMPLIED WITH: Reference for preservation/depreservation
action.
Block F. REASON FOR INACTIVE STATUS: Examples: “Awaiting parts” or “Infrequent
use.”
Block G. ACTIVITY: Three-position organization code of activity performing the action,for example, AT6.
Block H. SIGNATURE: Signature of person that made the record entries.
SECTION IV - TECHNICAL DIRECTIVES
Block A. TECHNICAL DIRECTIVE IDENTIFICATION.
Block (1) CODE: TD Code.
Block (2) BASIC: TD basic number.
Block (3) INT: If interim TD, enter “I.” Otherwise, leave blank.
Block (4) REV: Revision letter (if applicable).
Block (5) AM: Amendment number (if applicable).
Block (6) PT: TD part number, for example, part 01, 02 (if applicable).
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Block (7) KIT: Kit number. Enter 00 if no kit is required.
Block (8) PRI: Enter “I” for Immediate, “U” for Urgent, “R” for Routine, or “K” forPreviously Incorporated (record purpose only).
Block B STATUS: Status of the TD. Authorized entries:
INC - Indicates TD has been completely incorporated.
NINC - This is a temporary entry made in pencil to indicate TDs that have been issued, but
not incorporated and TDs that are only partially incorporated.
NA - TDs that do not apply to the particular model or serial number.
NIS - This entry accounts for TDs that have not been issued. Only basic number and status
code entries are required, no signature is required. Entries are made in numeric sequence
and are normally made in pencil.
CANX - Enter the reference that cancelled the TD in Block C. TITLE/REMARKS section.
No title is required.
NOTE: When an incorporated TD is canceled, the status code remains INC.
Q (TD Removal) - Used when an incorporated TD is removed. Do not make a separate
entry to document removal of the TD. Draw a line through INC in the entry documenting
incorporation and insert Q in the same block. Log the authority for removal in SECTION
VI - MISCELLANEOUS HISTORY. If the TD is again incorporated, a new entry is
required. The original entry with status code Q will remain.
Block C. TITLE/REMARKS: Enter the title and a brief description of the TD.
Block D. COMPLIANCE
Block (1) BY (Activity): Three-position organization code of activity incorporating TD, forexample, AT6.
Block (2) DATE: The TD completion date (YYMMDD).
Block E. SIGNATURE: Signature of person that made the entries.
SECTION V - NDI and PROOFLOAD RECORD. This section records inspections
involving NDI and proof load testing, only.
NOTE: A photocopy or picture of the proofload tag will be kept on file in the SE
record.
Block A. TYPE INSPECTION: Type inspection performed, for example, “NDI” or “Proof
Load Test.”
Block B. DATE COMPLETED: Date (YYMMDD) the maintenance action was completed.
Block C. NEXT DUE: Date (YYMMDD) the next like NDI or proof load test is due.
Block D. ACTIVITY: The activity that performed the NDI or proof load test.
Block E. SIGNATURE: Signature of person that made the entry.
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SECTION VI - MISCELLANEOUS HISTORY RECORD. This section records significant
information provided in no other space. Examples of entries include: TD verifications; start orhour meter change; modification of scheduled PM inspection base date; replacement of major
components; hydraulic contamination; hydrostatic test dates for nitrogen bottles; forced removal
date for hoses or other components; and exposure to large quantities of salt water, fire
extinguishing agents, or other corrosive agents.
Block A. DATE. Date (YYMMDD) the entry is made.
Block B. REMARKS. A short narrative of the history being recorded and short activity
title name. Examples: "Verified TDRS NAT02 dated (YYMMDD), VFA-192.” Forequipment that includes cylinders, include the following statement, "Hydrostatic inspection
performed. Date (YYMMDD). Serno 123456."
NOTE: If the record covers multiple items being managed as a lot, list the serial number ofthe first item in Block 3 and the remaining serial numbers in Column B of Section
VI. Comments may be annotated in pencil to facilitate changes in serial numbers.
If any item in the lot does not receive a documented action in Section IV or V of
the OPNAV 4790/51 record, annotate (in pencil) the reason for non-compliancenext to the items serial number. When the action is completed, erase reason for
non-compliance and record item serial number in remarks column of Section IV
or V (as applicable).
Block C. SIGNATURE: Signature of person that made the entry.
8.5.17.3 Consolidation. SE Custody and Maintenance History Records (OPNAV 4790/51) may
be consolidated at any maintenance level when no space is available for further entries within
any one section. All sections will be closed out on the old form by drawing a single diagonalline across the entire card. The word “Consolidated” and the signature of the person that
consolidated the card will be entered on the diagonal line. Data will be transcribed to the newform using the following procedures:
EQUIPMENT IDENTIFICATION. Same as old record.
SECTION I - CUSTODY AND TRANSFER RECORD. Transcribe all information from the lastentry on the old record. Instead of signing Block F, insert the word “CONSOLIDATED.”SECTION II - RECORD OF REWORK. Transcribe all information from the last rework entry
on the old record. Instead of signing Block F, insert the word “CONSOLIDATED.”SECTION III - PRESERVATION/DE-PRESERVATION. If the item is NOT in preservation,no information will be transcribed. If the item is in preservation, transcribe all information fromthe last preservation entry. Instead of signing Block H, insert the word “CONSOLIDATED.”SECTION IV - TECHNICAL DIRECTIVES
Block A(1). CODE. Transcribe.
Block B. STATUS. Transcribe.
Block C. TITLE/REMARKS. Transcribe.
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Block D. COMPLIANCE. Enter the ORG code of the activity consolidating the SE
Record and the date (YYMMDD) the record was consolidated.
Block E. SIGNATURE. Enter the word “CONSOLIDATED.”NOTE: A blanket statement that reads “All TDs up to a specific TD have been
incorporated” is not authorized. Enter the basic numbers and associatedrevisions, amendments and parts associated with each Technical Directive Code
(TDC) and status, i.e. PINC, NA etc. Applicable TDs that have not been
incorporated or have been removed must have separate line entries. TDs
incorporated, but not documented, on the original OPNAV 4790/51 must have aseparate line entry on the consolidated form.
SECTION V - NDI and PROOFLOAD RECORD. Transcribe all information from the last entry
for each type of NDI or proof load testing on the old record. Instead of signing Block E, insert
the word “CONSOLIDATED.”SECTION VI - MISCELLANEOUS HISTORY RECORD. Transcribe Block A and B
information for the last entry of each like event, for example, last hydrostatic test date with serial
numbers, or last NAT02 verification. All entries will contain the original activity short title
followed by the word “CONSOLIDATED.” After consolidating all entries, insert a new entry in
the MISCELLANEOUS HISTORY RECORD with the date (YYMMDD) the consolidation wascompleted in Block A. In Block B, enter the statement “CONSOLIDATED. All entries are
certified to be correct.” In Block C, enter the signature of the person that consolidated therecord.
8.5.18 Mobile Facility Logbook and Inventory Record
8.5.18.1 Purpose. The Mobile Facility Logbook and Inventory Record (MF LIR) records
configuration and maintenance history for aviation MFs and major related equipment. When
implemented, the Electronic Logbook and Inventory Record (ELIR) is authorized in lieu of thehardcopy MF LIR.
NOTE: At minimum, records will be maintained for each Mobile Facility (MF),
Environment Control Unit (ECU) and Power Distribution Box (PDB).
8.5.18.2 MF LIR Part I consists of the following forms and records, in the sequence listed:a. Mobile Facility Logbook and Inventory Record - Table of Contents (OPNAV 4790/61)(Figure 8-23). Lists required forms and separators contained in the LIR.
b. Mobile Facility Logbook and Inventory Record - General Instructions (OPNAV 4790/62)(Figure 8-24). Provides instructions concerning the origination, custody, maintenance anddisposition of the LIR.
c. Mobile Facility Major Related Equipment Records - Table of Contents (OPNAV 4790/63)(Figure 8-25). The Table of Contents provides instructions on LIR forms and documentation.
d. SE Custody and Maintenance History Record (OPNAV 4790/51) (Figure 8-22) . An SE
Custody and Maintenance History Record must be maintained on each MF shell, running gear,
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air conditioner, Complexing/Decomplexing Tool (CDT), load bank, static mobile frequency
converter and tactical quiet generator per the procedures of 8.5.17.
8.5.18.3 MF LIR Part II consists of the following forms and records, in the sequence listed:a. Mobile Facility Logbook and Inventory Record - Table of Contents (OPNAV 4790/73)(Figure 8-26). This separator is maintained as a permanent part of the record and provides a listof separators and forms used in Part II of the LIR.
b. Mobile Facility Logbook and Inventory Record - Equipment List Part II Instructions(OPNAV 4790/73A) (Figure 8-27). Outlines inventory responsibilities and details how toaddress MF inventory shortages.
c. Inventory Equipment List Separator (OPNAV 4790/74) (Figure 8-28).
d. Inventory Record - Equipment List (OPNAV 4790/74A) (Figure 8-29). Provides aninventory record of equipment installed or in use and a list of inventory reports.
e. Inventory Record of Shortages Separator (OPNAV 4790/75) (Figure 8-30).
f. Inventory Record of Shortages Form (OPNAV 4790/75A) (Figure 8-31). This form
provides a record of shortages authorized by the appropriate ACC or TYCOM/MARFOR prior
to transfer or receipt.
NOTES: 1. Full identification data and SERNO are inserted on each page of the LIR toensure the forms are not lost when the record is removed from the logbook.
2. All forms except the OPNAV 4790/51, OPNAV 4790/74A, OPNAV 4790/75A
must be maintained as a permanent part of the record.
8.5.18.4 Initiation. The LIR is initiated when a MF is internally configured by the industrial
activity. The LIR must accompany the MF at all times, and will be maintained by the activity
having physical custody.
8.5.18.5 MF Auto Log Set (ALS) will be maintained per the procedures of 8.6.
8.6 Configuration Management Auto Log-set (CM ALS) Records
8.6.1 Introduction.
Configuration Management Auto Logs-sets (CM ALS) are electronic records generated within
NTCSS Optimized Organizational Maintenance Activity (OOMA).
8.6.1.2 Purpose.
CM ALS provide a detailed history of completed inspection, maintenance, repair, rework,
configuration, miscellaneous history, and usage of aircraft, engines, engine modules, and certain
equipment.
NOTE: Paper OPNAV records must continue to be maintained for all records listed inparagraph 8.5, with the following exceptions:
Structural Life Limits (OPNAV 4790/142)
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Monthly Flight Summary (CNAF 4790/21A)
Inspection Record (CNAF 4790/22A)
Repair/Rework Record (CNAF 4790/23A)
Technical Directives (OPNAV 4790/24A)
Miscellaneous History (CNAF 4790/25A)
Preservation/Depreservation Record (CNAF 4790/136A)
Equipment Operating Record (CNAF 4790/31A)
8.6.1.3 Contents.
Each CM ALS must have the following:a. Inventory list and details indicating aircraft, equipment, or component status.
b. Active and historical maintenance task list of special, phase, and conditional inspections;TDs; and scheduled removals.
c. Usage records and current usage for all parameters assigned.
NOTE: Data for which there is not a designated place in the CM ALS will be maintainedin a general file for paper records, for example, FCF and engine test cell run
sheets.
8.6.1.4 CM Management Module.
The CM Management Module is a general-purpose life usage and serialized configuration
tracking system for multiple weapon system types. The CM Module’s baseline data is
modifiable only by the baseline data owner. CM tracks usage parameters and TD compliance,schedules WOs, and provides the capability to have an owner that may be different than the userof an item. CM supports general classes of inventory using Assy Cd, WUC, and specific classes
of inventory using CAGE, P/N, NIIN, and cost. CM is updated using the maintenance and flight
module (MU, HUMS, SMART cards, etc.) (O-level only) in OOMA. Chapter 13 provides
additional information on the following CM ALS Module features and functions:a. WAN Explorer displays site database servers of Navy and Marine Corps sites. These sites
are separated into two groups: East Coast and West Coast. TYCOM activities (AIMDs,
squadrons, etc.) are tied together geographically.
b. Group Explorer is used to receive and transfer aircraft and equipment. It is divided into
two areas: The left side consists of the Inbox, Outbox, Sent (Items) and the organization(Primary) and its detachments. The right side consists of tabs or data pages displaying
information for the selected organization or group in the tree view.
c. Inventory Explorer provides the top to bottom breakdown of the aircraft, equipment andcomponents. The Inventory Explorer has the following tabs:

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(1) Inventory. Inventory Details indicate if an aircraft, equipment, or component is RFI,
non-RFI, or BCM by showing a red icon for non-RFI and BCM or green icon for RFI. Inventory
Subcomponents list all classes and subclasses of equipment and components details for a T/M/S.
(2) Task. Enables the user to establish, view, or modify the identity, definition and statusof a selected task. This box has icons that allow the user to Create Tasks, View Task Properties,
Determine Next Task Status, Suspend Task, Cancel Task, and Deconfigure Task (for completed
TD tasks).
(3) Task Plans. Enables the user to enter changes to the Deadline Date and Scheduled
Expenditure fields of a selected task plan. The top box has icons that allow the user to Create
Task Plans, View Task Plan Properties, Cancel Task Plan, Activate Suspended Task Plan,
Suspend Task Plan Step, and Complete Task Plan Step. The lower box has icons that allow theuser to View Task Properties, Next Task Status, Defer Task, Suspend Task, and Cancel Task fora specific task.
(4) Usage Records. The Usage Records box provides the user a display list of usage
records; for example: properties, delete and current usage.
d. Engine Configuration Baseline. Engine configuration baseline requirements are enteredinto OIMA as part of the engine induction process. The engine configuration baseline ispopulated in CM ALS when electronic records are transferred between OOMA sites. BothOOMA Engine CM and OIMA Engine CM must be maintained.
e. OOMA Flight Module. Applicable records and usage data are automatically updated
upon saving a NAVFLIR flight document.
f. CM Module Right Click Functionality:(1) Configuration Update Worksheet allows the user to update the P/N, SERNO andusage of inventory items.
(2) Logset Explorer displays historical information of an activity’s aircraft andequipment.
(3) Relocate enables the user to relocate aircraft, assemblies, and components to anorganization or detachment into the Outbox for transfer to another activity.
(4) Create Inventory allows the user to create aircraft and equipment inventory.
(5) Create Component allows the user to create a component to add a serializedcomponent in the database for processing through a repair cycle.
(6) Delete Inventory allows the user to delete aircraft, equipment, and component
inventories.
(7) Inventory Properties allows the user to view properties of inventory.
(8) Send Item to Button Laser allows the user to transfer historical information to a laser
button attached to a component.
(9) Search Inventory allows the user to search for CAGE and P/N inventory items.
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g. Drag and Drop. The drag and drop option allows removal and installation actions for
assemblies and components. The following procedures must be complied with to ensure proper
documentation is completed:(1) I-level and D-level activities must use the drag and drop option as the primary means
for updating assembly inventory trees on assemblies inducted for repair or rework such asengines and APUs. IMAs will ensure that a valid MAF documenting the removal/installation ofcomponents on an assembly has been completed within the NALCOMIS Optimized Intermediate
Maintenance Activity (OIMA) system.
(2) O-level activities will only use Drag and Drop when a WO cannot be used, forexample, administrative corrections for erroneously installed ALS by another command.
Whenever Drag and Drop is utilized in place of a WO at the O-level, an entry must be made in
the notes section of the ALS by personnel designated to sign logs and records.
NOTE: AMCM squadrons are authorized to use the drag and drop option to build
AMCM weapons systems sets for initial configuration of uninstalled AMCM
weapons systems. Installation of AMCM weapons systems on the aircraft will be
documented on a WO per Chapter 15 procedures.
8.6.2 CM ALS Management
8.6.2.1 General Managementa. CM ALS will be the primary source of aircraft, engine, engine modules, equipment andcomponent records for activities using OOMA or OIMA. Activities must maintain and update
the CM ALS records of all naval aircraft, engines and equipment in their physical custody.
b. CM ALS will be maintained by Maintenance Control (O-level), Production Control (Ilevel) or Maintenance Administration Work Center (Marine Corps). O-level MMCOs or AAMO
(Marine Corps) and I-level Production Control Officers are responsible for ensuring CM ALS isbeing properly documented. For contract maintenance, the on-site contract support liaison
officer will ensure verification of CM ALS records per the User Logistic Support Summary(ULSS) and the Contract Data Requirements List (DD 1423).
8.6.2.2 CM ALS Administrator
The CM ALS Administrator is the primary manager of CM ALS. The CM ALS Administrator
must have an in-depth working knowledge of CM ALS procedures and baseline management.
The CM ALS Administrator will be assigned to Maintenance Control, Production Control, or
Maintenance Administration (Marine Corps). Commercial activities and Depot FRCs will assign
the CM ALS Administrator as deemed most efficient to their operations. In addition to the basic
logbook and record responsibilities of 8.2.5, CM ALS Administrators are responsible for thefollowing CM ALS actions:a. Perform CM ALS transfers and receipts per 8.6.3.4.
b. Ensure all engine CM ALS is accurate in the Engine Configuration Baseline.
c. Conduct verifications per 8.3.3 and resolve any discrepancies.
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d. Monitor service life accumulations and keep Maintenance Control/Production Control
informed of high time items using the CM Maintenance Near Due Removal/Component Report,
CM Component Removal Due Report and CM Percent Life Remaining Report.
e. Submit Baseline Trouble Reports (BTR) per paragraph 10.9.
f. Process approved configuration baseline changes.
g. Screen WOs and MAFs and ensure CM ALS record entries are made.
h. Track warranty components in CM. Warranty information is located in the inventory
properties of CM.
i. Screen, close out, and move ALS to the OUTBOX at time of aircraft, engine, equipment,
or component transfer.
j. Provide Material Control with the nomenclature, PN, S/N and document number for any
ALS transferred or received via external media, such as e-mail or CD.
k. Submit Aircraft Inventory Readiness Reporting System (AIRRS) XRAY reports andEngine Transaction Reports (ETR) per 9.1.3 and 9.1.4.
l. Perform administrative actions for aircraft acceptance and transfer per 5.4.
m. Each working day, screen all folders under Inventory Explorer for any non-life-limited or
non-repairable item CM ALS that are no longer in the activity’s custody and transfer them to the“NON-REPAIRABLE ALS (PENDING DELETIONS)” sub-folder. At least once per week, theSA/A will screen the “NON-REPAIRABLE ALS (PENDING DELETIONS)” sub-folder anddelete unnecessary CM ALS. I-level activities will delete CM ALS for non-life-limited/nonrepairable items no longer in their custody.
n. I-level administrators must review the OIMA CM BCM folder and subfolders monthly
and remove CM ALS no longer in the activity’s custody. Only CM ALS records for life limited
and repairable components, identified in the T/M/S PMIC, will be transferred to OMAWHOLE(WHO, PAXRIVER). All other CM ALS will be deleted using the OOMA software inventory
delete process.
8.6.2.3 Aviation Life Support System (ALSS) Groups
IMA 800 Divisions will create an ALSS group in OOMA Group Explorer. Procedures:a. At a minimum, an ALSS (NRFI) group and an ALSS (RFI) group will be created with
sub-groups for each squadron supported, for example: VAQ-132, VAQ-133, and VAQ-135.
Sub-groups for IMA work centers or individual types of assets may be created based upon theorganizational needs of the activity.
b. The ALS for assets inducted into the IMA for maintenance will be filed in the ALSS(NRFI) group and squadron sub-group. Once RFI, the ALS will be moved to the ALSS (RFI)
group and appropriate squadron sub-group.
c. When an ALSS item is issued, the corresponding ALS will be transferred to the receiving
activity OOMA database along with a hardcopy printout of the related Aircrew Equipment
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Record (AER) and completed OIMA MAF. The issuing IMA will sign and annotate the dateissued and next scheduled removal date on the lower right side of the AER.
NOTE: If issuing an ALSS asset to an activity that does not operate OOMA, thecorresponding ALS will be moved to the receiving activity group in the issuing
IMA’s OIMA database. The ALS will be maintained in the squadron’s subgroupuntil the next inspection comes due as tracked by issue date.
d. Squadrons will obtain an electronic copy of all ALSS ALS in the squadron’s custody,
including ALSS pool items issued for detachment/deployment. Upon reporting to thedetachment/deployment site, the squadron will turn the ALS into the supporting IMA. The
receiving IMA will upload the ALS into their database and place it in the appropriate group andsubgroup. Upon return to homeport, the squadron will return the ALS for their squadron-owned
assets and the ALSS pool assets to the homeport supporting IMA.
NOTES: 1. A print out of the RFI ALSS asset ALS and completed MAF/WO will bemaintained with the RFI asset and issued with the gear to the receiving squadron.
2. Refer to the OOMA-SAG or OOMA-UM for procedures to build ALS.
8.6.2.4 D-Level Activity OOMA CM ALS Responsibilities.
D-level activities have the following OOMA CM ALS responsibilities for aircraft, engines,
engine modules, and equipment in their physical custody:
a. Use the OOMA drag and drop feature to manage assemblies and components within theaircraft/asset inventory tree.
b. Maintain OOMA CM ALS and ensure all life, time, or event limited structures andcomponents are accurately maintained and updated to reflect maintenance performed.
c. Create CM ALS if an aircraft, engine, engine module, component, or assembly has no
history of an existing CM ALS. If an aircraft, engine, component, or assembly is received
without an OOMA CM ALS, every effort will be made to locate CM ALS by contacting thetransferring activity or performing a search of the OMA wholesale server. If the appropriate CM
ALS is not available, the D-level activity must create the OOMA CM ALS using paper records.
At a minimum, all life-limited items listed in the PMIC must have an OOMA CM ALS createdprior to a change in physical custody.
d. If a non-OOMA aircraft in rework is scheduled for post-rework delivery to a non-OOMA
squadron, the D-level activity must maintain logbooks in the legacy format in which it wasreceived.
e. If replacement items are received from a squadron, as part of the 7R Process (out of scopeof D-level specifications being performed), the squadron is responsible for ensuring the correct
CM ALS for the item is transferred to the D-level activity that will perform the installation.
f. Perform configuration verification of all life, time, or event limited structures andcomponents, per the procedures of 8.3.3.
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g. Ensure all TDs accomplished on life, time, or event limited structures and components areproperly recorded in CM ALS.
h. Perform CM ALS updates, to include serial number and part number for any item which
has been altered during a D-level event or maintenance to ensure proper aircraft, engine, engine
module, component or assembly configuration is maintained, such as items modified, replaced,swapped or turned in to Supply for repair or replacement. This includes items which are not lifelimited but designated as a TCR within OOMA, but which were received, installed on theaircraft, engine, component or assembly, with an associated CM ALS.
i. Upon induction of an aircraft for standard rework, the Depot FRC will:(1) Perform an aircraft inventory and screen CM ALS for accuracy of entries relating to
all life, time, or event limited structures and components, screen all entries related to the rework.
(2) Maintain the CM ALS during rework. All major repairs, inspections and flight andoperational data will be recorded.
(3) When the aircraft is transferred, CM ALS will be transferred to the receiving activity
and to COMFRC FST HQ Logistics Group OMAWHOLE (WHO, PAXRIVER) per 8.6.3.4.a.3.
j. The Depot flight line is responsible for complying with CM ALS requirements while theaircraft being prepared for post-rework FCF. The Depot flight line will use the AADB and CM
ALS in OOMA for items required to be modified, replaced, swapped or turned in to Supply forrepair or replacement as a result of FCF.
8.6.3 General Procedures
8.6.3.1 Signatures
a. In addition to the signature authorities specified in 8.2.6, Marine Maintenance
Administration personnel (MOS 6046/6049) are authorized to sign CM ALS and records once
they have obtained the T/M/S, MALS, CM ALS and records qualifications in ASM and aredesignated in ASM by one of the personnel listed in 8.2.6. This includes MOS 6046/6049
personnel assigned to MEU Composite Squadrons, joint units, D-level activities, and Weapons
and Tactics Instructor screening teams.
b. In OOMA the signature certifying appropriate CM ALS record entries have been made or
no entries are required is automatically accomplished via the WO with the exception of
Miscellaneous, Repair/Rework, and Exceedance Record entries.
c. For I-level activities with CM ALS, all MAFs completed in OIMA must be screened andall CM ALS entries required in OOMA will have to be manually entered in CM. Refer to the
OMA-UG for OIMA updating procedures.
d. For Miscellaneous History, Repair/Rework, and Exceedance record entries, the person
making the CM ALS entry will have their name electronically entered in the “Entered By” block.
e. For I-level and D-level activities with CM ALS records, the signature is applied in the CM
Inventory Explorer tasks (Create, Task Properties, Next Task Status, Suspend Task and Cancel
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Task). Refer to the Organizational Maintenance Activity User Guide (OMA-UG) for detailed
information.
8.6.3.2 Entries
a. CM ALS entries will only be made by personnel designated by the MO (O and I-level), or
under the direct supervision of the individual responsible for CM ALS (D-level).
b. CM ALS entries follow the same general rules as 8.2.7.
c. Corrections to CM ALS records will only be made by personnel with the appropriate
Special Maintenance Qualification (SMQ). Procedures:(1) Corrections to aircraft usage entries will be accomplished in the Flight Document
prior to posting into history or manually done in CM task and usage modules.
(2) Corrections to Miscellaneous and Repair/Rework Record entries must be deleted prior
to authorized signature being posted. If the authorized signature has been posted, a newcorrected entry will be made. An entry will be made stating, “This is a corrected entry” with areference made to the invalid entry.
(3) Corrections to Serial Numbers (SERNO require justification in the Note section of theinventory properties of CM for that component SERNO. (Example: CM SERNO 0934AB for
Mission computer P/N 123456 was changed to 0634AB vice 0934AB. SERNO was verified tobe correct and all maintenance usage and maintenance history is applicable to this changed
SERNO. HSL-43 Maintenance Officer, LCDR MCFALLS.)
8.6.3.3 CM ALS Back-up.
CM ALS for each BUNO aircraft must be backed-up each week in PDF format on an external
media source, for example, CD, DVD, external hard drive or share drive. A minimum of the last
two weekly back-ups will be kept on file. At a minimum, SE CM ALS will be saved after
completing a scheduled or unscheduled maintenance action and after making a Miscellaneous
History entry on the item. The N422 folder on COMNAVAIRPAC SharePoint portal(https://cpf.navy.deps.mil/sites/cnap/default.aspx) has instructions on saving ALS using PDF
format, under Quick Links then AMAs.
8.6.3.4 Transfer and Receipt
a. CM ALS will be transferred via the CM Group Explorer at the time an aircraft, engine,
equipment or component is physically transferred to another activity, per the following
procedures:(1) O-level will electronically transfer repairable ALS for aircraft, AESR equipment, andcomponents to the receiving activity and will also transfer a CD copy of AESR ALS data with
the item. The CD will be stored in the manila envelope for the aircraft logbook or AESR.
(2) I-level activities will electronically transfer CM ALS to the receiving activity.
(3) D-level activities will electronically transfer ALS to OMAWHOLE (WHO,PAXRIVER) prior to returning engines and components to the supply system.
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NOTE: 1. OOMA-SAG, Appendix L, provides specific procedures for transferring ALS
from one command to another. Contact Naval Information Warfare Center Fleet
Support Center Help Desk at DSN 646-0543 / COMM (757) 443-0543 and (619)556-7726, spawards.fcm@navy.mil, or by submission of a trouble ticket via
https://seitsm.dc3n.navy.mil/ for assistance .
2. Classified CM ALS information will be updated and transferred to
OMAWHOLE (WHO, PAXRIVER) per applicable security regulations.
(4) ALS for non-life-limited or non-repairable items (including ALSS) will not betransferred to OMAWHOLE (WHO, PAXRIVER). O-level activities must create a sub-folder
titled “NON-REPAIRABLE ALS (PENDING DELETIONS).” Refer to 8.6.2.2.m for additional
procedures.
(5) When an OOMA activity transfers an aircraft or repairable life-limited item to an
activity that does not support CM ALS, the transferring activity must forward the associated CM
ALS record to the OMAWHOLE (WHO, PAXRIVER) via e-mail (OMAWHOLE@navy.mil),for storage.
b. CM ALS must be reviewed at the time an aircraft, engine, engine module, equipment, orcomponent is received. Procedures:(1) All discrepancies will be resolved prior to acceptance FCF (aircraft) or first operation(equipment and components). If information or data is missing, contact the OMAWHOLE office
COMFRC FST HQ Logistics Group. If connectivity to OMAWHOLE (WHO, PAXRIVER) is
not available, download CM ALS life-limited items via the OOMA item transfer function.
(2) An OOMA activity receiving an aircraft, engine, engine module, equipment, or
repairable life-limited items from an activity that did not use OOMA CM ALS is responsible for
updating all logbook historical data not previously entered on the CM ALS record. The activity
will search OOMA Top Tier component search via the DECKPLATE website(https://deckplate.navair.navy.mil/#/) for existing records. Select the DECKPLATE Reports
option and continue to the component search options by selecting Team content > Launch Shared
User Reports > RS Functions and Examples > OOMA Top Tier INV Search, and use one of thesearch options. For CM ALS records located within the OOMA architecture, the receiving
activity must contact the previous custodian to have the CM ALS record transferred.
NOTE: To prevent duplicate CM ALS records, new CM ALS records will not be createduntil contacting COMFRC FST HQ Logistics Group OMAWHOLE per 8.2.10.2.a.
c. Material Control/AMSU is responsible for the management and upkeep of the IN/OUT
boxes in CM via Inventory and Group Explorer. Upon verification of the receipt of ALS PN and
S/N in the INBOX, Material Control must relocate the ALS to the Primary folder within CM.
Upon verification of ALS located in the OUTBOX against the Material Control register,Material Control will transmit the ALS to the appropriate receipt activity.

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NOTES: 1. Material Control is responsible for contacting the transmitting activity if ALS
is not received in the INBOX. If unable to obtain the ALS, Material control willcontact Logs and Records for assistance.
2. Material Control must notify the IMRL manager when in receipt of ALS for
any SE/IMRL item.
8.6.3.5 Purging.
Purging CM ALS is defined as removing completed actions/tasks from a CM ALS. Procedures:
a. Only D-level activities and IMAs are authorized to purge or remove CM ALS data.
b. Aircraft and equipment CM ALS may be purged after two years from the completed
action/entry date from the last recorded flight. This will permanently remain in the integrated
data environment (IDE). The Miscellaneous History Record, Repair/Rework Record and TDs
that are NINC, INC, and PINC, will remain for the life of the aircraft. The last complete phaseand special inspection cycle will be maintained on the Inspection Record.
c. Component CM ALS records may be purged after two years from the completed
action/entry date from the last recorded flight. This will permanently remain in the IDE. The
Miscellaneous History Record, Repair/Rework Record and TDs that are NINC, INC and PINC,
will remain for the life of the component/assemblies. The last complete phase and special
inspection cycle will be maintained on the Inspection Record.
8.6.4 CM ALS Logbook Records
8.6.4.1 Flight Summary Record. The CM ALS Flight Summary Record is equivalent to theMonthly Flight Summary (OPNAV 4790/21A). Entry requirements are the same as directed in
8.5.2. The source for updating this ALS record is the Flight Module or CM Inventory Explorer
usage record.
NOTE: Any components with a usage parameter other the flight hours will be entered at
the end of each month via manual usage and upon transfer.
8.6.4.2 Inspection Record. The CM ALS Inspection Record is equivalent to the Inspection
Record (OPNAV 4790/22A). Entry requirements are the same as directed in 8.5.3. The CM
ALS Inspection Record includes the following tabs: Description, Completion Date, AFH/EFH,
Activity, Reference, MCN, and the electronic signature of the CDI from the completed WO.
Phase inspection, special inspection, and conditional inspection records are maintained on
separate tabs. The source for updating the Inspection Record is the Maintenance Module via a
WO or CM Inventory Explorer task and the CM Inventory Explorer task plans that are pushed
down from the COMNAVAIRSYSCOM baseline.
NOTE: Inspections performed on equipment for which a CM ALS AESR is required arelogged in the CM ALS AESR, per 8.6.4.9.
8.6.4.3 Repair/Rework Record. The CM ALS Repair/Rework record is equivalent to the
Repair/Rework Record (OPNAV 4790/23A). Entry requirements are the same as directed in
8.5.4.
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8.6.4.4 Technical Directives (TD) Record.
The CM ALS Technical Directives Record is equivalent to the Technical Directives (OPNAV
4790/24A) Record. The CM ALS TD Record includes columns for TD Code, Number, Interim,
Revision, Amendment, Part, Kit Priority, Issue Date, Title/Remarks, Maintenance Level, Manhours, Target Completion Date, Status, Completion Date, Activity and Signature. Entry
requirements are the same as directed in 8.5.5, with the following differences:a. CM Inventory Explorer tasks provide a detailed listing of TD requirements pushed downfrom the COMNAVAIRSYSCOM baseline.
NOTE: TD tasks will NOT be completed within the Task Properties of CM Inventory
Explorer. Refer to 10.10 Technical Directive (TD) Compliance Program fordetailed procedures.
b. TD status code NA does not apply within CM ALS. CM ALS TDs are directly linked toapplicable BUNO/SERNO and CAGE part/SERNO.
c. For airframe TDs requiring one time or continuing inspections, the initial, or one timeinspection, is logged on the CM ALS TD section. When this action has been completed, nofurther CM ALS entry is required for that TD.
d. TDs requiring continuing inspections are logged on the CM ALS inspection record.
Subsequent or continuing inspection requirements are pushed down from
COMNAVAIRSYSCOM Baseline Managers as required in the basic TD.
8.6.4.5 Miscellaneous History Record. The CM ALS Miscellaneous History record isequivalent to the Miscellaneous/History (OPNAV 4790/25A). Entry requirements are the sameas directed in 8.5.6.
8.6.4.6 Preservation/Depreservation Record. The CM ALS Preservation/Depreservation
Record is equivalent to the Preservation/Depreservation Record (OPNAV 4790/136A). Entry
requirements are the same as directed in 8.5.7. The record is electronically updated using theWO for O-level, or updated using CM tasks for I-level and D-level. This record includes thefollowing columns: Description, Completion Date, AFH/EFH, Activity, Reference, MCN, andSignature of the CDI from the completed WO.
8.6.4.7 Explosive Record. The CM ALS Explosive Record is equivalent to the Installed
Explosive Device Record (OPNAV 4790/26A. Entry requirements are the same as directed in
8.5.8. The CM ALS Explosive Record includes the following tabs: Identification, TD, Inst/Rem,
Components, Explosive, and Inspection. All installed explosive devices are recorded and areelectronically updated using the WO for O-level, or updated using CM tasks for I-level and Dlevel. CM ALSs for aircraft/ejection seat installed CADs must be deleted locally upon
replacement of the CAD. The squadron/D-level CM ALS administrator must verify that all WOs
are completed for replaced CADs prior to deleting the associated CM ALS.
NOTE: Do not transfer expired/replaced aircraft/ejection seat CAD CM ALSs to the local
IMA. The IMA is responsible for managing explosive device CM ALSs installed
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in equipment inducted to the IMA for repair or inspection (such as parachutes
and seat pans).
8.6.4.8 Component Record. The CM ALS Component Record is equivalent to the Inventory
Record (OPNAV 4790/27A). Entry requirements are the same as directed in 8.5.9. The CM
ALS Component Record lists all life-limited items installed on aircraft/equipment and includes
the following columns: Nomenclature, CAGE, P/N, SERNO, Installation Date, WUC, and POS.
8.6.4.9 CM ALS Aeronautical Equipment Service Record (AESR).
The CM ALS AESR is equivalent to the Aeronautical Equipment Service Record(OPNAV 4790/29) described in paragraph 8.4. The CM ALS AESR is contained in the
Identification record in the Logset Explorer, and includes the following tabs:
Identification Data, TD, Components, Miscellaneous History, Repair/Rework,
Preservation, Inspection, and Equipment Operating Record. Maintenance procedures:a. The AESR has been replaced by the Identification record in the Logset Explorer.
The Identification records are treated as equipment inventory and are viewed or updated
by using the CM Inventory Explorer and updated in the Maintenance module using a WO
to remove and replace the equipment.
b. The CM ALS AESR is maintained similarly to the aircraft CM ALS andaccompanies the equipment at all times. When equipment is installed as part of theaircraft, this record is maintained concurrently with and becomes part of the aircraft CM
ALS. Details on records that are used in both the CM ALS AESR and the aircraft CM
ALS are covered under the aircraft CM ALS section. The following records apply:
Inspection Record
Repair/Rework Record
Technical Directives Record
Miscellaneous History Record
Preservation/Depreservation Record
Explosive Devices Record (as applicable)
Component Recordc. Data for which there is not a designated place in the CM ALS AESR will be maintained ina general file for paper records, for example, engine set-up and engine test cell run sheets.
d. If a CM ALS AESR record is missing or required, contact COMFRC FST HQ Logistics
Group OMAWHOLE per 8.2.10.2.a for reconstruction of information/data or to have the latest
electronic record sent to your activity.
8.6.4.10 Equipment Operating Record (EOR). The CM ALS Equipment Operating Record isequivalent to the Equipment Operating Record (OPNAV 4790/31A). Entry requirements are thesame as directed in 8.5.10. This record includes the following columns: Date, Usage
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Parameters, Monthly Usage and Accumulative Usage. The source for updating the CM ALS
Equipment Operating Record is the Flight document or CM Inventory Explorer usage record.
NOTE: Any components with a usage parameter other the flight hours will be entered at
the end of each month via manual usage and upon transfer.
8.6.4.11 Module Service Record (MSR)
The CM ALS Module Service Record is equivalent to the Module Service Record (OPNAV
4790/135). Entry requirements are the same as directed in 8.5.11. The CM ALS Module Service
Record includes the following tabs: Identification, TD, Components, Miscellaneous History,
Repair/Rework, Exceedance, Preservation, Inspection, EOR, and Installed/Removed. The MSR
is treated as engine equipment inventory and viewed or updated by using the CM Inventory
Explorer or a WO to remove and replace the module. When the module is installed as part of anaircraft engine, the record is maintained concurrently with, and becomes part of, the aircraft
engine CM ALS AESR. The OMA-UG/Online Help provides detailed information of the recordand hot link definitions for functionality. Procedures:
a. A CM ALS MSR must be maintained for each module in a modular engine.
b. The CM ALS MSR will accompany the module at all times. If the module is removed
from an engine, a paper copy of the MSR will be attached to the module and will accompany themodule to its final destination. The electronic CM ALS MSR record will be transferred to thereceiving activity via CM Group Explorer.
c. If a CM ALS AESR record is missing or required, contact COMFRC FST HQ
Logistics Group OMAWHOLE per 8.2.10.2.a for reconstruction of information/data.
8.6.4.12 CM ALS Aircrew Equipment Record.
CM ALS Aircrew Equipment Record (AER) contains detailed information for aircraft-installedaircrew equipment and components. The CM ALS AER record is equivalent to the Aircrew
Systems Record (OPNAV 4790/138) and the Aircrew Personal Equipment Record (OPNAV
4790/159) described in 8.15.5.5 and 8.5.15.6. Entries are the same as specified in the applicable
record in 8.15.5.5 or 8.5.15.6. CM ALS AERs include the following tabs: Identification Data,
TD, Repair/Rework, ALSS (shelf life and service life), Inspection, Components, Miscellaneous
History, INST/REM, and Preservation. Procedures:a. The CM ALS AER report includes the following three sections: Aircrew Equipment,
TDs, and Inspections. All three sections of the report will be inserted in the appropriate aircrew
file for personally-mounted equipment or the aircraft logbook for aircraft installed equipment.
b. The activity placing the aircrew equipment in service will initiate the CM ALS.
c. The CM ALS AERs contain detailed information for installed aircrew equipment orcomponents. The reports include the following sections: Aircrew Equipment, TDs, andInspections. All three reports will be inserted in the appropriate aircrew file for personalmounted equipment or the aircraft logbook for aircraft installed equipment.
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d. Upon transfer of the aircrew equipment, the record must be forwarded to the newcustodian. The receiving custodian will review the CM ALS to verify it is complete andaccurate. All discrepancies in the record must be resolved with the issuing activity prior toacceptance of the aircrew equipment.
NOTE: Where appropriate, life-limited ALSS consumables can be consolidated bynomenclature and grouped into lots based upon the Contract/Lot Number of theitems, for example, if 50 installed bagged waters have two different Contract/Lot
Numbers within the entire group, the 50 items can be consolidated into two
different ALS vice 50 different ALS. Items grouped together by Contract/Lot
Number with different removal dates will have the removal date for the entire lot
based upon the item in the lot with the earliest removal due date.
8.6.4.13 Life-limited Component Record. The Life-limited Component Record is used torecord maintenance history, installation and usage data for components with a defined
operational life-limit for certain specified components. Depending on the component
characteristics, the Life-limited Component Record is equivalent to the Scheduled Removal
Component Card (OPNAV 4790/28A) (8.5.14), Assembly Service record (OPNAV 4790/106A),(8.5.12), or Modular Service Record (OPNAV 4790/135)( 8.5.11). The record includes thefollowing tabs: Identification, TD, Components, Miscellaneous History, Repair/Rework,
INST/REM, Exceedance (as required), Inspection, and Preservation. When the component isremoved from the aircraft or equipment, the record accompanies the component. These records
are treated as equipment inventory and are viewed or updated using the CM Inventory Explorer
or a WO to remove and replace the component. The OMA-UG/Online Help provides detailed
information of the record and hot link definitions for functionality.
NOTES: 1. A missing or incorrect Life-limited Component Record causes the item to beunusable. If the OMAWHOLE does not have the electronic record, contact the
responsible FST for determination of serviceability. Refer to 8.2.10.2.a and8.2.10.2.j.
2. For components with Action Taken (AT) Code BCM 9, annotate BCM 9 in the
item’s Miscellaneous History and transfer the record to OMAWHOLE (WHO,PAXRIVER).
8.6.4.14 Tracked Component Record. The Tracked Component Record (TCR) is used torecord maintenance history for repairable components not designated as life-limited. The TCR
is equivalent to the Equipment History Record (EHR) Card (OPNAV 4790/113) described in
8.5.13. The TCR includes the following tabs: Identification, TD, Repair/Rework, Preservation,
INST/REM and Inspection. The record is maintained as part of the CM Inventory. The OMAUG/Online Help provides detailed information of the record and hot link definitions forfunctionality.
NOTES: 1. Loss of a TCR does not render the item unusable. If a TCR is missing or notreceived, contact the OOMA Electronic Repository located at COMFRC FST HQ
Logistics Group for reconstruction information/data or obtain the latest
electronic record.
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2. When notified that a TCR is no longer required, the Baseline Manager willchange the record to untracked or delete the component from the baseline.
8.6.4.15 Untracked Record. The Untracked Record is used for identification of componentsthat are designated in the CM baseline as untracked (UNTRK). The record includes thefollowing tabs: Identification Data and Components.
8.6.5 Contingency Operations.
In the event that OOMA or OIMA becomes inoperable, activities will operate under thefollowing procedures:
a. Maintenance will be documented on a VIDS/MAF form (OPNAV 4790/60) or a blank
paper copy of an OOMA WO (O-level) or OIMA MAF (I-level) per the applicable Chapter 15 or
Chapter 16 procedures.
b. CM ALS for assemblies and parts received during contingency operations will beobtained and added to the Primary folder in CM Inventory Explorer prior to commencing theback fit of electronic A Sheets, WOs and flight documents.
NOTE: Activities receiving CM ALS from the OMAWHOLE are responsible for backfitting all logbook historical data not previously entered into the CM ALS module
while the aircraft/asset was in the custody of a non-NTCSS Optimized OMA
NALCOMIS activity.
c. Any hard copy logbook or OPNAV record entries made while OOMA or OIMA were
unavailable must be back fitted into the applicable CM ALS in chronological order as soon as
possible after connectivity is reestablished.
d. Upon completion of the back fitting process, a verification of the Flight module, theMaintenance module and the ALS CM Inventory Explorer must be performed for the affectedaircraft, assemblies, or tracked assets.
e. In the event the system is unrecoverable, perform disaster recovery per the OMA-SAG
and contact the Naval Information Warfare Center Fleet Support Center at DSN 646-0534 or
COMM (757) 443-0534 for a data recovery push.

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AERONAUTICAL EQUIPMENTSERVICE RECORDNOMENCLATURE OF EQUIPMENTREPLACEMENTIntervalDue

TYPE

SER NO. (Hub if prop.)

MODEL

INSTALLED ON -MODEL

BUNO/SERIAL NO.

BY (Activity)

DATE

CURRENT ENGINE OR PROPELLER POSITION NO.

DEPARTMENT OF THE NAVY , CHIEF OF NAVAL OPERATIONSOPNAV4790/29 (1-84)

NOTE :DO NOT ROLL OR BEND
secured with a suitable fastener.

When removed from the log book for separate shipment( e . g . , a metal file fastener) at the points indicated, this record must be. DO NOT USE STAPLES

Figure 8-1: Aeronautical Equipment Service Record (OPNAV 4790/29)
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AESR

4790/
31A

4790/
22A

4790/
23A

4790/
24A

4790/
25A

4790/
136A

4790/
26A

4790/
27A

4790/
101

4790/
137

4790/
138

Expeditionary
Airfield System

M

M

M

M

M

M

*

*

*

*

*

Magnetic
Minesweeping
Gear

M

M

M

M

M

M

*

*

*

*

*

SE Gas Turbine
Engine

M

M

M

M

M

M

*

*

*

*

*

EngineTest Cell

M

M

M

M

M

M

*

*

*

*

*

AN/AWW-13
Control Monitor
Set

M

M

M

M

M

*

*

*

*

*

*

UAS Ground Control
Systems

M

M

M

M

M

M

M

NOTE
M - Indicates a mandatory form.
* - Indicates the form is to be used if applicable.

Figure 8-2: Non-Aircraft Equipment AESR Matrix
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Figure 8-3: Structural Life Limits (OPNAV 4790/142)
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Figure 8-4: Monthly Flight Summary (OPNAV 4790/21A) (Sample)
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Figure 8-5: Inspection Record (OPNAV 4790/22A)
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Figure 8-6: Repair/Rework Record (OPNAV 4790/23A)
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Figure 8-7: Technical Directives (OPNAV 4790/24A)
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Figure 8-8: Miscellaneous/History (OPNAV 4790/25A)
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Figure 8-9: Preservation/Depreservation Record (OPNAV 4790/136A)
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Figure 8-10: Installed Explosive Device Record (OPNAV 4790/26A)
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Figure 8-11: Inventory Record (OPNAV 4790/27A)
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EQUIPMENT OPERATING RECORD
Entry required at end of month and upon transfer
1. EQUIPMENT

4.
MONTH
AND
YEAR

5. OPERATING HRS
a.
THIS
MONTH

b.
ACCUM

6. MONITORING SYSTEM DATA(e.g., TSR, STARTS, COUNTS, ROUNDS)a.
(1) THIS
MONTH

b.
(2)
ACCUM

(1) THIS
MONTH

c.
(2)
ACCUM

2. T / M / S

3. SERIAL NUMBER

7.

8.

d.

(1) THIS
MONTH

(2)
ACCUM

(1) THIS
MONTH

(2)
ACCUM

ACTIVITYREMARKSPERMANENT RECORDOPNAV 4790/31A (1-15)

Figure 8-12: Equipment Operating Record (OPNAV 4790/31A)
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Figure 8-13: Module Service Record (OPNAV 4790/135) (Page 1)
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Figure 8-13: Module Service Record (OPNAV 4790/135) (Page 2)
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Figure 8-13: Module Service Record (OPNAV 4790/135) (Page 3)
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Figure 8-13: Module Service Record (OPNAV 4790/135) (Page 4)
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Figure 8-14: Assembly Service Record (OPNAV 4790/106A) (Front)
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Figure 8-14: Assembly Service Record (OPNAV 4790/106A) (Back)
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Sample Periodic Maintenance Information Card Entries
NOMENCLATURE
Servocylinder
Trunnion Assembly
Housing Assembly

PART/MODELNUMBER
X2330-10
X2450-15
X2550-20

DISPOSITION
OverhaulOverhaulRetireREMOVAL
INTERVAL
1800 hrs
4200 hrs
5700 hrs

JUSTIFICATION/
REMARKS
Note 1
Note 2
Note 2

Notes: 1. Assembly Service Record, OPNAV 4790/106A, applies.
2. Subassembly of Assembly Service Record item.
Procedures for Determining Replacement Due and Time Remaining Entries:
1. Screen the Section II, III, IV and VI entries to determine which component has the least amount ofoperating time remaining.
a. Trunnion assembly is authorized 4200 hours operating time between overhaul and currently has 0
hours operating time since overhaul; therefore, it can be operated for 4200 hours.
b. Housing assembly is authorized a total service life of 5700 hours before it must be retired andcurrently has 4000 hours time since new accumulated; therefore, it can be operated for 1700 hours.
c. Servocylinder assembly is authorized 1800 hours operating time between overhauls and currently
has 0 operating time since overhaul; therefore, it can be operated 1800 hours.
2. In this example, the housing assembly becomes the limiting factor when determining the replacement
due time for the assembly. The replacement due for the assembly is based on the 1700 hours of operatingtime remaining for the housing assembly, which is added to the aircraft time since new at time ofassembly installation. 8975 + 1700 = Replacement Due at 10,675.

Figure 8-15: Assembly Service Record Entries (Example)
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Figure 8-16: Equipment History Record (EHR) Card (OPNAV 4790/113) (Front)
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Figure 8-16: Equipment History Record (EHR) Card (OPNAV 4790/113) (Back)
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Figure 8-17: Scheduled Removal Component Card (OPNAV 4790/28A) (Front)

Figure 8-17: Scheduled Removal Component Card (OPNAV 4790/28A) (Back)
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PARACHUTE RECORD
A1. TYPE ASSEMBLY

A2. SERIAL NUMBER

A/P28S-32(V)4BASIC

A3. PART NUMBER

MB0600A9. LATEST RFI

MBEU147713

A12. SCHD RMVL DATE

920608980309A8. RFI SHF CYC

A11. INSP CYCLASSEMBLY
INFO

A4. CONFIGURED FOR (TECS)

A5. CUSTODIAN ORG CODE

AFWE

A6. BU/SER NUMBER

GB8159633

SIGNA-

A13. PACKED (NAME)

A14. INSPECTED (NAME & QA STAMP #)TURES

PR2 R. JOHNSON

PR1 D. HEARN

90

2190

A15 ORG CODE A7. RFI DATE

M13

W5F

A10. DATE ISSUED

920310920310SERVICE LIFE ITEMS
B1. NOMENCLATURE

B2. PART #B3. CONT #/LOT #B4. SER #B5. MFG DATE

B6. INSTL DATE

B7. EXP DATECANOPY PARA ASSY

MBEU147610

N0019-85-C-0143

UNK

910731920301040331

RISERS ASSY

MBEU147689

N0019-85-C-0143

UNK

910531920301040331

WITHDRAWAL LINEMBEU147607

N0019-85-C-0143

UNK

911101920301040331SLEEVE DEPL ASSY

MBEU147716

N0019-85-C-0143

UNK

910831920301040331STRAP CROSS CNTR

MBEU141488

N0019-85-C-0143

UNK

910731920301040331

ELECT PACK ASSY

852AS101

CAX91L004-052

29665

911130940216

991130ELECT PACK ASSY

852AS101

CAX91L004-052

29666

911130940216

991130BATTERY

852AS102

CAX94A002-041

0126

940131940216980131BATTERY

852AS102

CAX94A002-041

0127

940131940216980131CARTRIDGES AND CARTRIDGE ACTUATED
DEVICESC1. NOMENCLATURE

C2. PART #C3. CONT #/LOT #IMPULSE CARY

851AS275

IMPULSE CARY

851AS275

C4. DODIC

C5. SER #HCX93L003006

MW19

6979

HCX93L003006

MW19

6978

C6. MFG DATE

C7. C.O. DATE

C8. EXP DATE

931130940216990228931130940216920228TECHNICAL DIRECTIVES
D1.

D2.

D3. D4. D5.

D6.

D7.

D8.

D1.

D2.

D3.

TYP

NO.

REV AM QA

ORG

DATE

STAT TYPNO.

REV AM QA

D4. D5.

D6.

D7.

D8.

D1.

D2.

D3. D4. D5.

D6.

D7.

D8.

ORG

DATE

STAT TYPNO.

REV AM QA

ORG

DATE

STAT

LOCAL USEOPNAV 4790/101

PAGE 01 OF 01

Figure 8-18: Parachute Record (OPNAV 4790/101) (Example)
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SEAT SURVIVAL KIT RECORD
A1. TYPE ASSEMBLY

A2. SERIAL NUMBER

A3. PART NUMBER

1370

SKU-2

BASIC

A10. LATEST RFI

A4. FSCM

221J100-1

A13. SCHD RMVL DATE

970304980227A9. RFI SHF CYC

A12. INSP CYCL

30941

ASSEMBLY
INFO

A5. CONFIGURED FOR (TECS)

A6. CUSTODIAN ORG CODE

AAED

A7. BU/SER NUMBER

GB8156479SIGNA-

A14. PACKED (NAME)

A15. INSPECTED (NAME & QA STAMP #)TURES

PR3 J. JONESPR1 R. JOHNSON

90

448

A11. DATE ISSUED

A16 ORG CODE A8. RFI DATE

961206991204

W5F

478
SERVICE LIFE ITEMS
B5. QTY

B8. EXP DATE

B1. NOMENCLATURE

B2. PART #B3. CONT #/LOT #B4. SER #BEACON URT-33A

7037618-10

N00383-95-C-5513

0010011960601961203BATTERY

7747390-10

F41608-92-D-3079

001211

1961001961201991031ASPIRIN

51079 005 22

7L398

NA

10

941101961203

991130EYE OINTMENT

0168-0079-038

6041

NA

1

941001961203991031IMODIUM50458-400-01

95B100NA

10950201961203000228SIGNAL SMOKE

712793

ATV94L005008

NA2941130961204InDefinite

BAGGED WATER

MIL-W-44126

088-2

NA

3

931201961203981231B6. MFG DATE

C1. COMPLETED (NAME)

C2.. INSPECTED (NAME & QA STAMP #)TEST:

PR3 B. BROWN

PR1 R. SMITH

LIFE RAFT

E1. TYPE ASSY

E2.. PART #E3. CONTRACT # E4. FSCMHISTORY

LR-1

MIL-L-81542A9AS0

N00383-92-C-4639

RAFT TEST

E6. TEST

E7. COMPLETED (NAME)

E8. INSPECTED (NAME & QA STAMP #)RECORDCYCLE: 1

PR3 J. JONESPR1 R. JOHNSON

02.

SYS

81B

30003

E5.

KIT TECHNICAL DIRECTIVES

SER #
876

47B

RAFT TECHNICAL DIRECTIVES
F1.

F2.

F3.

TYP

NO.

REV AM QA

F4. F5.

F6.

F7.

F8.

F1.

F2.

F3.

ORG

DATE

STAT TYPNO.

REV AM QA

F4. F5.

B7. INSRV DATE

F6.

F7.

F8.

ORG

DATE

STAT

D1.

D2.

D3.

D4.

D5.

D6.

D7.

D8.

TYP

NO.

REV AM

QA

ORG

DATE

STAT

66

0468

81B

W5F

920801 INC

67

0556

81B

W5F

920801 INC

67

0684

81G

W5F

931015 INC

67

0721

81J

W5F

940927 INC

67

0684

81H

W5F

961204 INC

C

A

1

LOCAL USEOPNAV 4790/137

PAGE 01 OF 01

Figure 8-19: Seat Survival Kit Record (OPNAV 4790/137) (Example)
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A1. TYPE ASSEMBLY

AIRCREW SYSTEMS RECORD

A2. SERIAL NUMBER

SKU-2

A4. FSCM

A3. PART NUMBER

156

A5. CONT #30003 N00383-94-C-045P

63A80H1-601

SERVICE LIFE ITEMS
B5. SER #B6. QTY

B7. MFG DATE

B8. INSTL

N00383-91-C-9259

02005

1

910331961216451-95-M-M534

0114

1

951231961216

A3-01-0307

FA1608-88-C-3889

25771

1

920228961216BATTERY BA1568U

BA-1568U

DAAB07-95-D-1023

114

1950430961216980430BAGGED WATER

MIL-W-44126

L523

NA

17

940531961216990531BAGGED WATER

GC536W1

01

NA

15

930630961216980630

FOOD PACKETS

MIL-F-15381

UNK

NA

20

930228961216EYE OINTMENT

0168-0079-38

CON 87-002

NA2950131961216980131

SIGNAL KIT

2112952

SGK92L002003

L258

NA

2

921130961216InDefinite

MAR SMOKE ILL

3139734

MEI93B001018

L283

NA

6

930228961216InDefinite

POVIDONE IODINE

NDC0034-2100-02

2K53

NA

2

940430961216970930STROBE LT SDU-5E

MIL-L-38217

UNK

12200

1

900731961216BATTERY

BA1574U

DAAB07-95-F-0027

UNK

1950731961216980731MAR SMOKE ILL

3139734

MEI94L002021

NA

4941130961216InDefinite

B1. NOMENCLATURE

B2. PART #B3. CONT #/LOT #RADIO SET PRT-5

10800000BATTERY PACK10800100

RADIO PRC-90-2

B4. DODIC

L283

B9. EXP DATE

980430TECHNICAL DIRECTIVES
C1.

C2.

TYP NO.

C3.

C4. C5.

REV AM QA

A

C6.

C7.

C8.

C1.

C2.

C3.

ORG

DATE

STAT TYPNO.

REV AM QA

67

0684

45B

W5F

960512

INC

67

0808

45B

W5F

960512

INC

67

0805

45B

W5F

960512

INC

67

0657

45B

W5F

960512INC

A

C4. C5.

C6.

C7.

C8.

C1.

C2.

C3.

ORG

DATE

STAT

TYP

NO.

REV AM QA

C4. C5.

C6.

C7.

D8.

ORG

DATE

STAT

LOCAL USE

CURRENT INSPECTION DATA AND SIGNATURES
D1. PACKED (NAME)

D2.. INSPECTED (NAME & QA STAMP #)PR3 B. BROWNSGT R. YANEZ

D5. RFI DATE
961217

D6. RFI SHF CYC
90

D7. LATEST RFI
97031775B
D8. CUSTODIAN ORG
CODE
GB8

D3. TEST CYCLE
1

D4. ORG CODE
W5F

D9. DATE ISSUED
961218D10.

INSP CYCL

D11.

SCHD RMVL DATE

224

970730OPNAV 4790/138

PAGE 01 OF 01

Figure 8-20: Aircrew Systems Record (OPNAV 4790/138) (Example)
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AIRCREW PERSONAL

A1. NAME

A2. RANK/RATEEQUIPMENT RECORD

R. BOYLES

LTCOL

A3. FLT BILLET

A4. ORG

A5. BU/SER

RFI DATE

INSP CYC

PILOT

GB6

RB148696122030

970119B5. SER #B6. QTY

B7. CYC

B8. MFG

B9. INSTL

B10. EXP DATEDUE DATE

AIRCREW EQUIPMENT LOG
B1. NOMENCLATURE

B2. EQUIP. TYPE

B3. CONT #/LOT #B4. DODIC

COVERALLS FLYER R

8415010438387

DLA100-92-C-0443

RB14863360920331940115FLYER JACKET IN

MIL-J-7823

DLA100-91-F-EC85

RB14861360

910131920512FLYER GLOVESMIL-G-81188

DLA100-90-D-4010

NA

1

360

950228961127

HELMET HGU-85P

89D7981-7

N00383-92-G-K500

07511

1

90

940531961127

MASK MBU-16V1P

G012-1050-01

UNK

188

1

30

890331961127

ANTI-G CSU-13P

MIL-A-83406B

F41608-89-D-2035

0073201

180890430921015HARN ASSY PCU33P

829AS100-7

N00383-83-C-1611

0045

1

90

840331930105SURV VEST SV-2B

67A100D2-401

DLA100-90-C-0551

00147

1

90

950331950823SURVIVAL KNIFE

MIL-K-8662

N00077-92-D-4410

RB1486190920430920512

STROBE LT SD-5E

MIL-L-38217

DLA400-87-F-2352

122259190890630950823BATTERY

BA1574U

DAAB02-95-F-0027

0129

1

90

950731950823

FLASHLIGHT

MX-991U

UNK

RB14861

90

SNAP HOOK KNIFE

MIL-K-25594

N00383-90-C-8967

NA

1

90

910531950823

WRIST COMPASSWCC100N00383-85-C-4188

NA

1

90

940228950823

SIGNAL MIRROR

MIL-M-18371-E

DLA400-86-C-5285

NA

1

90

860331950823MAR SMOKE & ILL

3139734

MEI93B001018

L283

UNK

1

90

930228950823InDefinite

SIGNAL KIT

2150423

SGK88H001011

L118

UNK

1

90

880831950823InDefinite

FLIGHT BOOTS

MIL-B-24911

DLA100-90-C-4307

NA

1

360

910630961006BATTERY

BA1574U

DAAB02-95-F-0027

0129

1

90

950731950823

C1.

C2.

C3.

EQUIPMENT TYPE

SER #TYP NO.

MBU-16V1P MASK

188

66

560

SIGNAL KIT

UNK

67

657

SV-2B SURV VEST

00147

66

569

SV-2B SURV VEST

00147

66

599

990331950731950823980731TECHNICAL DIRECTIVES
C4.

C5.

C6. C7.

1
A

C9.

C10.

C1.

C4.

C5.

C6. C7.

C8.

C9.

C2.

C3.

SER #

TYP NO.

MAR SMOKE & ILL

UNK

67

684

47

GB8

950808INC

HGU-85 HELMET

07511

66

499

47

GB8

950808INC

INC

SV-2B SURV VEST

00147

67

820

24

GB8

950821INC

INC

SV-2B SURV VEST

00147

66

436

47

GB8

950808INC

ORG DATESTAT EQUIPMENT TYPE

47

GB8

950808

INC

47

GB8

950808

INC

47

GB8

95080824

GB8950821REV AM QAA

C8.

REV AM QAAA

ORG DATEOPNAV 4790/159

PAGE 01 OF 01

Figure 8-21: Aircrew Personal Equipment Record (OPNAV 4790/159) (Example)
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Figure 8-22 (page 1): SE Custody and Maintenance History Record (4790/51)
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Figure 8-22 (page 2): SE Custody and Maintenance History Record (4790/51)
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Figure 8-22 (page 3): SE Custody and Maintenance History Record (4790/51)

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Figure 8-22 (page 4): SE Custody and Maintenance History Record (4790/51)
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Figure 8-23: Mobile Facility Logbook and Inventory Record - Table of Contents (OPNAV
4790/61)
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Figure 8-24: Mobile Facility Logbook and Inventory Record - General Instructions(OPNAV 4790/62)

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Figure 8-25 (page 1): Mobile Facility Major Related Equipment Records - Table ofContents (OPNAV 4790/63)
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Figure 8-26: Mobile Facility Logbook and Inventory Record - Table of Contents (OPNAV
4790/73)
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Figure 8-27: Mobile Facility Logbook and Inventory Records – Equipment List, Part II
Instructions (OPNAV 4790/73A)
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Figure 8-28: Mobile Facility Inventory Record - Equipment List Separator (OPNAV
4790/74)
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MOBILE FACILITY
INVENTORY RECORD - EQUIPMENT LIST
MMF MODEL/TYPE

MF SERIAL NO

ITEM
NO.

PAGE_____OF____PAGESEQUIPMENT NOMENCLATURE,
MODEL AND TYPEEQUIPMENT CHECKOFF*SERIAL NO.
1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

CHECK 1 BY

CHECK 5 BY

CHECK 9 BY

CHECK 13 BY

CHECK 2 BY

CHECK 6 BY

CHECK 10 BY

CHECK 14 BY

CHECK 3 BY

CHECK 7 BY

CHECK 11 BY

CHECK 15 BY

CHECK 4 BY

CHECK 8 BY

CHECK 12 BY

CHECK 16 BY

OPNAV 4790/74A (08-16)

LOCATION OR REMARKS* VERIFY EACH EQUIPMENT CHECKOFF BY SIGNATURE OF PERSON PERFORMING INVENTORY.

Figure 8-29: Mobile Facility Inventory Record - Equipment List (OPNAV 4790/74A)

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Figure 8-30: Mobile Facility Inventory Records – Record of Shortages Separator (OPNAV
4790/75)
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Figure 8-31: Mobile Facility Record of Shortages (OPNAV 4790/75A)
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CHAPTER 9
Aircraft Inventory Management and Material Condition Reporting
Table of Contents
9.1 DECKPLATE AIRCRAFT INVENTORY AND READINESS REPORTING SYSTEM(DECKPLATE-AIRRS) ............................................................................................................... 1
9.1.1 Purpose ...........................................................................................................................1
9.1.2 Management ...................................................................................................................1
9.1.2.1 OPNAV (N98) ...................................................................................................1
9.1.2.2 COMNAVAIRSYSCOM...................................................................................1
9.1.2.3 Aircraft Controlling Custodians (ACC) .............................................................2
9.1.2.4 Type Wings and Marine Air Wings (MAW) .....................................................4
9.1.2.5 Reporting Custodians .........................................................................................4
9.1.3 DECKPLATE-AIRRS Reporting ...................................................................................5
9.1.3.1 General Requirements ........................................................................................5
9.1.3.2 Aircraft Accounting Audit Report (AAAR) ......................................................6
9.1.3.3 DECKPLATE Engine Transaction Reporting ...................................................7
9.1.3.4 Aircraft Flight and Summary Reporting ............................................................8
9.1.4 XRAY Reports................................................................................................................99.1.4.1 XRAY Data Fields .............................................................................................99.1.5 Aircraft Inventory Status Codes ...................................................................................15
9.1.5.1 Aircraft Operational Status Codes ...................................................................16
9.1.5.2 Loaned/Lease Aircraft Inventory Codes ..........................................................17
9.1.5.3 Drone Aircraft ..................................................................................................17
9.1.5.4 Pre-Accepted Aircraft Inventory Requiring Accountability ............................17
9.1.5.5 Aircraft Stored in Reserve/Retention Inventory ..............................................17
9.1.6 Common XRAYs..........................................................................................................18
9.1.6.1 Organization Status (Part 1) Change of Location XRAY ................................18
9.1.6.2 Custody Change (Receipt) XRAY ...................................................................18
9.1.6.3 Depot Rework XRAY ......................................................................................19
9.1.6.4 New aircraft in process of first delivery (for NAVAIR ACC use only) ..........20
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9.1.7 Strike from Inventory Procedures .................................................................................20
9.1.7.1 Authorization....................................................................................................20
9.1.7.2 Strike at Aerospace Maintenance and Regeneration Group (AMARG) ..........21
9.1.7.3 General Strike Procedures ................................................................................21
9.1.7.4 Category 1 Strike Damage Procedures ............................................................24
9.1.7.5 Category 2 (Depreciation) Strike Procedures ..................................................24
9.1.7.6. Category 3 (Administrative) Strike Procedures ..............................................25
9.1.7.7 Category 4 (Completed Service Life) Strike Procedures .................................25
9.2 SUBSYSTEM CAPABILITY AND IMPACT REPORTING (SCIR) SYSTEM .......... 25
9.2.1 Purpose .........................................................................................................................25
9.2.2 Definitions ....................................................................................................................25
9.2.3 SCIR Documentation ....................................................................................................27
9.2.4 SCIR Data Binning .......................................................................................................29
9.3 MISSION CAPABLE RATE COMPUTATION .............................................................. 30
9.3.1 Definitions ....................................................................................................................30
9.3.2 MC and FMC Rate Computation..................................................................................31
9.4 MISSION-ESSENTIAL SUBSYSTEMS MATRIX (MESM) ......................................... 32
9.4.1 Purpose .........................................................................................................................32
9.4.2 Equipment Operational Capability (EOC) Codes.........................................................32
9.4.3 New MESM Development ...........................................................................................33
9.4.4 MESM Changes ............................................................................................................35
9.5 RESPONSIBILITY FOR ACCURATELY REPORTING AIRCRAFT STATUS ....... 35
9.5.1 General responsibility ...................................................................................................35
9.5.2 Maintenance Officer (MO) ...........................................................................................35
9.5.3 Maintenance Material Control Officer (MMCO) .........................................................35
9.5.4 Maintenance Master Chief Petty Officer (MMCPO) ...................................................36
9.5.5 Maintenance Control ....................................................................................................36
9.5.6 Work Center Supervisor ...............................................................................................36
Figure 9-1: Aircraft Summary Data Message Format ................................................................. 37
Figure 9-2: Aircraft Summary Data Correction Message Format ............................................... 38
Figure 9-3: Flight Data Submission Message Format ................................................................. 39
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Figure 9-4: Aircraft Arrival Message Format .............................................................................. 40
Figure 9-5: T/M/S Aircraft Mission-Essential Subsystems Matrix (MESM) (Example) ............ 41
Figure 9-6: MESM Functional Matrix (Example) ....................................................................... 42
Figure 9-7: MESM Change Recommendation Routing (Navy) .................................................. 43
Figure 9-8: MESM Change Recommendation Routing (Marine Corps) ..................................... 44
Figure 9-9: NALCOMIS Work Center Workload Report (Sample) ........................................... 45
Figure 9-10: EOC Code Error Rate Trend Chart (Example) ....................................................... 46

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CHAPTER 9
Aircraft Inventory Management and Material Condition Reporting
9.1 DECKPLATE Aircraft Inventory and Readiness Reporting System (DECKPLATEAIRRS)
9.1.1 Purpose
DECKPLATE-AIRRS is the Navy’s official program of record for inventory accounting of Navyand Marine Corps aircraft. Aircraft are subject to DECKPLATE-AIRRS reporting from the timeof initial procurement and throughout their service life until final disposition (removal) from thenaval aircraft inventory. The importance of complete, accurate and timely DECKPLATEAIRRS reporting cannot be overemphasized. DECKPLATE-AIRRS provides the Offices of theSecretary of Defense, the Department of the Navy (DON) and subordinate commands withcomprehensive current and historical data on the Navy and Marine Corps aircraft inventory’s
location, status, and service in sufficient depth to serve as a basis for naval aviation inventory
management, planning and budgeting processes at all command echelons.
9.1.2 Management
9.1.2.1 OPNAV (N98) directs policy and procedures for the management of active and inactive
aircraft inventories in SECNAVINST 5442.3, which relies on DECKPLATE-AIRRS as theprimary means of inventory accounting. OPNAV (N98) DECKPLATE-AIRRS responsibilities:
a. Direct and fund the management of DECKPLATE-AIRRS website and database.
b. Chair the semi-annual aircraft strike board. NAVSUP WSS will host. Prior tocommencement of the board meeting, OPNAV N98 will solicit aircraft strike recommendations
and dispositions from the ACCs. OPNAV N98 will consolidate the strike recommendations andprovide a list of proposed dispositions. The strike board will review the list, make adjustments
as necessary, and submit a proposed strike list with recommended disposition to OPNAV N98.
OPNAV N98 and NAVSUP WSS must agree to all aircraft strike dispositions.
c. Approve and release all strike authorizations, disposition changes and strike revocation
messages, except when an aircraft is to be stricken from the inventory due to loss or damage to theextent that restoration is uneconomical or militarily impractical. In these cases, the designatedAircraft Controlling Custodian (ACC) may authorize the aircraft to be stricken.
d. Issue BUNOs for newly acquired aircraft as requested by NAVAIR ACC.
9.1.2.2 COMNAVAIRSYSCOM
a. NAVAIR Logistics Information Technology (LOG IT) is responsible for managing the
DECKPLATE-AIRRS database.
b. NAVAIR ACC is responsible for:
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(1) Requesting OPNAV N98 issue BUNOs for newly acquired aircraft. For new
production aircraft, NAVAIR ACC will request OPNAV N98 issue consecutive BUNOs for
assignment to contracts, and pass the BUNOs via the Program Manager to the activity accepting
the aircraft for the Navy. Aircraft acquired from other than new production will also have a
BUNO assigned. Preliminary negotiations for addition of the aircraft to the Naval inventory will
include assignment of a BUNO by CNO (N980L). The Program Office involved in acquiring theaircraft will provide the original delivery date of the aircraft to OPNAV (N980L). Aircraft
procured by the Navy for other U.S. Government agencies or MAP/FMS agreements generally
do not enter the Navy inventory. If required, BUNOs are assigned for production control
purposes only.
(2) Verifying the service age of aircraft that are accepted into the DON inventory from
Non-DOD activities, and ensuring the service age of the aircraft is entered into AIRRS. The
service age is established by the date of the aircraft’s initial acceptance into the naval inventory
as listed on the Material Inspection and Receiving Report (DD Form 250).
(3) Submitting the Action Code – A (Acceptance) XRAY for all new production aircraft
entering the naval aircraft inventory.
(4) Submitting the Action Code – Y (Reinstatement) XRAY for:(a) Reinstatement of any previously stricken aircraft(b) Addition of a used (not new production) aircraft being accepted into the Navy
inventory from another Service or Organization(c) Aircraft that have been pre-accepted using Action Code P(5) Acting as the Reporting Custodian for aircraft loaned to non-DON activities. Whenphysical transfer actually occurs, the receiving non-DON activity will inform NAVAIR ACC bynaval letter listing the date of transfer, model, BUNO, and name and address of recipient. The
letter must provide references to all authorizing directives and include copies of the contractual
agreement. Upon receipt of the letter, NAVAIR ACC will submit an XRAY receiving theaircraft into NASC FS controlling custody in the appropriate loan status code.
NOTE: ACCs and reporting custodians will not enter into aircraft loan agreements to nonDON activities without CNO (N980L) authorization.
9.1.2.3 Aircraft Controlling Custodians (ACC)
a. ACCs are the primary managers of the naval aircraft inventory. The following matrix lists
the ACCs for purposes of aircraft inventory reporting within DECKPLATE-AIRRS, only, and in
no way alters naval administrative or command relationships. Table 1 lists the ACCs and their
DECKPLATE-AIRRS title.

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Table 1: AIRCRAFT CONTROLLING CUSTODIANSDECKPLATE-AIRRSAIRCRAFT CONTROLLING CUSTODIAN

TITLECommander Naval Air Forces

CNAF

Commander Naval Air Force Reserve

CNAFR

Chief of Naval Air Training

CNATRA

COMNAVAIRSYSCOMNAVAIRSYSCOM-NAVAIRSYSCOM Test and Evaluation

NASC TE-NAVAIRSYSCOM Fleet Support

NASC FSNOTE: NASC FS is the responsible ACC for pre-accepted aircraft (aircraft that havenot been brought into the AIRRS inventory database, but are supporting a Navyacquisition plan or program), and miscellaneous aircraft, such as aircraft operated bycontractors for testing and developmental prior to the final DD-250 and Navy
acceptance. These aircraft will not be included in the active inventory, but they will be
tracked under NAVAIR FS custody command code 72 for automated inventory
tracking/visibility.
b. ACC Command Codes
LANT NAVYLANT MARINEPAC NAVY
PAC MARINE
CNAFR NAVY
CNAFR MARINECNATRA

10
11
20
21
30
31
40

NASC TE
NASC TE (UAS)
NASC FS
NASC FS (UAS)
NASC Pre-Accepted
MISCELLANEOUS

50
51
70
71
72
90

c. ACCs will:(1) Monitor Reporting Custodians for compliance with the reporting requirements of thischapter and OPNAVINST 3110.11.
(2) Issue instruction(s) Aircraft Transfer Order (ATO) procedures for permanent or
temporary transfer of aircraft custody.
(3) Issue instructions on aircraft readiness reporting procedures to provide full visibilityof aircraft material condition and factors that impact aircraft operational readiness.
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(4) Monitor and verify the accuracy of aircraft operational status reporting.
(5) Obtain prior authorization from CNO (N980L) for aircraft transferring to and from
COMNAVAIRSYSCOM.
(6) Comply with DOD Directive 1225.06 for the transfer of aircraft from Reserve
component to Active component.
(7) Publish procedures for Type Wings and MAWs to authorize temporary transfers ofaircraft between reporting custodians within the wing, via Aircraft Transfer Letter (ATL).
(8) Monitor XRAY reports for reporting custodians under their cognizance.
(9) Inspect Work Orders (WO) for correct Up/Down/Partial (U/P/D) indication andcorrect Equipment Operational Capability (EOC) coding during squadron Aviation MaintenanceInspections (AMI).
9.1.2.4 Type Wings and Marine Air Wings (MAW)a. Coordinate aircraft transfers with COMNAVAIRFOR Aircraft Class Desks.
b. Monitor squadron XRAYs and direct corrective action for discrepancies.
c. Provide training to activities on DECKPLATE-AIRRS reporting procedures, as needed.
d. Ensure squadrons submit accurate Aircraft Material Condition Reports (AMCR).
e. Inspect WOs for correct aircraft Up/Partial/Down (U/P/D) indication and correct EOC
coding during squadron Maintenance Program Assessments (MPA).
9.1.2.5 Reporting Custodians
Units designated as aircraft reporting custodians are the initial source of all data required by this
instruction. Reporting custodians are those Navy, Marine Corps and commercial contractors
assigned custody of aircraft for purposes of flight, repair/rework or storage. From initialacceptance to final disposition, each aircraft is simultaneously in the custody of one reporting
custodian and one ACC. Reporting custodians are established or disestablished at the directionof the ACC. The ACC requests an Organization Code (ORG) and a Permanent Unit Code (PUC)
as part of unit activation preparations. Once assigned, regardless of any changes in theReporting Custodian's mission, location, or administrative affiliation, the PUC will never change.
CNO (N98) manages PUC assignments and COMNAVAIRFOR assigns ORG codes upon ACC
request. A squadron detachment becomes a Reporting Custodian when directed by the ACC andassigned a different PUC and ORG Code from the parent squadron.
NOTE: Defense Contract Management Activity (DCMA) is the Reporting Custodian for
all pre-accepted new production aircraft.

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9.1.3 DECKPLATE-AIRRS Reporting
9.1.3.1 General Requirements
a. DECKPLATE-AIRRS reports are required for all fixed wing and rotary wing aircraft, andall Unmanned Aircraft Systems (UAS) (Group 3 and above). Aircraft become subject to
DECKPLATE-AIRRS reporting upon acceptance or reinstatement by the Department of theNavy, and remain so until stricken, transferred to non-DON agencies, sold or disposed of.
NOTES: 1. Group 1 and 2 UAS are exempt from DECKPLATE AIRRS reporting.
Refer to COMNAVAIRFORINST 3710.9 for reporting requirements.
2. For Group 3 and above UAS tracked by the System BUNO instead of theunmanned air vehicle (UAV) BUNO, the System is subject to DECKPLATEAIRRS reporting. All Ground Stations for aircraft tracking purposes will have a
BUNO issued by OPNAV N980L.
3. DECKPLATE-AIRRS reports are treated as UNCLASSIFIED data, For
Official Use Only (FOUO).
b. Reporting custodians must submit XRAYs whenever there is a change in aircraft custodyor status, regardless of physical location of the aircraft.
NOTE: In-service XRAY reporting situations occur when an aircraft is in the physicalcustody of an activity that is not the reporting custodian of the aircraft. In thissituation, the in-service (physical) custodian is responsible to submit all required
XRAYs on those aircraft. The most common situations occur when aircraft andits records are in the physical custody of the depot while undergoing standard or
special rework.
c. All XRAY transactions, including corrections, occurring between 0001 and 2400 hours on
a given day must be reported prior to 1600 hours the next working day.
NOTE: Category 1 strike XRAYs for lost (not recovered) or destroyed aircraft must be
submitted NLT 2400 on the day of occurrence.
d. Aircraft XRAYs must be submitted via NALCOMIS Optimized Organizational
Maintenance Activity (OOMA). If OOMA is not available, XRAYs will be submitted via
DECKPLATE-AIRRS web online. If neither OOMA or DECKPLATE-AIRRS connectivity isavailable, activities must phone or e-mail XRAY information to their Type Wing or MAW to
submit the XRAY via DECKPLATE-AIRRS. Once OOMA is available, all XRAYs submitted
only in DECKPLATE-AIRRS must be resubmitted in OOMA to enable replication.
NOTES: 1. The F-35 aircraft Autonomic Logistics Information System (ALIS) does notprovide XRAY functionality. All XRAYs for F-35 aircraft will be submitted via
DECKPLATE-AIRRS.

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2. Due to delays with OOMA replication, “R” action XRAYs must be submitted
in OOMA and in DECKPLATE-AIRRS to ensure action dates and time match.
If the aircraft was received with engines installed, the date on the Engine
Transaction Report (ETR) must match the “R” action XRAY.
e. The DECKPLATE-AIRRS daily status report will be reviewed within 5 working days of
XRAY submission to verify XRAYs have replicated and are in the correct status in
DECKPLATE-AIRRS. If an XRAY has not replicated in DECKPLATE-AIRRS after 5 days,
submit the XRAY via DECKPLATE-AIRRS with the same action date/time of the original
OOMA XRAY.
f. Aircraft will be held in a given status code only as long as the situation defined by thestatus code exists. Status changes must be reported by XRAY regardless of how briefly thestatus exists, including multiple changes in a single day.
g. To correct erroneous data, a correction XRAY will be submitted within 24 hours of
discovery.
NOTE: An XRAY can be modified in OOMA within 45 days from date and time ofcreation. After 45 days, the XRAY is locked and “locked” will appear in theUpdate Indicator box located at the bottom of the report. If a locked XRAY
requires correction, the OOMA Systems Administrator (SA) must consult the
OOMA SA User’s Manual for direction.
9.1.3.2 Aircraft Accounting Audit Report (AAAR). The AAAR is a physical inventory andlocation survey report used to improve accountable property record accuracy. Requirements:
a. Each Reporting Custodian (including detachments) must submit an AAAR. AAARs arealso required from activities having custody of aircraft held under NASC T&E cognizance.
NASC FS activities do not have to submit AAARs unless specifically requested by OPNAV
N980L.
b. An AAAR must be submitted each quarter. All aircraft, including in-service aircraft, inreporting custody of the unit at 2400 hours on the reporting date (30 September, 31 December, 31
March, and 30 June) will be included on the report. The AAAR will be submitted via the
DECKPLATE-AIRRS website (https://deckplate.navair.navy.mil/AIRRS/) by the 5th working
day of the month following the reporting date; i.e., no later than the 5th working day of October,
January, April, and July). Prior to input of Quarterly Hours in Life, ensure all XRAYs with an
Action Code of 'A', 'P', 'R' or 'Y' and the Action Date is equal or prior to the reporting quarter isvalid. The following data items are required for each aircraft reported:
Org Code
Org Name
Report Date
PUC
BUNO
TMS
TSN/Flying Hours In Life

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TSN Difference
Unposted XRAYs
NAVFLIR Hours
Last Quarter Reported End Date
Last Quarter Reported TSN
NOTES: 1. All AAAR data is pre-filled when submitted via DECKPLATE-AIRRS
website.
2. DECKPLATE-AIRRS does not allow for corrections to the AAAR after thequarterly has been closed. If you find a need to correct hours from a previous
quarter, contact your ACC/OPNAV N98 for assistance.
c. ACCs will run the AAAR Non-reporting units query report and notify those reporting
custodians who are delinquent by the 15th of the month following the reporting date. The
reporting custodians should report their AAAR hours NLT two business days after notification.
For units needing assistance, contact your Wing/ACC. Reporting custodians that have notreported in two consecutive cycles must send a message to OPNAV N98/ACC explaining why
they have not submitted the AAARs.
9.1.3.3 DECKPLATE Engine Transaction Reporting
9.1.3.3.1 Engine Transaction Reporting is the process to record the status, location and conditionof all engines and engine modules. Engine Transaction Reports (ETRs) are a vital tool used byengine managers to maximize engine readiness across all aircraft platforms. Inaccurate or late
ETR submissions have a significant negative impact on both financial management and Fleet
Readiness. ETR certification is the process of validating an ETR generated to assure engine
managers have the most accurate and timely data necessary to project Fleet Engine Readiness.
End of Quarter ETRs are a way to track engine meter readings on each asset and validate an
accurate installed engine inventory. NAVAIRINST 13700.15 and the Procedures Reference
Guide (PRG) provide guidance for all reporting and certification procedures.
9.1.3.3.2 Responsibilities and procedures:
a. Controlling custodians are responsible for ensuring subordinate reporting custodians
submit ETRs as changes in status, location and condition occur.
b. Reporting custodians are responsible for submitting ETR’s on all engines and engine
modules in their custody.
c. ETRs are required anytime an engine or engine module has a change in status, location orcondition. ETR submission deadlines must be strictly adhered to as directed by NAVAIRINST
13700.15 and PRG.
d. ETRs with qualifying Status Star Codes as listed in the PRG require an ETR worksheet or
Program Office Certification Worksheet (POCW) to certify the ETR entry. Certification
submission deadlines must be strictly adhered to as directed by NAVAIRINST 13700.15 and
PRG.
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e. Hardcopies of all ETRs and certification Worksheets performed during periods of noconnectivity with the DECKETR website must be electronically submitted upon restoration ofconnectivity with the DECKETR website. Maintain all hardcopies for a period of 2 years forauditing purposes as referenced in the Procedures Reference Guide.
9.1.3.4 Aircraft Flight and Summary Reporting
9.1.3.4.1 The aircraft reporting custodian and the Type Wing or MAW are jointly responsible
for accurate and timely submission of RECTYP 79 (MAINT-2 Report) aircraft summary data.
9.1.3.4.2 All aircraft reporting custodians must send RECTYP 79 data via email to CNAPAV3M@navy.mil not later than 2400 on the tenth calendar day of the month following the reportmonth. If email is not possible, the report must be submitted via Aircraft Summary Data
Message (Figure 9-1) to reach the ACC not later than 2400 hours on the tenth calendar day of themonth following the report month.
NOTE: If the Maint-2 report is not received by the tenth day of the month, reporting
custodians must, without further delay, verify local records and submit available
flight and Equipment In Service (EIS) and Equipment Out of Service (EOS) data
to the cognizant ACC via Aircraft Summary Data Message (Figure 9-1). Whencorrections to the MAINT-2 report are made, resubmit the Maint-2 via email to
CNAP-AV3M@navy.mil by the third working day after corrections. If email is
not possible, the report must be submitted via Aircraft Summary Data Correction
Message (Figure 9-2).
9.1.3.4.3 Aircraft detachments operating away from their parent command without an OOMA
Systems Administrator/Analyst (SA/A) must:a. Forward all completed aviation 3M source documents, WOs or MAFs, and Naval Aircraft
Flight Records (OPNAV 3710/4) to the parent command SA/A. The parent command SA/A willprocess the detachment documents and review and correct daily audit reports. Detachment
source documents not received in time for processing prior to monthly closeout will be processed
separately.
b. Submit a monthly Flight Data Submission Message (Figure 9-3) to the parent command
SA/A on the first working day following the end of each reporting period. If required, the parent
command will submit corrections to the RECTYP 79 data for the detachment.
9.1.3.4.4 When an aircraft is in the reporting custody of more than one activity during a reportmonth, the last receiving aircraft reporting custodian is responsible for ensuring the total EIS andEOS hours reported by each activity for that BUNO balance and do not exceed the total hours in
the report period. When physical custody changes at the location of the receiving unit, thereceiving unit must provide detailed flight and mission capability data in the aircraft arrival
message in the format specified in Figure 9-4. The transferring activity will use this information
to complete documents.

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9.1.3.4.5 Disestablishing units must submit a final Aircraft Summary Data Message (Figure 9-1)
with the flight data occurring within the last month of operation. The message subject will state:"Final report. Unit disestablished on (date).” The message must be submitted to the ACC within
24 hours of unit disestablishment.
9.1.4 XRAY Reports
XRAYs record aircraft custody, status, and service life factor changes, and serve as theactivation or deactivation of Subsystem Capability Impact Reporting (SCIR) data accumulation.
Timely and accurate XRAY data is essential to effective management of the naval aircraft
inventory.
9.1.4.1 XRAY Data Fields
BUNO – The six-digit Bureau Number of the aircraft being reported.
ORG Code – Required on all XRAYs. Use the reporting custodian’s organization code
associated to the PUC having aircraft custody.
PUC – Permanent Unit Code of the Reporting Custodian. Required only on XRAYs thatreport the receipt of aircraft (Action Codes R or Y). For aircraft assigned to detachments, if theaircraft logsets were offloaded from the home guard server and uploaded on a different server,
the aircraft will be reported as a “Detachment” not a “Same Org Det” and must use a Det Org
and Det PUC. Same ORG Det are temporary detachments deployed by the O-level for less than
30 days.
ACTION DATE/TIME - The actual date and time of the transaction being reported.
NOTE: The action date reported on the XRAY will be the date the transaction occurred,regardless of the date the XRAY report is actually transmitted.
ACTION CODE – The reason for submitting the XRAY.
A - Acceptance. Documents the date and time the Navy accepted a new production
aircraft, as recorded on the Material Inspection and Receiving Report (DD-250).
COMNAVAIRSYSCOM is the only activity authorized to submit XRAYS with Action Code –A, Acceptance. The DD250 or the Pre-acceptance dates are used to calculate the chronologicalage of the aircraft. NAVAIR ACC will report the Action Date/Time the Navy originallyaccepted the aircraft. The acceptance date for new production aircraft is recorded on the
Material Inspection and Receiving Report (DD-250) or, for aircraft which have been in service,
the Aircraft Inventory Logbook. Typically, the acceptance date is recorded as the first entry withsignature on the Aircraft Inventory Record or the Aircraft Inventory Record Certification andRecord of Transfer.
L – Change of Location. Reports a change in location of an aircraft when deploying or
detaching away from home station for 30 days or more. (Action code L is a PART II XRAY).

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NOTE: An Action Code – L XRAY (Part II) is required for each aircraft the reporting
custodian takes on detachment/deployment when an Organization Status (Part I)
Change of Location XRAY is submitted. Refer to 9.1.6.1.
M – Model designation change. Reports a change in model designation when an
aircraft begins conversion. Enter the new model designation on the first and subsequent XRAYs
reporting the aircraft entering the conversion process. If the model designation change isdirected by administrative action (no depot rework involved), retain in the status code previously
reported.
P - Pre-Acceptance. Reports the Action Date/time the Navy gained custody of theaircraft. In the DECKPLATE-AIRRS database this date will become the Pre-Acceptance Dateand this is the date that will be used to calculate the chronological age of the aircraft.
NOTES: 1. NAVAIR ACC is the controlling custodian for pre-accepted aircraft andaircraft required to perform Contractor Testing (CT) and Developmental Testing(DT) prior to the final DD-250 and Navy acceptance. These aircraft will not be
included in the active inventory, and will be tracked under NAVAIR FS Custody
Command Code 72.
2. NAVAIR ACC will manage the pre-accepted aircraft inventory, and is thepoint of entry for all pre-accepted XRAYS.
R - Receipt. Reports Reporting Custodian receipt of an aircraft from another Reporting
Custodian. An R-action XRAY constitutes official change in Reporting Custodian
responsibilities.
S – Strike. Strikes aircraft from the naval aircraft inventory. Refer to 9.1.7.3 for Strike
XRAY direction.
X – Other. Used when no other action code applies. Action code X is used by allreporting custodians.
Y - Reinstatement. Used only when reporting one of the following actions:(a) Reinstatement of a previously stricken aircraft.
(b) Addition of a used (not new production) aircraft to the naval inventory( see NOTE 1).
Code P.

(c) Aircraft previously reported as having been pre-accepted using Action(d) Aircraft loaned to the DON (see NOTE 2).

NOTES: 1. For aircraft acquired from other than new production, the Program Office or
ACC involved in acquiring the aircraft will provide the original delivery date of
the aircraft to CNO (N980L). Acceptance date is the original date of delivery,
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regardless of service or organization. It is not the date of acceptance into the
Navy inventory. CNO (N980L) will ensure the accuracy of this date whenmanually entered into DECKPLATE-AIRRS for accurate accounting of aircraftage.
2. Assignment of a BUNO and a reinstatement action Y XRAY add a loaned
aircraft to the DON inventory. The aircraft will be reported in status code U00,
U10, U50, U60 or U70, as appropriate. No other XRAY reports are required
until termination of the loan agreement, and the aircraft is stricken from the
DON inventory and returned to the loaning organization.
STATUS CODE - The complete three-digit status code that best describes the aircraft
status, per 9.1.5.
TYPE MODEL SERIES DESIGNATION - The complete model designation,
including the dash, of the aircraft being reported, for example, FA-18C, EA-6B, MH-60S. Do
not add slashes or plus signs to TMS designations, for example, F/A-18D will be reported as FA18D.
FIXED INDUCTION DATE (FID)/PLANNED INDUCTION DATE (PID) – The
date of the next scheduled depot standard rework. Refer to OPNAVINST 3110.11 to determine
which aircraft have calendar-based or flight hour-base (block scheduling induction) D-Level
maintenance schedules. If FID/PID is unknown, contact your Type Wing to get this information.
For XRAYs submitted in OOMA, report as MMMYYYY. For XRAYs submitted via the
DECKPLATE-AIRRS website, report as MM/YYYY.
NOTE: Upon completion of the depot standard rework event, report the next scheduled
FID/PID as provided by the TYPE WING T/M/S Program Manager.
STRIKE/DAMAGE CODE – The Strike/Damage code that best describes the strike ordamage situation, per 9.1.7.3.h. and Table 3.
ACCEPTANCE DATE - There are three dates that track an aircraft’s entrance into theinventory:
DD250 Date
Pre-acceptance Date
Navy Inventory Date
The DD250 or the Pre-Acceptance Dates are used to calculate the chronological age of theaircraft. DECKPLATE-AIRRS for Action Code – A, Acceptance. Report the Action
Date/time the Navy originally accepted the aircraft. The acceptance date for new
production aircraft is recorded on the Material Inspection and Receiving Report (DD250) or, for aircraft which have been in service, the Aircraft Inventory Logbook.
Typically, the acceptance date is recorded as the first entry with signature on the
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Aircraft Inventory Record or the Aircraft Inventory Record Certification and Record ofTransfer.
ESTIMATED REWORK COMPLETION DATE – The depot’s estimated date forcompletion of rework. Required only for XRAYs reporting standard or special rework. Report
this date within DECKPLATE-AIRRS and OOMA.
NOTE: An XRAY must be submitted whenever the estimated completion date is extendedby 2 or more days from the last reported date.
PUC OF IN-SERVICE ACTIVITY – The PUC of the activity having physical custodyof the aircraft. Only required if the physical custodian is different than the Reporting Custodian.
PUC RECEIVED FROM/COMMAND CODE - Used only on XRAYs reporting
receipt of aircraft (action codes R or Y). Report the PUC of the unit received from.
SUPPLY ORGANIZATION CODE – Reported only on Organization Status Change ofLocation (Part 1) XRAYs (9.1.6.1), detachment activation/deactivation location change, and
XRAYs for operational status category code change, or fleet assigned code change.
OPERATIONAL STATUS CATEGORY - The operational status category of the unit
submitting the XRAY. Reported on Change of Location (Action Code L) and Receipt (Action
Code R) XRAYs. Codes:
Operational Status Category A - Deployed Units. Effective upon embarkation for
deployment aboard ship or to a station or facility outside CONUS, including Hawaii.
Operational Status Category B - Work Up/Ready Duty/Surge Capable Units.
Effective 90 days prior to embarkation for a deployment either aboard ship or to a station
or facility outside CONUS, including Hawaii, or upon attainment of surge capability, toinclude post deployment surge requirements.
Operational Status Category C - Deployable Units. Effective upon completion of
deployment or surge requirements and not yet within 90 days of the next deployment.
Operational Status Category D - Fleet Readiness Squadrons (FRS), only.
Operational Status Category E - Non-deployable units.
NOTE: Reporting custodians anticipating changes of operational status category or fleet
assigned will get concurrence from their Type Wing or MAW (while nondeployed), or from their CVW or MAG (while deployed) prior to submittingchanges.
FLEET ASSIGNED CODE - Reported on Change of Location (Action Code L)
XRAYs. Select the Fleet Assigned Code from the list to report an aircraft’s fleet assignment for
30 days or more. Do not report transits through a fleet, report only the destination fleet where
the assignment is for 30 days or more. Codes:
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Fleet Assigned Code 2. Reporting custodians aboard ship for deployment or major
exercises (30 days or greater) under Second Fleet OPCON. Reporting custodians on
deployment or major exercises (30 days or greater) geographically located in the Atlantic
Ocean, Gulf of Mexico, and Caribbean Sea
Fleet Assigned Code 3. Reporting custodians aboard ship for deployment or major
exercises (greater than 30 days) under Third Fleet OPCON. Reporting custodians on
deployment or major exercises (greater than 30 days) geographically located in Eastern orNorthern Pacific, including Hawaii.
Fleet Assigned Code 4. Reporting custodians aboard ship for deployment or major
exercises (greater than 30 days) under Fourth Fleet OPCON. Geographically located inSouth America.
Fleet Assigned Code 5. Reporting custodians aboard ship for deployment or major
exercises (greater than 30 days) under Fifth Fleet OPCON. Geographically located in the
Middle East.
Fleet Assigned Code 6. Reporting custodians aboard ship under Sixth Fleet OPCON.
Reporting custodians on extended deployment (greater than 30 days) geographicallylocated in the Mediterranean or North Atlantic theaters, excluding forward deployed(homeported) units.
Fleet Assigned Code 7. Reporting custodians aboard ship under Seventh Fleet OPCON.
Reporting custodians on extended deployment (greater than 30 days) geographicallylocated in the Western Pacific or Indian Ocean theaters, excluding forward-deployed(homeported) units.
Fleet Assigned Code A. Reporting custodians under USFF OPCON to include units not
deployed and forward deployed (homeported) in the Atlantic area, excludes reporting
custodians under Fleet Assigned Codes 2, 3, 4, 5, 6, or 7.
Fleet Assigned Code P. Reporting custodians under COMPACFLT OPCON to includeunits not deployed and forward deployed (homeported) in the Pacific area. Excludes
reporting custodians under fleet assigned codes 2, 3, 4, 5, 6 or 7.
REINSTATEMENT TYPE - Used only on XRAYs reporting receipt of aircraft thathave been pre-accepted, aircraft being received from non-navy organizations and aircraft
returning from a stricken status.
AIRCRAFT LOCATION - Name of the ship, station, or facility the aircraft is assigned
to, such USS THEODORE ROOSEVELT, or NAS Lemoore CA. If outside CONUS and not at
an established Navy or Marine Corps facility, report the city and country, for example, Sangin
Afghanistan. Required on every XRAY.
NOTES: 1. Deployed Units that are restricted from reporting their geographic locations
will report the location as “Deployed”. Do not use “Unknown” for location.
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2. For aircraft in transit by flight/airlift, enter the name of the destination ship,
station, or facility. For aircraft in transit by sea/surface lift transport report thename of the ship when aboard ship or the destination if transport is by truck. If
aircraft transit is delayed for 48 hours or more, report the aircraft’s physicallocation and reason for delay.
3. For aircraft that are lost due to mishap, report location of the mishap; e.g.,
Pinehurst NC or USS GEORGE WASHINGTON.
REMARKS - Additional information or details to further explain the XRAY. Do notreport as Unknown or leave blank. The date time group (DTG) of the authorization message isrequired for aircraft approved to be placed in out of reporting status while undergoing repair ormodifications on-site, placing an aircraft in Reconstitution Reserve (RR0) status, and placing anaircraft in Y00 status. Detailed remarks are required for aircraft undergoing Phased Depot
Maintenance (D4_ status), Depot Repair (G3_ status), or Modernization/Modification (G4_
status). Examples:
D40 – Aircraft inducted into FRC Southwest for PMI 2.
D41 – Aircraft commenced PMI 1 on-site.
G30 - Aircraft inducted into FRC East for crash damage repair.
G31 – Aircraft commenced on-site depot repair for cracked and buckled web, P/N
65201-05003-103, FS 462, WL 92, BL 20L. Approval to take aircraft out of reporting
status provided by COMNAVAIRLANT message DTG 080026Z MAR 20.
G41 – Aircraft inducted into FRC Southeast for MOD, H-60 Airframe Change(AFC) NR 372, TD CODE 50, incorporation of improved pilot and co-pilot seatcushions (RAMEC CHPT-95-10).
OPERATING SERVICE MONTHS – The number of months that have elapsed inoperating service life.
NOTE: For aircraft that have a FID/PID, the OSM is calculated by DECKPLATE-AIRRS
as the difference in months between the FID/PID and the Acceptance/Preacceptance Date.
9.1.4.2 XRAY Report Data Field Matrix. Table 2 shows the required XRAY data fields foreach Action Code.
Table 2: XRAY ACTION CODE MATRIXDATA FIELDXRAY ACTION CODE
Change in
No Change inReporting Custodian
Reporting Custodian
A
P
R
Y
L
M
S

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Part
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COMNAVAIRFORINST 4790.2D
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BUNO

R

R

R

R

R

R

R

R

Org Code

R

R

R

R

R

R

R

R

R

PUC

R

R

R

R

R

R

R

R

R

Action Date /Time

R

R

R

R

R

R

R

R

R

Action Code

R

R

R

R

R

R

R

R

Status Code

R

R

R

R

R

R

R

R

Type Model Series Designation

R

R

R

R

R

R

R

FID/PID1

2 or 3R

1 or 2

Strike/Damage Code2R

1 or 2

Acceptance Date
2

Estimated Rework Completion Date
PUC of the In-service Activity

1 or 2

1 or 22

1 or 2R

PUC Received From/Command
Code
Supply Org CodeR

R

1 or 2

R

Operational Status Category

R

R

R

1 or 2R

Fleet Assigned Code

R

R

R

1 or 2

R

Reinstatement Type
Aircraft Location

R

R

R

R
R

R

R

R

R

R

Remarks

R

R

R

R

R

R

R

R

R

Legend:R – Required
1 – Report only when item content is different than information previously reported
2 – Required if applicable when status code dictates
3 – Required only on reinstatement to restore appropriate information that existed prior to
strike action
Blank – Not Reported

NOTE: OOMA automatically selects XRAY data fields based on Action Code.
9.1.5 Aircraft Inventory Status Codes

Aircraft status codes are used to describe the use of the aircraft and certain operational
conditions. Aircraft can be in only one AIRRS status code at any given time. XRAYs must be
submitted by reporting custodians to document status changes, such as acceptance into the naval
inventory, transfer of custody, changes of location, rework, damage or strike from the inventory,
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and other situations. Status changes must be reported by XRAY, regardless of how brief thesituation exists.
NOTE: Aircraft in “A” status codes are in material condition reporting status (IN-MCRS)
for Subsystem Capability Impact Reporting (SCIR). Aircraft in any other status
code but “A” are out of reporting for MCRS (OUT-MCRS) for SCIR. Refer to 9.2
for SCIR procedures.
9.1.5.1 Aircraft Operational Status Codes“A” status codes identify aircraft in the operational inventory, by their assigned primary use, as
determined by the mission of the reporting custodian of the aircraft. Aircraft in A 0 status are
not awaiting or undergoing any depot rework or strike action.
Assigned Primary Use
CombatCombat Support
Undergraduate Aircrew Training
Reserve Aircrew Training
On Loan to Navy for Training
FRS Aircrew Training
Operational Test and Evaluation
Logistic Support
Advanced Aircrew Training (FITWEPSCOL,NSAWC, TPS, Adversary, FTRG)
Developmental Test and Evaluation
Test Support Aircraft
Search and Rescue
Executive Transport
Flight Demonstration Squadron
Other (Oceanographic/Antarctic Research)
Strategic Forces (TACAMO)

Code
A10
A20
A30
A40
A50
A60
A70
A80
A90
AJ0
AK0
AL0
AM0
AN0
AR0
AS0

NOTES: 1. NASC FS reporting custodians are not authorized to use A status codes.
2. If undergoing depot in service repair (ISR) or depot modernization or
modification at the reporting custodian’s site, the third position of status code“A” will be changed from “0” to “1” for ISR or “2” for modernization or
modification. Aircraft undergoing ISR, modernization or modification at depot
facilities are not authorized to use the third position of status code “1” or “2”regardless if depot facilities resides on the same base. Examples:
A11 - Combat aircraft undergoing depot in-service repair (ISR) at the reporting
custodian’s site.

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A12 - Combat aircraft undergoing depot modernization or modification at thereporting custodian’s site.
A61 – FRS Aircrew Training aircraft undergoing depot ISR at the reporting
custodian’s site.
A62 - FRS Aircrew Training aircraft undergoing depot modernization or
modification at the reporting custodian’s site.
3. For operational aircraft in-transit via surface (ship, truck, train) or airlift, use
status codes KGK and KLK in the following sequence:
KGK - Waiting transport, undamaged, or non-flyable, ninety-six hours prior toscheduled lift, aircraft are permitted to be placed in KGK awaiting transport.
KLK - In transport (air or surface), undamaged or non-flyable.
KGK - Post transport reassembly, not to exceed 96 hours upon arrival at finaldestination.
9.1.5.2 Loaned/Lease Aircraft Inventory Codes
StatusContractor Held RDTE Custody Test Aircraft
Contractor Held RDTE Custody Test Support
Contractor Held RDTE Custody Contractor Pending
Contractor Held RDTE Custody Other
Contractor Held FS Custody Other
On Loan from Navy FS Custody
Under Lease from the NavyOn Loan to the Navy RDTE Custody Other
On Loan to the Navy RDTE Custody Test Aircraft
9.1.5.3 Drone Aircraft (Operating, In Rework or Stored)

Code
TJ0
TK0
TR0
TT0
TV0
U00
U10
U50
U60
Code
Q00
9.1.5.4 Pre-Accepted Aircraft Inventory Requiring Accountability
Code
U70
NOTE: For NAVAIR ACC use, only. Used to account for certain aircraft involved in
combined Contractor and Developmental flight testing prior to final DD-250 andNavy acceptance.
9.1.5.5 Aircraft Stored in Reserve/Retention Inventorya. Service Life Not Complete - Standard Rework Not Required
In Transit By
Condition of Aircraft
Flight, Airlift or Surface
Inactive Reserve
Reserve
Undamaged
J10
M10
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Mobilization
N10

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Foreign Mil Sales
J11
M12
Reconstitution Reserveb. Service Life Not Complete - Standard Rework Required
In Transit By
Condition of Aircraft
Flight, Airlift or Surface
Inactive Reserve
Reserve
Undamaged
J10
M30
Damaged
J10
M40
Foreign Military Sales
J11
M31
c. Service Life Complete
In Transit By
Condition of Aircraft
Flight, Airlift or Surface
Inactive Reserve
Reserve
Navy Use
J20
WA0
Foreign Military Sales
J21
WA1

N11
RR0 (NOTE)
Mobilization
N30
N40
N31
Mobilization
WE0
WE1

NOTE: All stored aircraft must be placed in NASC FS custody unless authorized by CNO(N98) to remain in ACC custody in Reconstitution Reserve (RR0) status.
Reconstitution Reserve is short-term storage (1 year or less) when long-term
storage is impractical. Aircraft placed in RR0 status must be in flyable (MC)condition unless exempted by CNO (N98). Cannibalization or other nonpreservation related work is not authorized while in RR0 status. All aircraft in
ACC custody that are in dehumidification preservation must be placed in RR0
status. Requests to place ACC aircraft in RR0 status will be submitted by naval
message or letter from the responsible Type Wing or MAW to the applicable ACC
aircraft class desk, who will coordinate with CNO (N98) for approval/disapproval.
9.1.6 Common XRAYs
9.1.6.1 Organization Status (Part 1) Change of Location XRAY
Reporting Custodians must submit an Organization Status (Part 1) Change of Location XRAY
when the squadron moves from one location to another (shore to ship, ship to shore, ship to ship,or one shore location to another) for a period of 30 days or more. Organization Status (Part 1)
Change of Location XRAYs are entered via DECKPLATE-AIRRS web. Refer to 9.1.4.2 forrequired data fields.
NOTE: In addition to the Organization Status (Part 1) Change of Location XRAY, an
individual Action Code - L – Change of Location XRAY is required for eachaircraft that deploys or detaches away from home station for 30 days or more.
9.1.6.2 Custody Change (Receipt) XRAY
Reporting custodians must submit a Receipt (Action Code -R) XRAY upon receipt of an aircraftfrom another reporting custodian. The receiving activity must submit a Receipt XRAY,
regardless of receipt of logsets or the completion of the acceptance inspection. Refer to the
XRAY Report Data Field Matrix, 9.1.4.2, for required data fields.
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NOTES: 1. XRAY Action Codes A, P, R and Y result in a change in Reporting Custodian.
Action codes L, M, P, S, and X do not result in a change in Reporting Custodian.
2. The transferring activity must check DECKPLATE-AIRRS to verify a Receipt
XRAY was submitted by the receiving activity. If the Receipt XRAY has notbeen entered within 48 hours of transfer, the transferring activity must contact
the receiving activity for information.
3. If the transferring activity ferries the aircraft to the receiving activity, custodychange occurs at the destination. If the receiving activity ferries the aircraft,custody change occurs at point of origin. For aircraft shipped via surface orairlift shipment, custody change occurs upon time of arrival at the receiving
custodian’s site.
4. If an aircraft is received with engines installed, the date of the AIRRS XRAY
and the date of the associated DECKPLATE Engine Transaction Report(DECKETR) must match. Refer to NAVAIRINST 13700.15 and the Procedure
Reference Guide (PRG) for ETR procedures.
9.1.6.3 Depot Rework XRAY
a. Reporting Custodians must submit an Other (Action Code – X) XRAY whenever aircraft
are awaiting or undergoing depot in-service repair (ISR) or modification (MOD) at the reporting
custodian’s operating site. Status Code A_1 will be used for depot rework, and Status Code A_2
will be used for depot modification. Examples: A11 will be used for a Combat category aircraft
undergoing depot in-service repair at the reporting custodian’s site, and A12 will be used for a
Combat category aircraft undergoing depot modernization or modification at the reporting
custodian’s site. Requests to take aircraft out of mission capable reporting status (OUT-MCRS)
while undergoing on-site depot ISR or MOD will be considered only if the ISR or MOD is
expected to exceed 120 days. Requests will be submitted by naval message to the ACC T/M/S
aircraft class desk with the following minimum information:(1) Each BUNO a deviation is requested for.
(2) Status requested.
(3) Justification for placing the aircraft OUT-MCRS.
(4) Plan and timeline for returning the aircraft to IN-MCRS.
b. Reporting Custodians must submit an Other (Action Code – X) XRAY to report an aircraftthat is awaiting, in route to, or undergoing rework at the depot; i.e., whenever the aircraft and its
records will be transferred to depot physical custody. The most appropriate depot rework code
will be used from the following list:
Standard Rework
FID/PID
ACI/AWIIn Transit By
Flight/Airlift
F40
F50

Surface
FD0
FE0
9-19

Awaiting Rework

In Rework

E40
E50

D4_
D50

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Special Rework

In Transit By

Awaiting Rework

In Rework

Flight/Airlift

Surface

Not Flyable

FlyableConversion

I10

IA0

H10

HA0

G10

Repair/Crash Damage

I30

IC0

H3_

HC_

G3_

NAVAIR TE Project
Install/Removal

G6_

NOTE: The third position of the status codes with _ in the third position will be reported
as “0” if aircraft is located at a Depot or commercial rework site. The third
position will be reported as “1” if the aircraft is located at the custodian’s
operating site.

Aircraft located at a NASC FS depot, after rework is complete
Awaiting Movement by Reporting Custodian (RFI)

BY1

Awaiting Movement by Reporting Custodian (NRFI)BY3

In Transit to Reporting Custodian by Flight/Airlift

C10

In Transit to Reporting Custodian by Ship/Truck

CA0

9.1.6.4 New aircraft in process of first delivery (for NAVAIR ACC use only)
Regular Acceptance

BX0

Awaiting Movement (NRFI)

BA0

Provisional/Conditional AcceptanceVF09.1.7 Strike from Inventory Procedures
9.1.7.1 Authorization
Aircraft will not be stricken without the direct authorization of CNO (N98). CNO (N98) willsemiannually approve a list of aircraft approved for strike and direct their disposition.
NOTES: 1. Aircraft lost or destroyed through accident may be stricken by the reporting
custodian without prior OPNAV authority. Refer to NAVAIRINST 13700.15 forengine disposition instructions.
2. Special strike requests may be submitted to CNO (N98) on a case-by-casebasis.
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COMNAVAIRFORINST 4790.2D
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9.1.7.2 Strike at Aerospace Maintenance and Regeneration Group (AMARG)
a. Aircraft ferried to AMARG for strike will be received and stricken by the Navy Fleet
Support Office assigned to AMARG, not the ferrying activity. Reporting Custodians transferring
aircraft to AMARG will not submit a strike XRAY. AMARG will submit a receipt XRAY upon
arrival and a separate strike XRAY upon completion of strike actions.
b. Aircraft stricken at AMARG or due to unrecoverable crash or loss will follow the sameprocedures prescribed for transferring aircraft and NALCOMIS OOMA Logsets to anotherreporting custodian, per Chapter 8. The NALCOMIS OOMA Logsets will be transferred to the
NAVAIR Logistics Information Technology (LOG-IT) server at AMARG for archive storage.
AMARG personnel will manage the stricken aircraft Logsets on the AMARG server with theassistance of NAVAIR Logistics Information Technology (LOG-IT).
9.1.7.3 General Strike Procedures
a. Aircraft approved for strike will be ferried or moved to the site of final disposition prior to
strike.
b. Reporting custodians will request ACC approval to place an aircraft in awaiting strikestatus. When ACC authorization is received, the reporting custodian will submit an XRAY toreport the aircraft in the appropriate awaiting strike status code. The strike XRAY will not be
submitted until approval to strike the aircraft is received from CNO (N98). Strike XRAYs mustreference the CNO (N98) authority in the remarks section. If CNO (N98) authorization to strikeis not granted and an aircraft is to be retained in the inventory, the reporting custodian mustreverse the strike action by submitting a “Y” action XRAY placing the aircraft in the appropriate
status code.
NOTE: A strike XRAY is used only when reporting XRAY status codes; 1S0, 2S0, 3S0,
and 4S0. The FID/PID will be adjusted to match the month and year reported in
the strike.
c. Reinstatement of previously stricken aircraft is accomplished by a “Y” action XRAY.
d. Aircraft in any of the strike status codes (except 1S0, 2S0, 3S0, 4S0) are consideredretired.
e. Stricken aircraft are no longer subject to NAMP reporting requirements.
f. NAVSUP WSS, National Naval Aviation Museum, and National Museum of the Marine
Corps are responsible for uploading all formal documentation into the Stricken AircraftManagement module for each strike aircraft they receive.
g. Reporting Custodians must submit a Strike (Action Code - S) XRAY whenever aircraft
have been directed to be stricken or are awaiting decision to strike, except for those aircraft thatwill be stricken at AMARG per 9.1.7.2. Strike XRAYS must be reported via the DECKPLATEAIRRS website (https://deckplate.navair.navy.mil/AIRRS/) and must also be entered in OOMA.
The strike XRAY must be entered in OOMA prior to moving the log set to the outbox.
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COMNAVAIRFORINST 4790.2D
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h. Strike XRAYs will use the most appropriate code from the following list:
Awaiting Decision
Awaiting Strike
Category
To Strike
Not MAP/FMS
For MAP/FMS
1 - Damage
Y00
2 - Depreciation
PB0
S20
R00
3 - Administrative
PC0
S30
R00
4 - Service Life Complete PD0
S40
R00

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Stricken
1S0
2S0
3S0
4S0

Table 3: STRIKE/DAMAGE CODE MATRIXCATEGORY(First Position)
CATEGORY(Second Position)

CAUSE(ThirdPosition)

12
Category 1
Category 2
Strike DueStrike Due
DamageDepreciation
IN FLIGHT
A - UNIT TRAINING
J - FERRY
K - EXPERIMENT DEVELOPMENT, EVALUATION
L - FLIGHT TEST
M - UTILITY
P - SEARCH AND RESCUER - TRANSPORTS - ATTACK
U - ANTI-AIR WARFARE
V - RECONNAISSANCE
W - AIR DEFENSE

3
4
Category 3
Category 4
Strike DueStrike Due Completion of
Admin reasonsService LifeNOT IN FLIGHT
1 - PARKED ASHORE
4 - IN TOW OR NON-FLIGHT TAXI
5 - ABOARD SHIP
7 - LOADING OR UNLOADING
8 - UNDERGOING REWORK
9 - IN STORAGENOT ENEMY ACTION
INCIDENT TO FLIGHT:
A - AIRCRAFT ACCIDENT OR INCIDENT
B - EXCEPT WHEREVER D,E,F, BELOW ARE
APPLICABLE
D - GUN, ROCKET, OR MISSILE FIRE FROMDRONE EXPENDITURE (SEE F BELOW)
E - MISSING; CAUSE UNKNOWN
F - TARGET DRONE EXPENDITURE

5
Category 5
Damage(A/C repairable)

ENEMY ACTION
INCIDENT TO FLIGHT:
S - ENEMY ORDNANCE
V - MISSING; CAUSE UNKNOWN
Y - LANDING OR TAKE OFF MISHAP DUE TO ENEMY INFLICTEDDAMAGEZ – SABOTAGE, CAUSING LOSSNOT INCIDENT TO FLIGHT:
1 – ATTACK BY ENEMY AIRCRAFT
2 – ORDNANCE FROM ENEMY SURFACE WEAPONS
5 – SABOTAGE, CAUSING LOSS
6 – SEIZURE OF BASE BY ENEMY
7 – IMMINENT OR PROBABLE CAPTURE BY ENEMYNOT INCIDENT TO FLIGHT:
H - STORM (INCLUDING RESULTANT FIRES,
COLLAPSE OR DAMAGE OF FACILITIES, ETC.)
I - ACCIDENTAL DAMAGE BY OWN FORCES
ORDNANCE (INCLUDING RESULTANTFIRES, ETC.)
J - FIRE OR EXPLOSION (OTHER THAN H ORI ABOVE)K - DAMAGE FROM OTHER SURFACE INCIDENT(E.G., TOWING OR NON-FLIGHT TAXIACCIDENT)
L - AIRCRAFT ON LOAN TO NAVY RETURNEDO - STANDARD SERVICE LIFE COMPLETE
P - EXCESS TO INVENTORY REQUIREMENTS
Q - OBSOLETE
R - ADMINISTRATIVE ACTION, NOTELSEWHERE CLASSIFIED
2 - ORDNANCE FROM ENEMY
SURFACE WEAPONS
5 - SABOTAGE, CAUSING LOSS
6 - SEIZURE OF BASE BY ENEMYDISPOSITION(Fourth Position)

COMNAVAIRFORINST 4790.2D
1 Feb 2021

APPLICABLE TO STRICKEN AIRCRAFT
1 – ROUTINE SALVAGE OR SARDIP FOR PARTS AND SCRAP
2 – MISSING, OR COMPLETELY DESTROYED, OR
ECONOMICALLY INACCESSIBLE
3- JETTISONED OR ABANDONED IN OPERATIONAL OR
REPAIRABLE CONDITION, AS MILITARILYADVANTAGEOUS TO DO SO
4 – INTENTIONALLY DESTROYED TO NULLIFY ITSCAPTURE OR INTERNMENT

5 – CANNIBALIZED, WHILE OTHERWISE IN OPERATIONAL OR
REPAIRABLE CONDITION, AS AN OPERATIONAL REQUIREMENTTO OBTAIN PARTS FOR OTHER AIRCRAFT
6 – INTERNED BY FOREIGN POWER
7 – CAPTURED BY ENEMY
8 - TRANSFERRED TO NON NAVY RECIPIENT
9 – DIVERTED TO GROUND TRAINING OR TECHNICAL USESWITHIN THE NAVY
0 – DISPOSITION INSTRUCTIONS UNKNOWNAPPLICABLE TO DAMAGED AIRCRAFT
A – TO BE RESTORED BY ORGANIZATIONAL MAINTENANCE ACTIVITY
B – TO BE RESTORED BY INTERMEDIATE MAINTENANCE ACTIVITY
C – TO BE RESTORED BY DEPOT LEVEL MAINTENANCE FACILITY

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COMNAVAIRFORINST 4790.2D
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9.1.7.4 Category 1 Strike Damage Proceduresa. The reporting custodian will immediately report a Category 1 (Strike Damage) XRAY
when an aircraft is lost (not recovered) or destroyed.
NOTE: If the damage incurred is of a lesser degree, but still such that the reporting
custodian believes the aircraft is eligible for Category 1 strike, the reporting
custodian will notify the ACC and request disposition.
b. The ACC has the authority to declare an aircraft eligible for Category 1 strike and may
request depot Planner and Estimator (P&E) evaluation for confirmation. A determination ofeligibility constitutes both the authority and direction to strike the aircraft.
c. Reporting custodians will make logbook entries prior to transferring a damaged aircraft to
NASC FS custody. The logbook entries will provide sufficient information for NASC FS toreport the aircraft stricken should the decision be made to strike the aircraft. For disposition of
installed engines refer to NAVAIRINST 13700.15.
d. Category 1 Strike XRAY will use Action Code - S, Status Code 1S0, and the mostappropriate code from the Strike/Damage Code Table. The FID/PID will reflect month and yearof strike. If P&E evaluation has been requested, the aircraft will be reported using Action Code X (Other) and status Y00 (Awaiting Decision to Strike). An aircraft reported in Y00 status also
requires that a tentative strike/damage code be entered in the aircraft logbook miscellaneous
history section. If the P&E evaluation results in a decision to restore the aircraft, the reporting
custodian will submit an XRAY report in the appropriate status. If the P&E evaluation results ina decision to strike the aircraft, the strike date will be as of the date of the completion of the P&E
evaluation. Strike XRAYs for aircraft lost or destroyed will include this instruction in theremarks section of the report as authority. All other Category 1 strike actions will reference thespecific authorizing directive.
NOTE: For aircraft sustaining lesser damage than strike, yet requiring depot rework or
repair, report the appropriate damage code. Include the damage code on all
XRAY’s reporting the aircraft in the appropriate Depot Special Rework Repair
status code (I30, IC0, H3_, HC_, or G3_) per 9.1.6.3.b.
9.1.7.5 Category 2 (Depreciation) Strike Procedures
a. When an aircraft materially depreciates to the extent that it might be strike eligible, thereporting custodian will request a P&E evaluation for Category 2 strike. The P&E will report theresults of the evaluation to the cognizant ACC. Requests for Category 2 strike will be submitted
via the chain of command to CNO (N98) for approval.
b. Aircraft awaiting a Category 2 strike decision will be reported using an Action Code - X(Other) XRAY and status code PB0. When the P&E evaluation is completed and strike isrecommended, use S20. When authorization is granted, the Category 2 strike action is reported
as Action Code – S, status code 2S0, with the appropriate code from the Strike/Damage Code
Table.
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COMNAVAIRFORINST 4790.2D
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9.1.7.6. Category 3 (Administrative) Strike Procedures
a. Category 3 (Administrative) strike is authorized for reasons not related to damage,depreciation, or completion of service life. Category 3 strikes cover obsolete or excess aircraft;aircraft intentionally destroyed (including drones) in test, training or battle; aircraft removed
from the inventory for use in ground training; aircraft transferred to foreign governments via
foreign military sales (FMS) or transferred to other non-Navy recipients; and aircraft stricken
due to Master Aviation Plan (MAP) decisions.
b. With the exception of aircraft intentionally destroyed in battle, only CNO (N98) can
authorize Category 3 strike.
c. When Category 3 strike does not involve FMS or MAP, the aircraft will be stricken at thedisposal site.
d. Category 3 strike XRAYs will contain Action Code – S, Status Code 3S0, and theappropriate code from the Strike/Damage Code Table.
9.1.7.7 Category 4 (Completed Service Life) Strike Procedures
Category 4 (Completed Service Life) strikes cover those aircraft that have reached the end of
their operational service life due to hours or Fatigue Life Expended (FLE) limits. Upon direction
by the ACC, the reporting custodian will submit a Category 4 strike XRAY with Action Code –S, Status Code 4S0, and the appropriate code from the Strike/Damage Code Table.
9.2 Subsystem Capability and Impact Reporting (SCIR) System
9.2.1 Purpose
SCIR is the data system used to monitor mission capability and identify discrepant aircraft
systems and subsystems listed in the T/M/S aircraft Mission Essential Subsystem Matrix(MESM). SCIR provides managers with information on discrepant systems that cause mission
impairment, the degree of mission impairment (Partial Mission Capable (PMC) or Non-Mission
Capable (NMC), the length of time mission capability was reduced, and related maintenance andsupply factors.
9.2.2 Definitions
a. NMCD - Not Mission Capable due to Depot-level maintenance.
b. NMCS - Not Mission Capable due to Awaiting Parts (AWP).
c. NMCM-U - Not Mission Capable due to Unscheduled maintenance.

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COMNAVAIRFORINST 4790.2D
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d. NMCM-S - Not Mission Capable due to Scheduled maintenance. An aircraft is NMCMS during all periods of time it is not available for a mission because of scheduled maintenance.
Conditions:(1) NMCM-S does not apply to administrative WOs, daily or turnaround inspections, or
corrosion prevention that does not impair mission capability.
(2) NMCM-S does not apply if the scheduled inspection does not require disassembling
the aircraft beyond the point re-assembly can be completed within 2 hours. If the scheduledinspection does require disassembly to the point the aircraft cannot be re-assembled within 2hours, the inspection is considered to impact mission capability and the appropriate EOC code
will be applied to the associated look-phase inspection WOs. Regardless of the extent ofdisassembly, NMCM-S applies upon reaching the maximum operational limit allowed between
scheduled maintenance intervals.
e. PMCS - Partial Mission Capable due to Awaiting Parts (AWP).
f. PMCM - Partial Mission Capable due to Maintenanceg. FMC - Fully Mission Capable. No NMCD, NMCS, NMCM-U, NMCM-S, PMCS, or
PMCM discrepancies.
h. EMT - This time is spent actually working on the end item and is always documented as
maintenance time, even though parts may be on order from supply. EMT does not include theclock hours and tenths for cure time, charging time, or leak test when they are being conductedwithout maintenance personnel actually monitoring the work. Although EMT is directly related
to job man-hours, it is not to be confused with total man-hours required to complete a job.
i. AWM - This time is when no work is being performed on the end item and no parts are onorder from supply. Even though work is stopped for a lack of parts, it is considered AWM until
the demand is placed on the supply department.
j. Maintenance Time - The sum of AWM and EMT.
k. AWP - Awaiting parts. AWP time starts when a requisition is placed on the supply
system for a required item. AWP time stops when the required item is received by the
maintenance activity. Parts are not considered to be on order (AWP) until demand has been
forwarded to the Supply Response Section (SRS) of the Supply Department.
l. SCIR Gripe Life - The total length of time a discrepancy is SCIR related. As a formula,
SCIR GRIPE LIFE = AWP + EMT + AWM. (This formula is not applicable to inspection
control documents.)
m. Computer Generated AWM (AWM 0) - Using the SCIR gripe life formula above, thecomputer will account for every hour of gripe life. Time which has not been accounted for as
supply, EMT, or documented AWM will be categorized as AWM and assigned a reason code of
0. Computer generated AWM will never be documented on the WO.
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9.2.3 SCIR Documentation
NOTE: Refer to Chapter 15 for additional procedures on documenting SCIR on OOMA
work orders.
9.2.3.1 SCIR accounts for the total length of time an aircraft’s mission capability is impaired,while the aircraft is IN-MCRS and an aircraft system or subsystem listed in the T/M/S Mission
Essential Subsystem Matrix (MESM) (9.4) is discrepant or failed (not including administrative
actions), preventing the aircraft from performing one or more of its missions. SCIR is not
documented when the maintenance action is administrative, only (for example, removal of an
RFI component to Facilitate Other Maintenance (FOM)) or the discrepancy does not impair
mission capability. SCIR is applicable when mission capability is impaired while:a. Repairing an end item.
b. Inspecting or calibrating an end item.
c. Installing a TD on an end item.
NOTE: A system or subsystem is considered nonfunctional even though the final
disposition may be no defect (A-799). In these cases, mission capability is
considered impacted from the time the discrepancy was reported.
9.2.3.2 SCIR is automatically calculated based on IN-MCRS, Type WO code and Up/Down
status. The appropriate EOC code (9.4) is applied to the WO related to the discrepancy that isdegrading mission capability. The EOC code is linked to the system/subsystem WUC/UNS in
the T/M/S aircraft CM baseline in OOMA and is prefilled on the WO based on the
Up/Partial/Down (U/P/D) indicator and WUC/UNS selection. Only one EOC can be
documented on a WO. For inspections, the EOC is documented on the Single Work Center
Inspection WO or the Look Phase WOs for inspections requiring more than one work center.
9.2.3.3 SCIR must be documented for all inspections that require disassembly of the aircraft or
installed equipment to the point the aircraft cannot be reassembled within 2 hours.
a. If an aircraft is downed for a special inspection, SCIR will be documented on the lookphase WOs during the down portion of the inspection once Maintenance Control decides to
SCIR Impact the inspection by selecting the SCIR Impacted Insp option from the Aircraft VED.
Any fix phase discrepancies (Type WO code SF), discovered during the special inspection will
be SCIR related, if they affect mission capability per the T/M/S aircraft MESM.
b. SCIR is documented for a conditional inspection only if:(1) An overlimit condition exists, for example, hard landing, bolter, overspeed, orovertemp, that restricts the aircraft from further flight until the inspection is completed; or(2) Higher authority directs a one-time inspection, not ordered in a TD, that restricts theaircraft from flight. Aircraft undergoing conditional inspections to determine equipment
condition, for example, precarrier, pre-deployment, aircraft ferry, acceptance, transfer, and
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routine events that do not exceed an over-limit condition, for example, inspections caused byflying various mission sets in harsh or salt laden environments, will remain in MC status during
the complete inspection unless panels and equipment removed to conduct the inspection cannot
be replaced within a 2-hour period.
NOTES: 1. SCIR will only be impacted when aircraft are IN-MCRS. EOC code “A” will
be used while aircraft are OUT-MCRS (non-SCIR impact). Upon submission of
an XRAY in OOMA to place an aircraft in OUT-MCRS status, all inspection
WOs will be automatically changed to EOC "A". When aircraft status returns to
IN-MCRS, the OOMA XRAY will initiate an automatic update of all SCIR
impacted inspection WOs back to EOC "Z". Refer to 9.4.2.
2. EOC code “A” is not active until an impending NALCOMIS software change
is complete.
c. If an inspection is initiated in an Up status and then reaches its maximum allowabledeviation (drop dead date), NALCOMIS has an auto-down program that will automaticallychange the status of applicable inspection WOs to a Down status. Until such time as
Maintenance Control decides to SCIR Impact the inspection by selecting the SCIR Impacted
Insp option from the Aircraft VED, the aircraft inspection WOs will not have an EOC displayed.
Once SCIR Impacted, an EOC "Y" is placed on the Control WO, and EOC of "Z" is placed on
the Look Phase WOs. This action cannot be reversed. The EOC Start Date and Time field will
be displayed on the Job Status/Worker Hours screen with the Date and Time of when the SCIR
Impact option was initiated, and will display EOC "Z". This field will be used to start the SCIR
clock, and the MAINT-1, MAINT-2, and MAINT-3 reports will calculate the aircraft readinessusing this field.
9.2.3.4 Work Order EOC codes and Up/Partial/Down (U/P/D) categorization on WOs can becorrected using the following procedures:
a. Maintenance Control must approve changes to EOC codes and U/P/D status.
b. EOC codes and U/P/D status are changed by using the OOMA SCIR change function.
The SCIR change function is used for non-SCIR discrepancies that increase in severity or tostart/stop SCIR impact accumulation when going from IN-MCRS/OUT-MCRS status. When
executing the SCIR Change Option, the computer will close out the original WO and create a
new WO with the appropriate EOC code. The original WO must contain sufficient information
to pass the OOMA on-line validations prior to the SCIR change. The new WO will have thesame JCN as the original WO, but it will have a new MCN along with the new EOC code. The
Date and Time received will be computer generated at the time of the SCIR change and is not
modifiable. This option will be used to change a discrepancy from Up to Partial or Down, and tochange Partial to Down. This feature is not used to change the SCIR status for Look Phase
Inspection WOs.
NOTE: SCIR corrections change the status beginning from the received Date and Time of
the new WO.
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c. A SCIR correction to a DOWN status is prohibited if an M7 job status exists or if theaircraft has flown since the received Date and Time.
d. If the WO is being corrected to an UP or PARTIAL status and parts have been ordered,the user is stopped if the project code is not valid for the new status.
e. If the WO is corrected to PARTIAL status, the WUC/UNS must be selected from the
MESM table. If there is more than one EOC Code for that WUC/UNS, the user is prompted to
select one.
f. Inspection WOs cannot be changed from DOWN to UP status. Look phase inspection
WOs cannot be changed from an UP to DOWN status (it must be done on the inspection control
WO).
9.2.4 SCIR Data Binning
9.2.4.1 Data binning reduces overall aircraft status into 15-minute increments of the highest
degraded priority per the following process:a. One 15-minute bin is used for each 15 minutes of the month (2976 bins for a 31-day
month, 2880 bins for a 30-day month, 2784 bins for a 29-day February, and 2688 bins for a 28day February), numbered sequentially. Example: The bins are numbered 1 through 2976 for a
31-day month.
b. Each bin is evaluated to determine the highest impact to aircraft status during that
respective bin time. In descending order of hierarchy, each bin is assigned as:(1) NMCD (Highest priority)(2) NMCS(3) NMCM-U(4) NMCM-S(5) PMCS(6) PMCM (Lowest priority)
NOTE: With no NMC or PMC of any type, the bin is empty (FMC status).
c. Time allotment:(1) Not Mission Capable Depot (NMCD) time supersedes Not Mission Capable Supply(NMCS) time which supersedes Not Mission Capable Maintenance time. If there is any NMCD
time in the bin, NMCD will claim 100% of that 15-minute bin. In the absence of NMCD,NMCS will claim 100% of that 15-minute bin. In the absence of both NMCD and NMCS,NMCM will claim 100% of that 15-minute bin.
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(2) In the absence of any NMC time, PMCS will claim 100% of that 15-minute bin. In
the absence of any NMC time and any PMCS time, PMCM will receive 100% of the bin.
(3) In the absence of any NMC or PMC time, the bin status is empty. No SCIR time isaccounted for and the aircraft is FMC.
d. The bins are aggregated over time to determine MC/FMC rate for a particular period, forexample, the Maint 2 report provides a monthly summary of MC/FMC readiness and time spentin each category (NMCD, NMCS, NMCM-U, NMCM-S, PMCS, PMCM or FMC).
9.2.4.2 Binning does not start until a Receipt XRAY is completed, which begins the reporting
process. Thereafter, if there are no SCIR impacted work orders to populate bins the aircraft is
FMC, a Partial or Downing Maintenance Event occurring will supersede the FMC, the eventwith the highest letter Equipment Operational Capability (EOC) code with time elapsed within abin takes precedence, and supersedes any lower priority EOC code. NMC Work Orders begin
with NMCM, and PMC Work Orders begin with PMCM. When a part is ordered against a workorder and the Job Status changes from in work to a supply status, then the bin will carry a status
of NMCS or PMCS. Once the part is issued or the work order is moved to an awaiting
maintenance or in work job status, the NMCS or PMCS clock stops and NMCM or PMCM time
resumes until the work order is completed. When more than one or many work orders with
NMC or PMC status exist, the single status with the highest precedence is collected for that bin
time.
9.2.4.3 Monthly summary reporting (and binning) stops when an aircraft is closed out andremoved from OOMA, which typically happens when the aircraft will be transferred to anotheractivity and a subsequent Receipt XRAY will begin reporting in that activity. Aircraft Strikewill also stop monthly summary aircraft reporting.
9.3 Mission Capable Rate Computation
SCIR data permits computing the percentage of time an aircraft is mission capable, commonlyreferred to as the MC/FMC rate.
9.3.1 Definitions
a. MC - The aircraft can perform at least one of its missions.
b. FMC - The aircraft has no outstanding NMCS or PMCS requisitions, no outstanding
NMCM or PMCM maintenance actions, no down WOs, and no EOCs.
c. PMC - The aircraft has one or more outstanding PMCS requisitions or PMCM
maintenance actions with an EOC alpha character of C through L, no outstanding NMCS
requisitions, no outstanding NMCM maintenance actions, no Down WOs, and no EOC alphacharacter Z discrepancies. The aircraft is safely flyable and can perform one or more, but not all
missions listed in the applicable MESM.

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d. NMC - The aircraft has one or more outstanding NMCM maintenance actions or NMCS
requisitions. The aircraft is not safely flyable and cannot perform any mission listed in theapplicable MESM.
NOTE: Aircraft that are not in “A” operating status in AIRRS are considered NMC andwill not be flown, except for those aircraft being flown (ferried) to or from depot
rework or AMARG storage, or flown for functional check flight while undergoinga depot event.
9.3.2 MC and FMC Rate Computation
9.3.2.1 MC and FMC rates are computed only for the time aircraft are in “A” operating status in
the Aircraft Inventory Readiness and Reporting System (AIRRS), 9.1. Aircraft reported in
AIRRS in “A” operating status are in mission capability reporting status (IN-MCRS) andaccumulate Equipment In Service (EIS) hours for the computation of MC and FMC. Aircraft
reported in AIRRS in any other operating status than “A” are out of MCRS (OUT-MCRS) anddo not accumulate EIS hours.
9.3.2.2 The MC and FMC percentage rate is computed using accumulated EIS hours, Equipment
Out of Service (EOS) hours, and SCIR data during a reporting period. Formulas:
MC Percentage. MC percentage reflects the percentage of all aircraft assigned to a unit thatwere in MCRS, based on total accumulated Equipment In Service (EIS) hours during a reporting
period, which were capable of performing at least one, but not all missions.
TOTAL EIS HOURS – (NMCD+NMCS+NMCM) HOURSTOTAL EIS HOURS

X 100

FMC Percentage. FMC percentage reflects the percentage of all aircraft assigned to a unitthat were in MCRS, based on total accumulated EIS hours during a reporting period, which werecapable of performing all missions.
TOTAL EIS HOURS – (NMCD+NMCS+NMCM+PMCS+PMCM) HOURSTOTAL EIS HOURS

X 100

NMC Percentage. NMC percentage reflects the percentage of all aircraft assigned to a unitthat were in MCRS, based on total accumulated EIS hours during a reporting period, which were
not capable of performing any mission.
TOTAL NMC HOURSTOTAL EIS HOURS

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PMC percentage. PMC percentage reflects the percentage of all aircraft assigned to a unitthat were in MCRS, based on total accumulated EIS hours during a reporting period, which werecapable of performing at least one, but not all missions, due to maintenance.
TOTAL PMC HOURSTOTAL EIS HOURS

X 100

Example: A unit assigned 12 aircraft during the month of April. Their total possible EIS hours is
computed as 24 hours per day X 30 days X 12 aircraft = 8640 total possible EIS hours. The
squadron has 2 aircraft OUT-MCRS for 20 days (960 EOS Hours). Therefore, total EIS hours =8640 - 960 = 7680 hours. Per SCIR data, hours were distributed as follows: NMCD = 24, NMCS
= 1250 and NMCM = 1600 for a total of 2874 NMC hours; PMCS = 2000 and PMCM = 500 fora total of 2500 PMC hours. 2874 NMC hours + 2500 PMC hours = 5374 non-FMC hours. Mission
capability percentages:
MC % =

7680 - 2874
7680

X 100 = 62.5% MC

FMC % =

7680 - 5374
7680

X 100 = 30.0% FMC

NMC % =

2874
7680

X 100 = 37.5% NMC

PMC % =

2500
7680

X 100 = 32.5% PMC

9.4 Mission-Essential Subsystems Matrix (MESM)
9.4.1 Purpose. A MESM provides guidance for determining subsystem, capability, function,and mode interrelationships as they relate to aircraft mission capability. Each T/M/S aircraft andUAS has a MESM that lists the aircraft’s SCIR-related subsystems and associated Equipment
Operational Capability (EOC) code. Figure 9-5 is an example of a T/M/S MESM.
9.4.2 Equipment Operational Capability (EOC) Codes. EOC codes relate a particularsystem/subsystem to a specific mission listed in the T/M/S MESM. An EOC code is a threecharacter alphanumeric code that identifies the degree of degradation to mission capability andthe system responsible for the degradation. The first character (alpha) is documented in
NALCOMIS OOMA. The second and third characters (numeric) are computer generated fromthe first two positions of the WUC/UNS. EOC alpha codes:
EOC code A. (Not for use in MESMs. Currently inactive, pending NALCOMIS
software change). EOC code A is automatically applied to WOs whenever an OOMA XRAY is
submitted that changes the aircraft status from IN-MCRS to OUT-MCRS. WOs initiated whileaircraft are OUT-MCRS will default to EOC “A”. Upon submission of the OOMA XRAYchanging the aircraft back to IN-MCRS, all work orders will automatically be updated back to
the applicable SCIR impacted EOC code.
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NOTE: XRAYs submitted in DECKPLATE-AIRRS will not replicate to OOMA. XRAYs
must be submitted in OOMA to enable applicable automated SCIR changes.
EOC codes C through K are used for inoperative subsystems, capabilities, functions, ormodes that degrade the aircraft from FMC to PMC, thus preventing a specific mission, as
defined in the T/M/S MESM.
EOC code L is used for inoperative subsystems, capabilities, functions, or modes thatprevent Instrument Meteorological Conditions (IMC) flight missions.
EOC code M. (Not for use in MESMs.) EOC code M is applied as system default to
WOs when an Aircraft is undergoing a Depot Modernization / Modification (Depot MOD) andwork center X45 is utilized. Accurate accounting for Non-Mission Capable Depot (NMCD) timerequires correctly coding the WO and providing detailed descriptions in the Discrepancy andCorrective Action Blocks. Refer to Chapter 15.5.12 Modification documentation.
EOC code R. (Not for use in MESMs.) EOC code R is applied as system default to WOs
when an aircraft is undergoing a Depot In-Service Repair (ISR) and work center X44 is utilized.
Accurate accounting for Non-Mission Capable Depot (NMCD) time requires correctly coding
the WO and providing detailed descriptions in the Discrepancy and Corrective Action Blocks.
Refer to 15.5.11 In-Service Repair documentation
EOC code Y. (Not for use in MESMs.) EOC code Y is applied as a system default toAssist maintenance actions when the Control WO is SCIR impacted. In addition, when Phaseand Inspection Control WOs are SCIR impacted, an EOC of “Y” is placed on the Control WO,
and an EOC of “Z” is placed on the Look Phase WOs.
EOC code Z is used for subsystems, capabilities, functions, or modes that degrade theaircraft to NMC. Major systems, subsystems, or equipment, for example, engines, electricalsystems, and flight controls, that are not listed in the MESM, but preclude safe flight wheninoperative, are assigned EOC code Z.
9.4.3 New MESM Development. The COMNAVAIRSYSCOM T/M/S aircraft Program
Manager is responsible for developing the initial MESM for new T/M/S aircraft. The initial
MESM must be published prior to commencement of development test flight operations. Prior
to commencement of Fleet squadron flight operations, the Program Manager will coordinate with
the ACC T/M/S Aircraft Class Desk to develop the final MESM. Procedures:
a. T/M/S missions must be determined prior to construction of a new MESM. The missions
defined in T/M/S operational requirement documents will be used as a general guide. Tacticalmanual definitions will be used to provide additional detail to mission descriptions, if required tomore accurately describe a mission.
b. After mission descriptions are developed, Program Office design and engineering
personnel will determine which subsystems, capabilities, functions, and modes are required toperform each mission. Aircraft, manuals, such as IPBs, MIMs, and NATOPS for similar aircraft
may be used as secondary information sources.
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c. The Program Office will construct a Mission Essential Equipment Functional Matrix withvertical columns identifying each specific mission in descending order (FMC followed by PMC
followed by NMC), ranging left to right, as depicted in Figure 9-6. Procedures:(1) Unclassified descriptive names are used to identify each mission.
(2) The subsystems, capabilities, functions, or modes are listed horizontally under the
MISSION ESSENTIAL EQUIPMENT column with an “X” placed in each of the mission
columns for which the equipment is required. Holes may appear in the matrix, for example,
EQUIPMENT 1 in Figure 9-6, which indicates the equipment does not affect any mission of theaircraft regardless of whether or not EQUIPMENT 1 is installed or functioning. When thisoccurs, it is necessary to re-evaluate the impact of the equipment on that specific mission anddecide if the hole should be ignored or if the equipment to mission correlation in the matrix
should be rearranged.
(3) The appropriate EOC code per 9.4.2 direction is applied to each subsystem. The
appropriate EOC code is determined by identifying the last subsystem, capability, function, or
mode displaying an “X” in the mission category. For example, Figure 9-6 lists all equipment
required to make the aircraft FMC. If EQUIPMENT 2 is inoperative, the EOC code assigned isC, indicating that without EQUIPMENT 2 the aircraft is only capable of missions less than
FMC.
(4) When, subsystems, capabilities, functions, or modes are identified for each mission, it
may be discovered that only some modes of operation are required to perform that particularmission, which must be indicated the example of EQUIPMENT 3 as it relates to EOC code C in
Figure 9-6.
(5) Redundant subsystems, for example, primary and backup, are grouped together andthe MESM needs to specify the number or positions required to perform the mission, per theexamples of EQUIPMENT 4 and EQUIPMENT 5 as they relate to EOC code D in Figure 9-6.
(6) Any comment required to provide amplifying information about a system should be
included as a NOTE per the example of EQUIPMENT 7 in Figure 9-6.
(7) When a particular subsystem, capability, function, or mode is listed in the MESM
with more than one EOC code, it must be explained as indicated by the example of
EQUIPMENT 3 as it relates to EOC code C and EOC code K in Figure 9-6.
(8) Mission Mounted Equipment (MME) is equipment required for special missions, forexample, tanker packages, defensive electronic countermeasures, chaff dispensers, andSidewinder missile systems. When MME is installed, the complete system is reported. If MME
is not installed and the necessary wiring and plumbing are permanently installed, only the wiringand plumbing is reported. A NOTE to this effect must be included for each MME in the MESM.
d. When the Mission Essential Equipment Functional Matrix is complete, the actual MESM
is constructed.
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9.4.4 MESM Changes. MESM change recommendations will be routed per the processillustrated in Figure 9-7 (Navy) and Figure 9-8 (Marine Corps).
9.5 Responsibility for Accurately Reporting Aircraft Status
9.5.1 General responsibility. All Navy and Marine Corps activities that operate aircraft are
responsible for the accuracy of aircraft status in DECKPLATE-AIRRS and SCIR.
9.5.2 Maintenance Officer (MO). With assistance from the MMCO and SA/A, the MO will
perform DECKPLATE-AIRRS and SCIR reviews each month, as follows:a. Review a hardcopy of the current NALCOMIS Work Center Workload Report (Figure 99) to verify work orders are being coded with the correct EOC codes, WUC/UNS, and U/P/D
indication, per the T/M/S aircraft MESM. Procedure:(1) Compare the discrepancy noted in the System Reason block to the Aircraft/Equipment
Status block for correct U/P/D status.
(2) Review the EOC block to verify correct code per the T/M/S aircraft MESM, andcorrect correlation to the U/P/D status.
(3) Review the Project Code for correct correlation to the U/P/D status and EOC code.
(4) Annotate the report with any discrepancies noted, sign the report, and give it to the
MMCO for action.
b. Review a hardcopy of the DECKPLATE-AIRRS “Latest Aircraft Daily Information” data
to verify the aircraft status code is correct per 9.1.5 for each BUNO assigned. The MO will
annotate the report with any discrepancies noted, sign and date the report, and give it to the
MMCO for action.
9.5.3 Maintenance Material Control Officer (MMCO). O-level MMCOs are responsible fortimely and accurate DECKPLATE-AIRRS reports and work order SCIR documentation. The
MMCO must:a. Review the accuracy of all fields and authorize the release of AIRRS XRAY reports
submitted via OOMA, DECKPLATE-AIRRS, or naval message. The MMCO will sign andmaintain a hardcopy of each XRAY for at least 12 months after date of release.
b. Review the DECKPLATE-AIRRS “Latest Aircraft Daily Information” data each week toverify XRAY reports have processed.
c. Review the NALCOMIS Work Center Workload Report (Figure 9-9) each week for
accuracy of U/P/D indication, EOC coding, and WUC/UNS, per the procedures of 9.5.2.a.
d. Review the System Administrator/Analyst (SA/A) trend chart of SCIR data errors (Figure9-10) each month and direct actions to improve accuracy, such as additional training for work
center or Maintenance Control personnel.
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e. Note corrective actions taken on monthly Maintenance Officer SCIR and AIRRS reviews,
and maintain on file for 12 months from date of completion.
9.5.4 Maintenance Master Chief Petty Officer (MMCPO). The MMCPO (Navy) or Aircraft
Maintenance Chief (Marine Corps) will monitor Maintenance Control for accurate SCIR
documentation by performing a daily review of the NALCOMIS Work Center Workload Report(Figure 9-9) for correct U/P/D indication, EOC coding, and WUC/UNS, per the procedures of
9.5.2.a.
9.5.5 Maintenance Control. Prior to approving the WO for entry into the automated aircraft
discrepancy book (AADB), Maintenance Control must review the WO for correct EOC coding
per the T/M/S MESM, WUC/UNS, and the correct U/P/D indication.
9.5.6 Work Center Supervisor. Work Center supervisors are responsible for the accuracy ofwork orders generated by their work center. At the beginning and end of the work shift, Work
Center supervisors will review the NALCOMIS Work Center Workload Report (Figure 9-9) for
correct EOC and WUC/UNS coding per the procedures of 9.5.2.a., and ensure errors arecorrected.

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Figure 9-1: Aircraft Summary Data Message Format
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Figure 9-2: Aircraft Summary Data Correction Message Format
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COMNAVAIRFORINST 4790.2D
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FROM
TO

(ACTIVITY OF DEPLOYED AIRCRAFT OR NEAREST COMMUNICATION FACILITY)(REPORTING CUSTODIAN OF THE DEPLOYED AIRCRAFT)INFO (AIRCRAFT CONTROLLING CUSTODIAN)
UNCLAS//N04790//
MSGID/GENADMIN/-//
SUBJ/MONTHLY FLIGHT DATA REPORT//REF/A/DOC/COMNAVAIRFORINST 4790.2/01 JAN 2020//
AMPN/REF A IS THE NAMP.//RMKS/
A. ACFT BUNO
B. TYPE EQUIP CODE
C. ORG CODE
D. PERM UNIT CODE
E. REPORT PERIOD (MO/YR)
F. NUMBER FLYING HOURS ACCUMULATED DURING REPORT PERIOD
G. NUMBER FLTS ACCUMULATED DURING REPORT PERIOD
H. NUMBER SHIP OPS FLYING HOURS ACCUMULATED DURING REPORT PERIOD
I. NUMBER SHIP OPS FLTS ACCUMULATED DURING REPORT PERIOD
J. EQUIPMENT IN SERVICE HOURS
K. EQUIPMENT OUT SERVICE HOURS
L. INVENTORY CODE//

Figure 9-3: Flight Data Submission Message Format
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FROM (RECEIVING REPORTING CUSTODIAN)
TO(TRANSFERRING REPORTING CUSTODIAN)

INFO (CONTROLLING CUSTODIAN and ANY APPROPRIATE ADDRESSEES IF APPLICABLE
DEPARTURE AND DOWN MECH MESSAGES)UNCLAS//N03710//
MSGID/GENADMIN/-//
SUBJ/ACFT ACCEPTANCE ARRIVAL//
REF/A/DOC/-/-//
AMPN/REF A IS THE FERRY MOVEMENT DIRECTIVE MESSAGE//
RMKS/1. (AIRCRAFT MODEL) (BUNO) (RANK) (NAME) (TANGO NUMBER) (ACTIVITY) ACPT(DATE) FERTIME (HOURS) PT (TENTHS) LDGS (TOTAL LANDINGS). FLYING HOUR COST
(TOTAL ALL STUBS) DOLS.
2. FLT DATA. ALL TIMES ZULU. READ ACROSS.
DEP DTG ARR DTG HRS LDGS TMR
NGU 162100 NCO 162240 1.7
1N
2J1
NCO 170040 NAS 170240 2.0
1N
2J2
3. SCIR DATA. ALL TIMES ZULU. READ ACROSS.
WUC
AT MAL WD RCVD DATE/TIME/EOC
A.
7236100R 383
D 8016/2240/D
B.
7325410R 382
D 8016/2240/Z
A.
B.

COMPDATE/TIME
8016/2340
8016/2352

INWK DATE/TIME/EOC
8016/2240/D
8016/2240/Z

JS/DATE/TIME/EOC JS/DATE/TIME/EOC JCN
S/8016/2300/Z
M/8016/2330/Z
AB8015001
S/8016/2300/Z
M/8016/2330/Z
AB8015002

4. TIME OF PHYSICAL CUSTODY CHANGE (ZULU TIME)
5. (REMARKS AS APPLICABLE)//

Figure 9-4: Aircraft Arrival Message Format

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F/A-18E/F
TYPE EQUIPMENT CODES: AMAH/AMAJ
Do not assign an EOC code if all equipment is operational. The aircraft is FMC.
Assign EOC code (C) when the following systems are inoperative degrading the capability of highthreat combat operations. The aircraft is not capable of deploying an RF decoy and the Dry Bay Fire
Suppressant System is not functional. The aircraft is PMC.
LIST SYSTEMS HERE(NOTE 1)

Assign EOC code (D) when the following system(s) are inoperative preventing the basic strike fighter
mission. The aircraft is not capable of conducting air / maritime interdiction, mining, reconnaissance,
close air support, forward air control airborne, offensive / defensive counter air, alert launchedintercept, basic fighter maneuvering, or war-at-sea missions using all weapons and delivery modes
regardless of terrain, weather, or enemy defenses. The aircraft is PMC.
LIST SYSTEMS HERE(NOTE 2)

Assign EOC code (E) when the following system(s) are inoperative preventing the expanded mobility
mission. The aircraft is not capable of safe movement on and off ships during day, night and inclement
weather conditions, conducting independent navigation. The aircraft is PMC.
LIST SYSTEMS HERE(NOTE 3)

Assign EOC code (L) when the following systems are inoperative preventing the IMC flight mission.
The aircraft is not capable of day or night IMC field flight operations with necessary communication,navigation, IFF, flight, and safety systems required by applicable NATOPS and FAA regulations. The
aircraft is PMC.
.
LIST SYSTEMS HERE(NOTE 4)

Assign EOC code (Z) when the following systems(s)/conditions(s) prevent the aircraft from being
safely flyable. The aircraft is not capable of day VMC field flight operations with two-way radio
communication and necessary aircraft and crew safety provisions. The aircraft is NMC.
LIST SYSTEMS HERENOTES:
1. (Any condition for applying the specified code.)

2. (Any condition for applying the specified code.)
3. (Any condition for applying the specified code.)
4. (Any condition for applying the specified code.)
GENERAL NOTES: (NOTES of a general nature not applicable to any particular code or
equipment.)
Figure 9-5: T/M/S Aircraft Mission-Essential Subsystems Matrix (MESM) (Example)
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N
O
T

EOC CODEMISSION ESSENTIAL EQUIPMENT

F
M
C

P
M
C

P
M
C

P
M
C

P
M
C

M
I
S
I
O
N

M
I
S
I
O
N

M
I
S
I
O
N

M
I
S
I
O
N

M
I
S
I
O
N

S
A
F
E
L
Y
F
L
Y
A
B
L
E

C

EQUIPMENT 1C

EQUIPMENT 2XC

EQUIPMENT 3 (T/A MODE REQUIRED)X

D

EQUIPMENT 4 (2 OF 2 REQUIRED)

X

X

D

EQUIPMENT 5 (POSITIONS 4 & 5
REQUIRED)X

X

J

EQUIPMENT 6

X

X

X

J

EQUIPMENT 7 (NOTE)

X

X

X

K

EQUIPMENT 3 (T/F MODE REQUIRED)

X

X

X

X

L

EQUIPMENT 8

X

X

X

X

X

Z

EQUIPMENT 9

X

X

X

X

X

X

Z

ENGINE

X

X

X

X

X

X

NOTES: 1. NMC EOC codes will be changed to T when the aircraft is OUTMCRS.
2. PMC EOC codes will be changed to U when the aircraft is OUTMCRS.
Figure 9-6: MESM Functional Matrix (Example)
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Figure 9-7: MESM Change Recommendation Routing (Navy)
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Figure 9-8: MESM Change Recommendation Routing (Marine Corps)
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Figure 9-9: NALCOMIS Work Center Workload Report (Sample)
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EOC Code Error Rate
45
40
35
30
25
20
15
10
5
0

C

E

F

G

H

L

Z

Total Errors

Figure 9-10: EOC Code Error Rate Trend Chart (Example)
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CHAPTER 10
Naval Aviation Maintenance Program
Standard Operating Procedures (NAMPSOPs)

10.1 Aviation Maintenance Training Program (NAMPSOP) ....................................................... 1
10.1.1 References......................................................................................................................... 1
10.1.2 Introduction....................................................................................................................... 1
10.1.3 Formal Training ................................................................................................................ 3
10.1.3.1 Definition .............................................................................................................3
10.1.3.2 Directives .............................................................................................................3
10.1.3.3 Funding and Seat Reservation ..............................................................................4
10.1.3.4 Contractor field services training .........................................................................4
10.1.3.5 Training Model Managers (TMMs) .....................................................................4
10.1.4 In-Service Training Requirements .................................................................................... 5
10.1.4.1 QPT ......................................................................................................................5
10.1.4.2 AMSTRP ..............................................................................................................5
10.1.4.3 JQR.......................................................................................................................5
10.1.4.4 OJT .......................................................................................................................5
10.1.4.5 Lesson Guides and IMI ........................................................................................6
10.1.4.6 Required Reading .................................................................................................7
10.1.4.7 NAMP Indoctrination Training ............................................................................7
10.1.4.8 Refresher Training ...............................................................................................810.1.4.9 Navy Occupational Safety and Health (NAVOSH) and Safety Training ............810.1.4.10 Qualification/Certification Record .....................................................................810.1.5 Responsibilities ................................................................................................................. 910.1.5.1 Type Wings, TECOM, Maintenance Training Syllabus Sponsors (MTSS), andNavy IMAs: ..........................................................................................................910.1.5.2 Maintenance Officer (MO) ................................................................................10
10.1.5.3 Aviation Maintenance Training Program Manager ...........................................11
10.1.5.4 ASM Fleet Administrator...................................................................................1310.1.5.5 Sea Operational Detachment (SEAOPDET) Coordinator (Navy) .....................1310.1.5.6 Division Officers ................................................................................................13
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10.1.5.7 Work Center Supervisors ...................................................................................14
Figure 10.1-1: OJT Syllabus (Example) ..................................................................................... 16
Figure 10.1-2: Required Reading and Maintenance Information Record (OPNAV 4790/34) ... 17
Figure 10.1-3: NAMP Indoctrination Training........................................................................... 18
Figure 10.1-4: NAMP Refresher Training Requirements .......................................................... 19
Figure 10.1-5: Qualification/Certification Record (Left Side) (Example) ................................. 20
Figure 10.1-5: Qualification/Certification Record (Right Side) (Example) ............................... 21
10.2 Fuel Surveillance Program (NAMPSOP) ............................................................................. 21
10.2.1 References....................................................................................................................... 2210.2.2 Introduction..................................................................................................................... 2210.2.3 Requirements .................................................................................................................. 2210.2.3.1 Aircraft Fuel Sampling.......................................................................................2210.2.3.2 Test Cell Fuel Sampling .....................................................................................23
10.2.3.3 Fuel System Integrity .........................................................................................24
10.2.4 Responsibilities ............................................................................................................... 24
10.2.4.1 Wing or MAW Model Manager.........................................................................24
10.2.4.2 Maintenance Officer (MO) ................................................................................24
10.2.4.3 Program Manager ...............................................................................................24
10.2.4.4 Quality Assurance (QA) Officer ........................................................................25
10.2.4.5 QA Fuel Surveillance Program Monitor ............................................................25
10.2.4.6 Maintenance Control and Production Control ...................................................25
10.2.4.7 Line, Power Line, and Test Cell Supervisor ......................................................25
10.2.4.8 Power Plants and Test Cell Supervisors.............................................................26
10.2.4.9 Aircrew...............................................................................................................26
10.3 Navy Oil Analysis and Consumption Monitoring Program ............................................... 27
10.3.1 References....................................................................................................................... 27
10.3.2 Introduction..................................................................................................................... 27
10.3.3 Requirements .................................................................................................................. 27
10.3.3.1 Training ..............................................................................................................27
10.3.3.2 Oil Analysis ........................................................................................................27
10.3.3.3 Oil Consumption Monitoring .............................................................................28
10.3.3.4 Oil Consumption Documentation ......................................................................28

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10.3.4 Responsibilities ............................................................................................................... 28
10.3.4.1 NOAP or JOAP Laboratories .............................................................................28
10.3.4.2 Type Wing or MAW Model Manager: ..............................................................29
10.3.4.3 Maintenance Officer...........................................................................................29
10.3.4.4 Program Manager ...............................................................................................29
10.3.4.5 Maintenance Control or Production Control ......................................................30
10.3.4.6 Quality Assurance (QA) Officer ........................................................................30
10.3.4.7 Quality Assurance Program Monitor .................................................................30
10.3.4.8 Logs and Records ...............................................................................................31
10.3.4.9 Work Center Supervisors ...................................................................................31
10.3.4.10 Maintenance Personnel ....................................................................................31
10.3.4.11 Aircrew.............................................................................................................32
Figure 10.3-1 (Front): Oil Analysis Request (DD 2026) ............................................................ 33
Figure 10.3-1 (Back): Oil Analysis Request (DD 2026) ............................................................ 34
Figure 10.3-2: Engine/Gearbox Oil Consumption Record (Sample) ......................................... 35
10.4 Aviators Breathing Oxygen (ABO) Surveillance Program (NAMPSOP) ......................... 36
10.4.1 References....................................................................................................................... 36
10.4.2 Introduction..................................................................................................................... 36
10.4.3 Requirements .................................................................................................................. 37
10.4.3.1 ABO Testing ......................................................................................................37
10.4.3.2 ABO Generation.................................................................................................37
10.4.3.3 ABO Maintenance and Servicing.......................................................................38
10.4.3.4 Personnel Training and Qualification ................................................................38
10.4.3.5 ABO Facilities....................................................................................................39
10.4.4 Responsibilities ............................................................................................................... 39
10.4.4.1 Maintenance and Production Officer .................................................................39
10.4.4.2 Program Manager ...............................................................................................40
10.4.4.3 Quality Assurance (QA) Officer: .......................................................................41
10.4.4.4 ABO Program Monitor ......................................................................................41
10.4.4.5 Work Center Supervisor.....................................................................................41
10.4.4.6 ABO Personnel ..................................................................................................42
10.4.4.7 (I/A) ABO Analyzer Operators ..........................................................................42

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10.5 Hydraulic Contamination Control Program (NAMPSOP) ................................................ 44
10.5.1 References....................................................................................................................... 44
10.5.2 Introduction..................................................................................................................... 44
10.5.3 Requirements .................................................................................................................. 44
10.5.3.1 Navy and Marine Corps Activities .....................................................................44
10.5.3.2 Commercial activities and Other Government Agencies ...................................44
10.5.3.3 Training and Designation ...................................................................................44
10.5.3.4 Contamination Control .......................................................................................45
10.5.3.5 Hydraulic Fluid Sampling and Analysis ............................................................45
10.5.3.6 Analysis Documentation ....................................................................................46
10.5.4 Responsibilities ............................................................................................................... 46
10.5.4.1 Type Wing or MAW Model Manager and D-level Activities ...........................46
10.5.4.2 Maintenance Officer...........................................................................................47
10.5.4.3 Program Manager ...............................................................................................47
10.5.4.4 Quality Assurance (QA) Officer ........................................................................47
10.5.4.5 Program Monitor ................................................................................................48
10.5.4.6 Maintenance Control or Production Control ......................................................48
10.5.4.7 Logs and Records ...............................................................................................48
10.5.4.8 Work Center Supervisor.....................................................................................48
10.5.4.9 Technicians ........................................................................................................49
Figure 10.5-1: Hydraulic Contamination Analysis Technician Designation (Example) ............ 50
Figure 10.5-2: Hydraulic Contamination Control Qualification/Certification Worksheet(Sample) ............................................................................................................................................. 51
Figure 10.5-3: Hydraulic Contamination Control Trend Analysis Chart (Sample) ................... 52
10.6 Tire and Wheel Maintenance Safety Program (NAMPSOP) ............................................. 53
10.6.1 References....................................................................................................................... 53
10.6.2 Introduction..................................................................................................................... 53
10.6.3 Requirements .................................................................................................................. 54
10.6.4 Training and Certification............................................................................................... 55
10.6.5 Responsibilities ............................................................................................................... 56
10.6.5.1 Type Wing (Navy) and Marine Corps Training and Education Command(TECOM) ............................................................................................................56

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10.6.5.2 Maintenance Officer (MO) ................................................................................56
10.6.5.3 Supply Officer ....................................................................................................57
10.6.5.4 Tire and Wheel Maintenance Safety Program Manager ....................................57
10.6.5.5 Quality Assurance (QA) Officer ........................................................................57
10.6.5.6 QA Tire and Wheel Maintenance Safety Program Monitor ..............................58
10.6.5.7 Work Center Supervisor.....................................................................................58
10.6.5.8 Maintenance Personnel ......................................................................................58
Figure 10.6-1 (page 1): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - O-Level..................................................................................................................... 59
Figure 10.6-1 (page 2): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - O-Level..................................................................................................................... 60
Figure 10.6-1 (page 3): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - O-Level..................................................................................................................... 61
Figure 10.6-2 (page 1): Support Equipment and Armament Weapons Support Equipment Tire
and Wheel Maintenance Qualification and Certification Requirements - O-Level........................... 62
Figure 10.6-2 (page 2): Support Equipment and Armament Weapons Support Equipment Tire
and Wheel Maintenance Qualification and Certification Requirements - O-Level........................... 63
Figure 10.6-2 (page 3): Support Equipment and Armament Weapons Support Equipment Tire
and Wheel Maintenance Qualification and Certification Requirements - O-Level........................... 64
Figure 10.6-3 (page 1): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - I-Level or D-Level ................................................................................................... 65
Figure 10.6-3 (page 2): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - I-Level or D-Level ................................................................................................... 66
Figure 10.6-3 (page 3): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - I-Level or D-Level ................................................................................................... 67
Figure 10.6-4 (page 1): Support Equipment/Armament Weapons Support Equipment Tire andWheel Maintenance Qualification and Certification Requirements - I-Level or D-Level ................ 68
Figure 10.6-4 (page 2): Support Equipment/Armament Weapons Support Equipment Tire andWheel Maintenance Qualification and Certification Requirements - I-Level or D-Level ................ 69
Figure 10.6-4 (page 3): Support Equipment and Armament Weapons Support Equipment Tire
and Wheel Maintenance Qualification/Certification Requirements I-Level or D-Level ................. 70
Figure 10.6-5: Supplemental Aircraft Tire and Wheel Maintenance Qualification and

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Certification Requirements - I-Level or D-Level .............................................................................. 71
10.7 NAMP Compliance Auditing (NAMPSOP)........................................................................... 72
10.7.1 Introduction..................................................................................................................... 72
10.7.2 Audit Categories: ............................................................................................................ 72
10.7.3 Requirements .................................................................................................................. 73
10.7.4 Responsibilities ............................................................................................................... 73
10.7.4.1 COMNAVAIRSYSCOM...................................................................................73
10.7.4.2 COMNAVAIRFOR N422C ................................................................................74
10.7.4.3 Type Wings and Marine Air Wings ...................................................................74
10.7.4.4 Maintenance Officer...........................................................................................74
10.7.4.5 Quality Assurance Officer..................................................................................74
10.7.4.6 Quality Assurance Supervisor ............................................................................74
10.7.4.7 Program Monitors ..............................................................................................75
10.7.4.8 Program Managers .............................................................................................76
10.7.4.9 Division Officers and Division or Branch Chiefs ..............................................77
10.7.4.10 Work Center Supervisors .................................................................................77
Figure 10.7-1 (page 1): O-Level and I-Level NAMP Compliance Audits ................................. 78
Figure 10.7-1 (page 2): O-Level and I-Level NAMP Compliance Audits ................................. 79
Figure 10.7-2: CSEC Discrepancy Tracker (Example) .............................................................. 80
10.8 Technical Data Management (NAMPSOP) .......................................................................... 81
10.8.1 References....................................................................................................................... 81
10.8.2 Introduction..................................................................................................................... 81
10.8.3 Requirements .................................................................................................................. 82
10.8.3.1 Authorized Technical Publications. ...................................................................82
10.8.3.2 NATEC Technical Manual Application System (TMAPS). ..............................82
10.8.3.3 Technical Data Inventory and Currency Verification. .......................................82
10.8.3.4 Portable Electronic Maintenance Aids (PEMA) ................................................83
10.8.3.5 Local Maintenance Requirements Cards (LMRC) ............................................84
10.8.3.6 Pre-Final Technical Data....................................................................................86
10.8.4 Responsibilities ............................................................................................................... 86
10.8.4.1 NATEC ..............................................................................................................86
10.8.4.2 NAVAIR PMA260 PEMA FST ........................................................................86

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10.8.4.3 Type Wings and MAWs.....................................................................................86
10.8.4.4 Maintenance Officer (MO) ................................................................................86
10.8.4.5 Quality Assurance (QA) Officer ........................................................................87
10.8.4.6 Technical Data Management QA Monitor.........................................................88
10.8.4.7 Quality Assurance Representatives (QAR)........................................................88
10.8.4.8 CTPL Manager (O-level and I-level) .................................................................88
10.8.4.9 Dispersed Technical Publications Library (DTPL) Assistants ..........................91
10.8.4.10 IMRL Manager.................................................................................................92
10.8.4.11 Maintenance or Production Control .................................................................92
10.8.4.12 Work Center Supervisors .................................................................................92
10.8.4.13 Maintenance Technicians .................................................................................92
10.8.4.14 Depot Fleet Readiness Center (FRC) Procedures ............................................93
10.8.4.15 Depot FRC Technical Directives Management ...............................................95
10.8.4.16 Depot FRC Audit Requirements ......................................................................96
Figure 10.8-1: Local Maintenance Requirement Card (LMRC) Submission Letter (Example) 99
10.9 Naval Aviation Maintenance Discrepancy Reporting Program (NAMDRP) (NAMPSOP).......................................................................................................................................................... 100
10.9.1 References..................................................................................................................... 100
10.9.2 Introduction................................................................................................................... 100
10.9.3 Deficiency Report (DR) Procedures ............................................................................. 101
10.9.3.1 General .............................................................................................................101
10.9.3.2 Report Control Number (RCN)........................................................................102
10.9.3.3 Aircraft Delivery Deficiency Report (ADDR).................................................103
10.9.3.4 Acceptance Inspection Deficiency Report (AIDR)..........................................103
10.9.3.5 Baseline Trouble Report (BTR) .......................................................................105
10.9.3.6 Conventional Ordnance Discrepancy Reports (CODR), Explosive Event
Reports (EER), and Explosive Mishap Reports (EMR) ...................................105
10.9.3.7 Engineering Investigation (EI) .........................................................................106
10.9.3.8 Hazardous Material Reports (HMR) ................................................................107
10.9.3.9 Product Quality Deficiency Report (PQDR)....................................................107
10.9.3.10 Supply Discrepancy Report (SDR) ................................................................109
10.9.3.11 Technical Publications Deficiency Report (TPDR) .......................................109

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10.9.3.12 Transportation Discrepancy Report (TDR)....................................................111
10.9.4 Exhibit Handling Procedures for EI, HMR, and PQDR (CAT I and CAT II)
Material ...................................................................................................................... 112
10.9.5 O-level and I-level Activity Responsibilities ............................................................... 115
10.9.5.1 Type Wing or Marine Aircraft Group (MAG) .................................................115
10.9.5.2 Maintenance Officer (MO) ..............................................................................115
10.9.5.3 Quality Assurance (QA) Officer ......................................................................116
10.9.5.4 NAMDRP Manager .........................................................................................116
10.9.5.5 Division Officers ..............................................................................................118
10.9.5.6 Work Center Supervisors: ................................................................................118
10.9.6 NAVAIR Activity Responsibilities .............................................................................. 119
10.9.6.1 FST and Quality Teams for ADDRs, AIDRs, EIs, EI/HMRs, and PQDRs.....119
10.9.6.2 AIDR Quality Teams .......................................................................................122
10.9.6.3 ADDR Support Point .......................................................................................124
10.9.6.4 Baseline Trouble Report ..................................................................................124
10.9.6.5 PQDR Quality Teams ......................................................................................125
10.9.6.6 Technical Publication Deficiency Report Team ..............................................128
Figure 10.9-1 (page 1): HMR and PQDR Message Template .................................................. 130
Figure 10.9-1 (page 2): HMR and PQDR Message Template .................................................. 131
Figure 10.9-2: Category 1 Technical Publication Deficiency Report (Example)..................... 132
Figure 10.9-3: Baseline Trouble Report Message (Sample)..................................................... 133
Figure 10.9-4: Discrepancy Report Workload Priority ............................................................ 134
Figure 10.9-5: AIDR Process Timeline .................................................................................... 135
Figure 10.9-6: EI Process Timeline .......................................................................................... 136
Figure 10.9-7: PQDR Process Timeline ................................................................................... 137
Figure 10.9-8 (page 1) Partial Listing of Fleet Support Teams ................................................. 138
Figure 10.9-8 (page 2): Partial Listing of Fleet Support Teams ............................................... 139
Figure 10.9-9: Maintenance Technologies Points of Contact................................................... 140
Figure 10.9-10: ADDR Process Timeline................................................................................. 141
10.10 Technical Directive (TD) Compliance Program (NAMPSOP) ...................................... 142
10.10.1 References................................................................................................................... 142
10.10.2 Introduction................................................................................................................. 142

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10.10.3 Requirements .............................................................................................................. 143
10.10.3.1 Configuration Changes...................................................................................143
10.10.3.2 TD Compliance ..............................................................................................14410.10.3.3 I-level and D-level Engine TD Compliance ..................................................145
10.10.3.4 Compliance Deviation Procedures .................................................................146
10.10.3.5 TD Compliance Verifications ........................................................................147
10.10.3.6 TD Applicability Reviews..............................................................................149
10.10.3.7 TD Compliance Documentation ....................................................................149
10.10.4 Responsibilities ........................................................................................................... 151
10.10.4.1 COMNAVAIRSYSCOM Program Offices ...................................................151
10.10.4.2 ACC Aircraft or Equipment Class Desks.......................................................151
10.10.4.3 NATEC ..........................................................................................................15210.10.4.4 Type Wing or MAW ......................................................................................15210.10.4.5 Commanding Officer (CO) ............................................................................15210.10.4.6 Maintenance Officer (MO) ............................................................................15210.10.4.7 TD Compliance Program Manager (MMCO or PCO)...................................15210.10.4.8 TD Compliance Program Coordinator (TDPC) .............................................153
10.10.4.9 Quality Assurance (QA) Officer ....................................................................155
10.10.4.10 Central Technical Publications Librarian.....................................................155
10.10.4.11 Supply Department.......................................................................................156
10.10.4.12 Logs and Records Clerk (Navy) or Maintenance Administration (Marine
Corps) ...............................................................................................................156
10.10.4.13 Work Center Supervisors .............................................................................157
Figure 10.10-1: Baseline Deckplate TDRS Report (Sample) ................................................... 158
TECHNICAL DIRECTIVE REVIEW CHECKLIST ............................................................... 158
Figure 10.10-2 (page 1): Technical Directive Review Checklist (Example) ........................... 159
Figure 10.10-2 (page 2): Technical Directive Review Checklist (Example) ........................... 160
Figure 10.10-3: Supply Asset Technical Directive Review Checklist (Example) ................... 161
10.11 Foreign Object Damage (FOD) Prevention Program...................................................... 162
10.11.1 Reference .................................................................................................................... 162
10.11.2 Introduction................................................................................................................. 162
10.11.3 Requirements .............................................................................................................. 162

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10.11.4 Responsibilities ........................................................................................................... 166
10.11.4.1 Air Field and Air Capable Ships Commanding Officer (CO)........................166
10.11.4.2 Aircraft Controlling Custodians (ACC) .........................................................166
10.11.4.3 Type Wings or Marine Aircraft Wing (MAWs) ............................................166
10.11.4.4 Navy Carrier Air Wing (CVW), Marine Corps Air Combat Element (ACE),
and Other Composite Aviation Units ...............................................................167
10.11.4.5 Maintenance Officer (MO) ............................................................................167
10.11.4.6 FOD Prevention Program Manager ...............................................................168
10.11.4.7 Quality Assurance (QA) Officer ....................................................................168
10.11.4.8 QA FOD Program Monitor ............................................................................168
10.11.4.9 Maintenance Control ......................................................................................169
10.11.4.10 Division Officers ..........................................................................................170
10.11.4.11 Work Center Supervisors .............................................................................170
10.11.4.12 Maintenance Personnel ................................................................................170
Figure 10.11-1 (page 1): Engine FOD Incident Report Format ................................................ 172
Figure 10.11-1 (page 2): Engine FOD Incident Report Format ................................................ 173
Figure 10.11-1 (page 3): Engine FOD Incident Report Format ................................................ 174
Figure 10.11-2: FOD Walk Down Diagram (Example) ........................................................... 175
10.12 Tool Control Program (TCP) (NAMPSOP) ..................................................................... 176
10.12.1 Reference .................................................................................................................... 176
10.12.2 Introduction................................................................................................................. 176
10.12.3 Requirements .............................................................................................................. 176
10.12.3.1 Tool Control Manuals (TCM) ........................................................................176
10.12.3.2 Tool Marking and Serial Numbers .................................................................177
10.12.3.3 Tool Containers ..............................................................................................178
10.12.3.4 Tool Inventory Lists .......................................................................................179
10.12.3.5 Tool Security and Checkout Procedures ........................................................180
10.12.3.6 O-level and I-level Tool Inventories ..............................................................181
10.12.3.7 D-level Tool Inventories ................................................................................182
10.12.3.8 Broken/Worn Tool Procedures ......................................................................182
10.12.3.9 O-level and I-level Missing Tool Procedures ................................................183
10.12.3.10 D-Level Missing Tool Procedures ...............................................................184

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10.12.3.11 Special Procedures for Aviation Life Support Systems (ALSS) .................185
10.12.4 Responsibilities ........................................................................................................... 185
10.12.4.1 Type Wing or MAW ......................................................................................185
10.12.4.2 Maintenance Officer (MO) ............................................................................185
10.12.4.3 Tool Control Program Manager .....................................................................186
10.12.4.4 Tool Control Program Coordinator ................................................................186
10.12.4.5 QA Officer .....................................................................................................188
10.12.4.6 QA TCP Monitor ...........................................................................................188
10.12.4.7 Division Officer .............................................................................................188
10.12.4.8 Work Center Supervisor.................................................................................188
10.12.4.9 Work Center Tool Control Representative ....................................................189
Figure 10.12-1: Tool Control Manual Change Recommendation (Example) .......................... 190
Figure 10.12-2: Tool Control Manual Deviation Request (Example) ...................................... 191
Figure 10.12-3: Tool Container Shortage List (Example) ........................................................ 192
MISSING TOOL REPORT ....................................................................................................... 192
Figure 10.12-4: Missing Tool Report (Example)Quality Assurance ........................................ 193
Figure 10.12-5: Broken/Worn Tool Report (Example) ............................................................ 194
Figure 10.12-6: Contractor/Field Maintenance Team Tool Control Program and ................... 195
FOD Brief (Example) ................................................................................................................ 195
10.13 Aircraft and Support Equipment (SE) Corrosion Prevention and Control Program(NAMPSOP) .................................................................................................................................... 195
10.13.1 References................................................................................................................... 195
10.13.2 Introduction................................................................................................................. 196
10.13.3 Requirements .............................................................................................................. 197
10.13.3.1 General. ..........................................................................................................197
10.13.3.2 Manpower Requirements ...............................................................................198
10.13.3.3 Training Requirements ...................................................................................198
10.13.3.4 Facilities and Environmental Requirements ..................................................200
10.13.3.5 Medical and Personal Protective Equipment (PPE) Requirements................200
10.13.3.6 Emergency Reclamation Team (ERT) ...........................................................201
10.13.3.7 Aircraft, Engine, and Equipment Preservation Requirements .......................202
10.13.3.8 Aircraft and Equipment Painting Requirements ............................................203

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10.13.4 Responsibilities ........................................................................................................... 204
10.13.4.1 COMNAVAIRPAC (CNAP) N422 ...............................................................20410.13.4.2 COMNAVAIRSYCOM (NAVAIR)..............................................................205
10.13.4.3 Type Wing or MAG .......................................................................................205
10.13.4.5 CVW and ACE...............................................................................................206
10.13.4.6 MO .................................................................................................................206
10.13.4.7 AMO ..............................................................................................................207
10.13.4.8 MMCO ...........................................................................................................207
10.13.4.9 Program Manager ...........................................................................................208
10.13.4.10 Quality Assurance ........................................................................................209
10.13.4.11 Maintenance Control and Production Control (O-level and I-level Only) .209
10.13.4.12 Data Analyst (O-level) .................................................................................210
10.13.4.13 Work Center Supervisors .............................................................................210
10.13.4.14 Depot FRCs: .................................................................................................211
Figure 10.13-1: FAL Development Process ............................................................................. 212
Figure 10.13-2: FAL Cover Letter ............................................................................................ 213
Figure 10.13-3: FAL Summary ................................................................................................ 214
Figure 10.13-4: FAL Level 1 Detail ......................................................................................... 215
Figure 10.13-5: FAL Level 3 Detail ......................................................................................... 216
Figure 10.13-6: FAL Pareto Chart (sample) ............................................................................. 217
10.14 Plane Captain Qualification Program (NAMPSOP)....................................................... 218
10.14.1 References................................................................................................................... 218
10.14.2 Introduction................................................................................................................. 218
10.14.3 Requirements .............................................................................................................. 218
10.14.3.1 Designation. ...................................................................................................218
10.14.3.2 Naval Aircrewmen. ........................................................................................219
10.14.3.3 Requalification ...............................................................................................219
10.14.4 Responsibilities ........................................................................................................... 220
10.14.4.1 Navy Type Wings and D-level FRCs.............................................................220
10.14.4.2 Commanding Officer (CO) ............................................................................220
10.14.4.3 Maintenance Officer (MO) ............................................................................221
10.14.4.4 Plane Captain Qualification Program Manager .............................................221

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10.14.4.5 Quality Assurance (QA) Officer ....................................................................222
10.14.4.6 Plane Captain Program Monitor.....................................................................222
10.14.4.7 Plane Captains ................................................................................................223
Figure 10.14-1: Plane Captain Designation (OPNAV 4790/158) (Sample) ............................. 224
Figure 10.14-2 (page 1): Plane Captain Training Syllabus Topics (Example) ......................... 225
Figure 10.14-2 (page 2): Plane Captain Training Syllabus Topics (Example) ......................... 226
Figure 10.14-3: Plane Captain Refresher Training Syllabus (Example) .................................. 227
10.15 Egress/Explosive Systems Checkout Program (NAMPSOP) .......................................... 228
10.15.1 References................................................................................................................... 228
10.15.2 Introduction................................................................................................................. 228
10.15.3 Requirements .............................................................................................................. 228
10.15.4 Responsibilities ........................................................................................................... 231
10.15.4.1 Type Wings ....................................................................................................231
10.15.4.2 Maintenance Officer (MO) ............................................................................232
10.15.4.3 Program Manager ...........................................................................................232
10.15.4.4 Quality Assurance (QA) Officer ....................................................................233
10.15.4.5 QA Program Monitor .....................................................................................233
10.15.4.6 QARs ..............................................................................................................233
10.15.4.7 Aircraft Division Officer ................................................................................233
10.15.4.8 Egress/Explosive Systems Checkout Instructors ...........................................233
10.15.4.9 Work Center Supervisors ...............................................................................233
Figure 10.15-1: Egress/Explosive Systems Checkout Qualification (Example) ...................... 235
Figure 10.15-2: Egress/Explosive Systems Checkout Instructor Designation (Example) ....... 236
10.16 Support Equipment Operator Training and Licensing Program (NAMPSOP)........... 237
10.16.1 References................................................................................................................... 237
10.16.2 Introduction................................................................................................................. 237
10.16.3 SE Operator Training Requirements .......................................................................... 237
10.16.3.1 Phase I Training .............................................................................................237
10.16.3.2 Phase II Training ............................................................................................238
10.16.4 SE Operator License Requirements ............................................................................ 240
10.16.5 Responsibilities ........................................................................................................... 242

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10.16.5.1 Type Wings and Marine Corps Training and Education Command (TECOM)..........................................................................................................................242
10.16.5.2 Maintenance Officer (MO) ............................................................................243
10.16.5.3 Program Manager ...........................................................................................243
10.16.5.4 QA Representative (QAR) .............................................................................245
10.16.5.5 Division Officers ............................................................................................245
10.16.5.6 Work Center Supervisors ...............................................................................245
10.16.5.7 SE Operators ..................................................................................................245
Figure 10.16-1 (page 1): Equipment Requiring an SE Operator's License .............................. 247
Figure 10.16-1 (page 2) : Equipment Requiring an SE Operator's License ............................. 248
Figure 10.16-2: USN Aviation Support Equipment Operator’s License (OPNAV 4790/102)(Sample) ........................................................................................................................................... 249
Figure 10.16-3: NEC/MOS Courses that satisfy Phase I SE Training requirements ............... 250
Figure 10.16-4 (page 1): Phase I Operator Training Outline (Example) .................................. 251
Figure 10.16-4 (page 2): Phase I Operator Training Outline (Example) .................................. 252
Figure 10.16-5 (front): SE License Certification (Example) .................................................... 253
Figure 10.16-5 (back): SE License Certification (Example) .................................................... 254
10.17 Support Equipment (SE) Maintenance (NAMPSOP) ..................................................... 255
10.17.1 References................................................................................................................... 255
10.17.2 Introduction................................................................................................................. 255
10.17.3 Requirements .............................................................................................................. 255
10.17.3.1 Transfer and Acceptance Procedures .............................................................255
10.17.3.2 Temporary Issue Procedures ..........................................................................256
10.17.3.3 Maintenance ...................................................................................................257
10.17.3.4 Maintenance Documentation .........................................................................258
10.17.3.5 NALCOMIS OOMA and OIMA Configuration Management Auto Log Set(CM ALS) Records ...........................................................................................258
10.17.3.6 SE Custody and Maintenance History Record (OPNAV 4790/51) ...............259
10.17.3.7 Historical File .................................................................................................260
10.17.4 Responsibilities ........................................................................................................... 261
10.17.4.1 Type Wing or MAW ......................................................................................261
10.17.4.2 Maintenance Officer.......................................................................................261

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10.17.4.3 Program Manager ...........................................................................................261
10.17.4.4 Program Coordinator......................................................................................262
10.17.4.5 Division Officers ............................................................................................262
10.17.4.6 Work Center Supervisors ...............................................................................262
Figure 10.17-1 (page 1): Support Equipment Acceptance/Transfer Checklist (Example) ....... 263
Figure 10.17-1 (page 2): Support Equipment Acceptance/Transfer Checklist (Example) ....... 264
Figure 10.17-1 (page 3): Support Equipment Acceptance/Transfer Checklist (Example) ....... 265
Figure 10.17-2: SE Preoperational Record (OPNAV 4790/52) ............................................... 266
10.18 Naval Aviation Metrology and Calibration (METCAL) Program (NAMPSOP) ......... 267
10.18.1 References................................................................................................................... 267
10.18.2 Introduction................................................................................................................. 268
10.18.3 Requirements .............................................................................................................. 269
10.18.4 Responsibilities ........................................................................................................... 274
10.18.4.1 D-level METCAL Activities ..........................................................................274
10.18.4.2 I-level Responsibilities ...................................................................................275
10.18.4.3 O-Level Activity Responsibilities ..................................................................279
10.18.4.4 O-level and I-level Work Center Supervisors ................................................281
Figure 10.18-1: METCAL Program Invoice (Sample) ............................................................. 283
Figure 10.18-2: TMDE Discrepancy Report (Sample) ............................................................. 284
10.19 Hazardous Material Control and Management (HMC&M) Program (NAMPSOP) .. 285
10.19.1 References................................................................................................................... 285
10.19.2 Introduction................................................................................................................. 285
10.19.3 Requirements .............................................................................................................. 286
10.19.3.1 Safety and Environmental Compliance..........................................................286
10.19.3.2 Training and Qualification Requirements ......................................................287
10.19.3.3 HAZMAT Documentation and Reporting .....................................................289
10.19.3.4 HAZMAT Storage .........................................................................................290
10.19.3.5 HAZWASTE and Excess HAZMAT Requirements .....................................290
10.19.4 Responsibilities ........................................................................................................... 290
10.19.4.1 COMNAVAIRSYSCOM................................................................................290
10.19.4.2 Type Wing or Marine Aircraft Wing (MAW) ...............................................291
10.19.4.3 Commanding Officer (CO) ............................................................................291

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10.19.4.4 Maintenance Officer (MO) or D-level Environmental Division Director .....291
10.19.4.5 Command HMC&M Program Manager ........................................................291
10.19.4.6 Command HMC&M Supervisor ....................................................................292
10.19.4.7 Quality Assurance (QA) Officer ....................................................................294
10.19.4.8 HMC&M Program Monitor ...........................................................................294
10.19.4.9 Division Officers ............................................................................................294
10.19.4.10 Work Center Supervisors .............................................................................294
10.19.4.11 Work Center HMC&M Coordinators ..........................................................295
10.20 Intermediate Level (I-level) Component Repair Optimization (NAMPSOP) ............... 296
10.20.1 References................................................................................................................... 296
10.20.2 Introduction................................................................................................................. 296
10.20.3 Component Repair Review and ICRL Validation ...................................................... 297
10.20.3.2 Component Repair Review Procedures .........................................................297
10.20.3.3 ICRL Validation Procedures ..........................................................................297
10.20.3.4 ICRL Data Field Procedures ..........................................................................298
10.20.4 Responsibilities ........................................................................................................... 300
10.20.4.1 NAVAIR Program Offices .............................................................................300
10.20.4.2 COMNAVAIRPAC (N422) ...........................................................................300
10.20.4.3 Maintenance Officer (MO) ............................................................................300
10.20.4.4 Supply Officer ................................................................................................301
10.20.4.5 Assistant Maintenance Officer (AMO) ..........................................................301
10.20.4.6 Maintenance Material Control Officer (MMCO) or Production Control Officer(PCO) ................................................................................................................301
10.20.4.7 ICRL Manager ...............................................................................................302
10.20.4.8 Production Control .........................................................................................303
10.20.4.9 NALCOMIS DBA .........................................................................................303
10.20.4.10 AMSU/JASU ...............................................................................................303
10.20.4.11 Supply ICRL Program Representative .........................................................304
10.20.4.12 Division Officers ..........................................................................................304
10.20.4.13 Work Center Supervisors .............................................................................304
10.20.4.14 Work Center ICRL Program Petty Officer or NCO.....................................304
Figure 10.20-1: ICRL Change Request (Example) .................................................................. 306

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Figure 10.20-2 (page 1): ICRL Capability Codes..................................................................... 307
Figure 10.20-2 (page 2): ICRL Capability Codes..................................................................... 308
Figure 10.20-3: Work Center ICRL Petty Officer/NCO Designation (Example) .................... 309
Figure 10.20-4: ICRL Requirements for Target Capability Codes and Target Capability....... 310
10.21 Electrostatic Discharge (ESD) Protection and Electromagnetic Interference (EMI)
Reporting Program (NAMPSOP) ................................................................................................ 311
10.21.1 References................................................................................................................... 311
10.21.2 Introduction................................................................................................................. 311
10.21.3 Training....................................................................................................................... 311
10.21.3.1 ESDS Component Protection .........................................................................312
10.21.3.2 ESD Protected Areas (EPA) ..........................................................................313
10.21.3.3 EMI Incident Reporting .................................................................................314
10.21.4 Responsibilities ........................................................................................................... 314
10.21.4.1 Type Wing......................................................................................................314
10.21.4.2 Maintenance Officer (MO) or Production Officer .........................................314
10.21.4.3 Supply Officer ................................................................................................315
10.21.4.4 ESD Protection and EMI Reporting Program Manager.................................315
10.21.4.5 Supply Department ESD Protection Coordinator ..........................................315
10.21.4.6 Quality Assurance (QA) Officer ....................................................................316
10.21.4.7 QA ESD Protection and EMI Reporting Program Monitor ...........................316
10.21.4.8 Division Officers ............................................................................................316
10.21.4.9 Work Center Supervisors ...............................................................................316
10.21.4.10 Maintenance Personnel ................................................................................317
10.21.4.11 Material Control Division Personnel ...........................................................317
10.22 Miniature/Microminiature (2M) Program (NAMPSOP)................................................ 318
10.22.1 References................................................................................................................... 318
10.22.2 Introduction................................................................................................................. 318
10.22.3 Requirements .............................................................................................................. 318
10.22.3.1 2M Repairs .....................................................................................................318
10.22.3.2 2M Technician Certification ..........................................................................318
10.22.3.3 2M Technician Recertifier .............................................................................318
10.22.3.4 Recertification ................................................................................................319

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10.22.3.5 2M Workstations ............................................................................................319
10.22.3.6 2M Facilities ..................................................................................................319
10.22.4 Responsibilities ........................................................................................................... 319
10.22.4.1 COMNAVAIRFOR and NAVAIR Aviation Maintenance Management Teams(AMMT) ...........................................................................................................319
10.22.4.2 Maintenance Officer (MO) ............................................................................320
10.22.4.3 Program Manager ...........................................................................................320
10.22.4.4 Quality Assurance Officer (QAO) .................................................................321
10.22.4.5 QA 2M Program Monitor ..............................................................................321
10.22.4.6 2M Technician Recertifiers ............................................................................321
10.22.4.7 2M Work Center Supervisor ..........................................................................321
10.22.4.8 Center for Naval Aviation Technical Training Unit (CNATTU) 2M Instructors..........................................................................................................................322
10.23 Gas Turbine Engine Test Facility Operation and Maintenance .................................... 323
10.23.1 References................................................................................................................... 323
10.23.2 Introduction................................................................................................................. 323
10.23.3 ETF Operator Training ............................................................................................... 323
10.23.4 ETF Operator and ETF Qualifier Designation ........................................................... 325
10.23.4.1 ETF Operator Designation .............................................................................325
10.23.4.2 ETF Qualifier Designation .............................................................................325
10.23.5 Proficiency and Recertification Requirements ........................................................... 325
10.23.5.1 Proficiency Requirements ..............................................................................325
10.23.5.2 Recertification Requirements .........................................................................326
10.23.6 Responsibilities ........................................................................................................... 326
10.23.6.1 NAVAIR ........................................................................................................326
10.23.6.2 Maintenance Officer (MO) ............................................................................326
10.23.6.3 Program Manager ...........................................................................................327
10.23.6.4 Quality Assurance (QA) Officer ....................................................................328
10.23.6.5 Program Monitor ............................................................................................328
10.23.6.6 ETF Qualifier .................................................................................................328
10.23.6.7 ETF Supervisors .............................................................................................328
10.23.7 Engine Test Facility Maintenance .............................................................................. 328

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10.23.7.1 Permanent Facilities Ashore. .........................................................................328
10.23.7.2 Permanent Facilities Afloat. ...........................................................................329
10.23.7.3 Mobile Facilities (MF). ..................................................................................329
10.23.7.4 Basic Maintenance Requirements ..................................................................329
10.23.7.5 Electrical Power Requirements. .....................................................................329
10.23.7.6 Calibration. .....................................................................................................330
10.23.7.7 Basic Operating Procedures. ..........................................................................330
10.23.7.8 Engine Test Cell Technical Evaluation. .........................................................330
10.23.7.9 Engine Test Cell Correlation..........................................................................330
10.24 Aviation Maintenance Inspections (AMI) and Maintenance Program Assessments(MPA) .............................................................................................................................................. 332
10.24.1 Reference .................................................................................................................... 332
10.24.2 Introduction................................................................................................................. 332
10.24.3 Aviation Maintenance Inspection (AMI).................................................................... 332
10.24.4 Maintenance Program Assessments (MPA) ............................................................... 334
10.24.5 Responsibilities ........................................................................................................... 335
10.24.5.1 COMNAVAIRFOR (N422) ...........................................................................335
10.24.5.2 NAVAIR Aviation Maintenance Management Branch .................................335
10.24.5.3 Type Wing or MAW ......................................................................................335
10.24.5.4 AMMT and Type Wing or MAW MAT ........................................................335
10.24.5.5 O and I-level Maintenance Officers ...............................................................336
Figure 10.24-1: Aviation Maintenance Inspection (AMI) Corrective Action Letter (Example)......................................................................................................................................................... 337
10.25 Long Term Down Aircraft Management Procedures ..................................................... 338
10.25.1 References................................................................................................................... 338
10.25.2 Introduction................................................................................................................. 338
10.25.3 Requirements .............................................................................................................. 338
10.25.4 Responsibilities ........................................................................................................... 339
10.25.4.1 Squadrons .......................................................................................................339
10.25.4.2 Type Wings and Marine Air Groups (MAG).................................................339
10.25.4.3 Aircraft Controlling Custodians (ACC) .........................................................339
Figure 10.25-1 (page 1): Long Term Non-Operational Aircraft Report.................................... 340

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Figure 10.25-1 (page 2): Long Term Non-Operational Aircraft Report.................................... 341
10.26 Electrical Wiring Interconnect System (EWIS) Maintenance (NAMPSOP) ................ 342
10.26.1 References................................................................................................................... 342
10.26.2 Introduction................................................................................................................. 342
10.26.3 Requirements .............................................................................................................. 342
10.26.3.1 General ...........................................................................................................342
10.26.3.2 Training. .........................................................................................................342
10.26.3.3 EWIS Maintenance ........................................................................................344
10.26.4 Responsibilities ........................................................................................................... 345
10.26.4.1 COMNAVAIRSYSCOM...............................................................................345
10.26.4.2 Type Wings and MAWs.................................................................................345
10.26.4.3 Maintenance Officer.......................................................................................346
10.26.4.4 Assistant Maintenance Officer (AMO) ..........................................................346
10.26.4.5 Maintenance Control ......................................................................................346
10.26.4.6 EWIS Program Manager ................................................................................347
10.26.4.7 Quality Assurance ..........................................................................................347
10.26.4.8 Work Center Supervisors ...............................................................................348
10.27 Aircraft Gun Systems (AGS) / Aircraft Crew Served Weapons (ACSW) Maintenance
Program (NAMPSOP) ................................................................................................................... 349
10.27.1 References................................................................................................................... 349
10.27.2 Introduction................................................................................................................. 349
10.27.3 Responsibilities ........................................................................................................... 349
10.27.3.1 COMNAVAIRFOR Aircraft Armament Systems Type Commander (N46B2)..........................................................................................................................349
10.27.3.2 COMNAVAIRFOR Aviation Maintenance Management Teams (AMMT) .350
10.27.3.3 Type Wings and Marine Aircraft Wings (MAW) ..........................................350
10.27.3.4 Maintenance Officer.......................................................................................350
10.27.3.5 Quality Assurance (QA) Officer ....................................................................350
10.27.3.6 Program Manager ...........................................................................................350
10.27.3.7 Program Monitor ............................................................................................352
10.27.3.8 Logs and Records (Navy)/Maintenance Administration (Marine Corps) ......352
10.27.3.9 Ordnance Work Center Supervisors...............................................................352

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10.27.3.10 AGS/ACSW Maintenance Personnel ...........................................................353
10.27.4 Acceptance/Transfer Transactions.............................................................................. 353
10.27.5 Issue, Receipt, and Turn-In Transactions ................................................................... 354
10.27.6 General Maintenance Requirements ........................................................................... 355
10.27.6.1 Installation and Removal................................................................................355
10.27.6.2 Pre/Post Fire Inspections ................................................................................355
10.27.6.3 Scheduled Maintenance .................................................................................355
10.27.6.4 Logs and Records ...........................................................................................356
10.27.7 Beyond Capability of Maintenance (BCM) and Defense Reutilization Management
Office (DRMO) .......................................................................................................... 356
10.27.8 Discrepancy Reporting ............................................................................................... 356
10.27.8.1 AGS/ACSWs, ACSW Mounts and LASER Aiming Devices (LAD)
Discrepancy Reports (DR). ...............................................................................356
10.27.8.2 HMR...............................................................................................................357
10.27.8.3 PQDR .............................................................................................................357
10.27.8.4 TPDR .............................................................................................................357
10.27.8.5 BTR ................................................................................................................357
10.27.8.6 CODR and EER .............................................................................................357
10.27.8.7 EMR ...............................................................................................................357
10.27.8.8 ACSWs, Lasers and Mounts Deficiency Reports (DR) .................................357
10.27.8.9 AGS Deficiency Reporting ............................................................................357
Figure 10.27-1 (Page 1): AGS / ACSW Applicability and Reporting....................................... 359
Figure 10.27-1 (Page 2): AGS / ACSW Applicability and Reporting....................................... 360
Figure 10.27-1 (Page 3): AGS / ACSW Applicability and Reporting....................................... 361
Figure 10.27-1 (Page 4): AGS / ACSW Applicability and Reporting....................................... 362
Figure 10.27-1 (Page 5): AGS / ACSW Applicability and Reporting....................................... 363
Figure 10.27-1 (Page 6): AGS / ACSW Applicability and Reporting....................................... 364
Figure 10.27-1 (Page 7): AGS / ACSW Applicability and Reporting....................................... 365
Figure 10.27-1 (Page 8): AGS / ACSW Applicability and Reporting....................................... 366
Figure 10.27-1 (Page 9): AGS / ACSW Applicability and Reporting....................................... 367
Figure 10.27-1 (Page 10): AGS / ACSW Applicability and Reporting..................................... 368
Figure 10.27-2 OMA CODR Data for IMA Reporting ............................................................. 369

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10.28 Aircraft Magnetic Compass Calibration and Verification ............................................. 370
10.28.1 References................................................................................................................... 370
10.28.2 Introduction................................................................................................................. 370
10.28.3 Requirements .............................................................................................................. 370
10.28.3.6 Deviations ......................................................................................................371
10.28.4 Responsibilities ........................................................................................................... 372
10.28.4.1 COMNAVAIRSYSCOM...............................................................................372
10.28.4.2 Activities Operating Naval Aircraft ...............................................................372
Figure 10.28-1: Compass Correction Card (Example) ............................................................. 373
10.29 Aircraft Survivability Equipment (ASE) (NAMPSOP) .................................................. 374
10.29.1 Introduction................................................................................................................. 374
10.29.2 Responsibilities ........................................................................................................... 374
10.29.2.1 COMNAVAIRSYSCOM...............................................................................374
10.29.2.2 COMNAVAIRPAC/COMNAVAIRLANT (CNAP/CNAL) N421N Common
Avionics Class Desk .........................................................................................374
10.29.2.3 Type Wings and Marine Aircraft Wings ........................................................375
10.29.2.4 Maintenance Officer.......................................................................................376
10.29.2.5 Program Manager ...........................................................................................376
10.29.2.6 Work Center Supervisor.................................................................................377
Figure 10.29-1: ASE ASSET INCREASE/DECREASE REPORT (Example) ........................ 378
Figure 10.29-2: ASE ASSET LOSS-DAMAGE REPORT (Example) ..................................... 379
10.30 Marine Air Traffic Control and Landing Systems (MATCALS) Maintenance ........... 380
10.30.1 References................................................................................................................... 380
10.30.2 Introduction................................................................................................................. 380
10.30.3 Requirements .............................................................................................................. 381
10.30.3.1 Personnel Training and Designation ..............................................................381
10.30.3.2 General Maintenance .....................................................................................381
10.30.3.3 Maintenance Documentation .........................................................................381
10.30.3.4 Quality Assurance ..........................................................................................382
10.30.3.5 Naval Aviation Maintenance Discrepancy Reporting Program (NAMDRP) 382
10.30.3.6 Tool Control ...................................................................................................382
10.30.3.7 Corrosion Prevention and Control .................................................................383

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10.30.3.8 Technical Data Management..........................................................................383
10.30.3.9 Naval Aviation Metrology and Calibration ...................................................383
10.30.3.10 Technical Directive (TD) Compliance .........................................................384
10.30.3.11 Aviation Maintenance Material Readiness List (AMMRL) ........................384
10.30.3.12 MATCD Inspections ....................................................................................384
10.30.4 Responsibilities ........................................................................................................... 385
10.30.4.1 MATCALS Functional Wing Commander (FWC) .......................................385
10.30.4.2 Marine Aviation Logistics Squadron (MALS) ..............................................386
10.30.4.3 MATCALS Maintenance Section Maintenance Officer (MO) ......................386
10.30.4.4 MATCALS Program Manager.......................................................................387
Figure 10.30-1: MATCALS Maintenance Section Organization ............................................. 389
Figure 10.30-2 MATCALS Maintenance Functions ................................................................. 390
Figure 10.30-3: MATCALS Quality Assurance Programs ...................................................... 391
10.31 Expeditionary Airfield (EAF) and Marine Corps Air Station (MCAS) Aircraft Launchand Recovery Equipment (ALRE) Maintenance ........................................................................ 392
10.31.1 References................................................................................................................... 392
10.31.2 Introduction................................................................................................................. 392
10.31.3 Requirements .............................................................................................................. 392
10.31.3.1 Training and Designation ...............................................................................392
10.31.3.2 Quality Assurance ..........................................................................................393
10.31.3.3 Maintenance ...................................................................................................393
10.31.3.4 Preventive Maintenance (PM)........................................................................393
10.31.3.5 Preservation ....................................................................................................394
10.31.3.6 Unscheduled Maintenance .............................................................................394
10.31.3.7 Technical Directive Reviews .........................................................................394
10.31.3.8 Equipment Records and Logbooks ................................................................394
10.31.3.9 NAMP Compliance Auditing.........................................................................396
10.31.3.10 Certification..................................................................................................396
10.31.4 Responsibilities ........................................................................................................... 396
10.31.4.1 PMA 251 ........................................................................................................396
10.31.4.2 MAW .............................................................................................................396
10.31.4.3 MALS .............................................................................................................396

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10.31.4.4 Maintenance Officer.......................................................................................396
10.31.4.5 EAF Program Manager ..................................................................................397
10.31.4.6 Quality Assurance Chief ................................................................................398
10.31.4.7 Production Control Chief ...............................................................................398
10.31.4.8 Work Center Supervisor.................................................................................399
Figure 10.31-1: EAF/ MCAS Aircraft Recovery Maintenance Organization .......................... 401
Figure 10.31-2: EAF/ MCAS Recovery Quality Assurance Auditing ..................................... 402
10.32 Aircraft Weight and Balance (W&B) Program ............................................................... 403
10.32.1 References................................................................................................................... 403
10.32.2 Introduction................................................................................................................. 403
10.32.3 Requirements .............................................................................................................. 403
10.32.3.1 General ...........................................................................................................403
10.32.3.2 Weight and Balance Personnel Designation and Training .............................404
10.32.3.3 Weight and Balance Officer Responsibilities ................................................404
10.32.4 Depot Activities .......................................................................................................... 406
10.33 Fleet Engineering Disposition (FED) Procedures ............................................................ 407
10.33.1 Introduction................................................................................................................. 407
10.33.2 Procedures................................................................................................................... 407
10.33.2.1 Submitting activity will:.................................................................................407
10.33.2.2 FSTs: ..............................................................................................................408
10.33.2.3 Type Wings and MAGs will: .........................................................................408
10.34 Aeronautical Equipment Welder Certification ................................................................ 410
10.34.1 Introduction................................................................................................................. 410
10.34.2 Requirements .............................................................................................................. 410
10.34.2.1 General Procedures ........................................................................................410
10.34.2.2 Certification....................................................................................................410
10.34.2.3 Certification Extension ..................................................................................410
10.35 Nondestructive Inspection (NDI) Program ...................................................................... 411
10.35.1 References................................................................................................................... 411
10.35.2 Introduction................................................................................................................. 411
10.35.3 Requirements .............................................................................................................. 411
10.35.3.1 General NDI Policy ........................................................................................411

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10.35.3.2 NDI Training Courses ....................................................................................412
10.35.3.3 Vision requirements .......................................................................................413
10.35.3.4 NDI Instructors ..............................................................................................413
10.35.3.5 NDI Specialists ..............................................................................................413
10.35.3.6 NDI Technicians ............................................................................................414
10.35.3.7 NDI Operators ................................................................................................415
10.35.3.8 NDI Records...................................................................................................417
10.35.4 Responsibilities ........................................................................................................... 418
10.35.4.1 COMNAVAIRSYSCOM...............................................................................418
10.35.4.2 COMNAVAIRFOR .......................................................................................418
10.35.4.3 Depot Fleet Readiness Centers.......................................................................418
10.35.4.4 Intermediate Level Maintenance Activities (IMA) ........................................418
10.35.4.5 O-level activities ............................................................................................420
10.35.4.6 NDI Work Center Supervisor ........................................................................420
Figure 10.35-1: NDI Certification Record OPNAV 4790/139 (Example) ............................... 421
Figure 10.35-2: NDI Technician/Operator Work Record OPNAV 4790/140 (Example) ........ 422
10.36 AIRSpeed Continuous Process Improvement .................................................................. 423
10.36.1 References................................................................................................................... 423
10.36.2 Introduction................................................................................................................. 423
10.36.3 AIRSpeed CPI Training and Certification .................................................................. 423
10.36.3.1 AIRSpeed CPI Training .................................................................................423
10.36.3.2 AIRSpeed CPI Certification ...........................................................................424
10.36.4 Responsibilities ........................................................................................................... 424
10.36.4.1 Commanding Officer (CO) ............................................................................424
10.36.4.2 Maintenance Officer (MO) ............................................................................425
10.36.4.3 AIRSpeed CPI Work Center ..........................................................................426
10.36.4.4 AIRSpeed Officer...........................................................................................427
10.36.4.5 BMT Administrator........................................................................................429
10.36.4.6 CPIMS Administrator ....................................................................................429
10.36.4.7 Maintenance Material Control Officer (MMCO) ..........................................429
10.36.4.8 Division Officers ............................................................................................430
10.37 Aircraft Performance Automated Trending and Analysis (ATA) (NAMPSOP) .......... 431
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10.37.1 References................................................................................................................... 431
10.37.2 Introduction................................................................................................................. 431
10.37.3 Responsibilities ........................................................................................................... 433
10.37.3.1 COMNAVAIRSYSCOM...............................................................................433
10.37.3.2 COMNAVAIRFOR and COMNAVAIRSYSCOM Aviation MaintenanceManagement Teams ..........................................................................................436
10.37.3.3 Type Wings and Marine Air Wings ...............................................................436
10.37.3.4 Maintenance Officer.......................................................................................437
10.37.3.5 MMCO ...........................................................................................................437
10.37.4 Procedures................................................................................................................... 437
10.37.4.1 Organizational Level ATA .............................................................................437
10.37.4.2 Intermediate level ATA..................................................................................439
10.38 Aircraft Battle Damage Repair (ABDR)........................................................................... 441
10.38.1 Reference .................................................................................................................... 441
10.38.2 Introduction................................................................................................................. 441
10.38.3 Requirements .............................................................................................................. 441
10.38.4 Responsibilities ........................................................................................................... 442
10.38.4.1 Depot Fleet Readiness Centers.......................................................................442
10.38.4.2 T/M/S Fleet Support Team (FST). .................................................................442
10.38.4.3 CVW, ACE or MAG MO. .............................................................................442
10.38.4.4 Squadron Maintenance Control......................................................................442
10.38.4.5 Intermediate Level Maintenance Activity (IMA) ..........................................442
10.39 Gas Turbine Engine Maintenance (GTEM) Program .................................................... 443
10.39.1 References................................................................................................................... 443
10.39.2 Introduction................................................................................................................. 443
10.39.3 General Procedures ..................................................................................................... 444
10.39.3.1 Logbooks and Records ...................................................................................444
10.39.3.2 Engine Transfer and Shipment .......................................................................444
10.39.3.3 Supply Procedures ...........................................................................................445
10.39.3.4 Power Plant Technical Manuals .....................................................................445
10.39.3.5 Modular Engines ............................................................................................447

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10.39.3.6 Auxiliary Power Unit (APU) and Support Equipment Gas Turbine Engine(SEGTE) ...........................................................................................................447
10.39.3.7 Technical Directives (TD)..............................................................................448
10.39.3.8 Gas Turbine Engine (GTE) Test Facilities.....................................................448
10.39.3.9 Preservation and Storage ................................................................................448
10.39.3.10 Engine bearing maintenance, storage, and preservation ..............................448
10.39.3.11 Engine slings and stands ..............................................................................448
10.39.3.12 Overhead cranes and hoists ..........................................................................448
10.39.4 Intermediate Level Maintenance Activity (IMA) Procedures .................................... 449
10.39.4.1 Production Planning .......................................................................................449
10.39.4.2 Pre-induction Screening .................................................................................449
10.39.4.3 Engine Inspection, Repair, and Testing .........................................................450
10.39.5 Responsibilities ............................................................................................................ 451
10.39.5.1 COMNAVAIRSYSCOM................................................................................451
10.39.5.2 TYCOM Engine Class Desk ..........................................................................451
10.39.5.3 IMA Maintenance Officer ..............................................................................452
10.39.5.4 IMA Assistant Maintenance Officer ..............................................................452
10.39.5.5 IMA Quality Assurance .................................................................................452
10.39.5.6 GTEM Program Manager ..............................................................................452
Figure 10.39-1: Engine Screening and Processing ................................................................... 454
10.40 Aviation Life Support Systems (ALSS) and Egress Systems Maintenance ................... 455
10.40.1 References................................................................................................................... 455
10.40.2 Introduction................................................................................................................. 456
10.40.3 ALSS and Egress System Technician Qualifications ................................................. 456
10.40.4 ALSS and Egress System Quality Assurance Personnel Qualifications .................... 458
10.40.5 Maintenance ................................................................................................................ 458
10.40.6 Technical Directives ................................................................................................... 459
10.4.7 Logbooks and Records ................................................................................................. 459
10.40.8 ALSS Spare Pool Assets ............................................................................................. 460
10.40.9 ALSS and Egress Systems Acceptance and Transfer ................................................. 461
10.40.10 ALSS Work Order and Maintenance Action Form Documentation ........................ 461
10.40.11 ALSS Configuration Management Auto Log-Set (CM ALS) .................................. 462

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10.40.12 Responsibilities ......................................................................................................... 463
10.40.12.1 Maintenance Officer.....................................................................................463
10.40.12.2 Program Manager .........................................................................................463
10.40.12.3 Quality Assurance Officer............................................................................464
10.40.12.4 Program Monitor ..........................................................................................464
10.40.12.5 Work Center Supervisors .............................................................................464
10.40.12.6 ALSS and Egress Systems Technicians .......................................................464
10.40.12.7 Aircrew.........................................................................................................465
10.41 Maintenance Department Safety (NAMPSOP)................................................................ 466
10.41.1 References................................................................................................................... 466
10.41.2 Introduction................................................................................................................. 466
10.41.3 General Requirements ................................................................................................ 466
10.41.3.1 Navy Occupational Safety and Health (NAVOSH) and Safety Training ......466
10.41.3.2 Safety Stand Down (SSD)..............................................................................467
10.41.3.3 Mishap and Hazard Reporting .......................................................................467
10.41.3.4 Industrial Hygiene Survey .............................................................................467
10.41.4 Navy Occupational Safety and Health (NAVOSH) Programs ................................... 467
10.41.4.1 Personal Protective Equipment (PPE)............................................................467
10.41.4.2 Hazardous Materials Control and Management (HMC&M) .........................467
10.41.4.3 Fall Protection ................................................................................................468
10.41.4.4 Respiratory Protection Program .....................................................................468
10.41.4.5 Asbestos Management Program .....................................................................468
10.41.4.6 Hearing Conservation Program (HCP) ..........................................................468
10.41.4.7 Sight Conservation Program ..........................................................................468
10.41.4.8 Lead Control Program ....................................................................................468
10.41.4.9 Non-Ionizing Radiation Program ...................................................................469
10.41.4.10 Ergonomics Program ....................................................................................469
10.41.4.11 Laser Hazard Control Program ....................................................................469
10.41.5 Responsibilities ........................................................................................................... 469
10.41.5.1 Type Wings and Marine Air Wings (MAW) .................................................469
10.41.5.2 Maintenance Officer (MO) ............................................................................469
10.41.5.3 Quality Assurance Officer (QAO) .................................................................470

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10.41.5.4 Program Manager ...........................................................................................470
10.41.5.5 Division Officers ............................................................................................470
10.41.5.6 Work Center Supervisors ...............................................................................471
10.41.5.7 Maintenance Personnel ..................................................................................471
Figure 10.41-1: NAVOSH/Safety Training .............................................................................. 472
10.42 Aircraft Engine/Auxiliary Power Unit (APU) Turn-up License and Aircraft Taxi
License Procedures (NAMPSOP) ................................................................................................. 473
10.42.1 References................................................................................................................... 473
10.42.2 Introduction................................................................................................................. 473
10.42.3 Aircraft Engine/APU Turn-up Licensing ................................................................... 473
10.42.4 Aircraft Taxi License .................................................................................................. 474
10.42.5 Responsibilities ........................................................................................................... 475
10.42.5.1 Type Wings and Marine Air Groups (MAG).................................................475
10.42.5.2 Commanding Officer .....................................................................................476
10.42.5.3 Maintenance Officer.......................................................................................476
10.42.5.4 Program Manager ...........................................................................................476
10.42.5.5 Quality Assurance (QA) Officer ....................................................................476
10.42.5.6 Program Monitor ............................................................................................476
10.42.5.7 Turn Qualification Instructors ........................................................................477
10.42.5.8 Engine/APU/Taxi Operators ..........................................................................477
Figure 10.42-1: Aircraft Engine/APU Turn-up License (OPNAV 4790/192) .......................... 478
Figure 10.42-2: Aircraft Taxi License (OPNAV 4790/191)...................................................... 479
10.43 Miscellaneous Programs and Processes ............................................................................ 480
10.43.1 Explosives Handling Personnel Qualification and Certification Program ................. 480
10.43.2 Unmanned Aircraft Systems (UAS) Program ............................................................ 480
10.43.3 Aircraft Maintenance Material Readiness List (AMMRL) Program ......................... 481
10.43.4 Joint Depot Maintenance Program ............................................................................. 481
10.43.5 Fleet Air Introduction Liaison Survival Aircrew Flight Equipment (FAILSAFE)
Program ...................................................................................................................... 481
10.43.6 Naval Ordnance Management Policy (NOMP) .......................................................... 482
10.43.7 Mobile Facility (MF) Program ................................................................................... 482
10.43.8 Depot Fleet Readiness Center (FRC) Customer Liaison Program ............................. 482

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10.43.9 Reliability Centered Maintenance (RCM) Program ................................................... 483
10.43.10 Service Life Management Programs ........................................................................ 484
10.43.10.1 Aircraft Service Period Adjustment (ASPA) Program ................................484
10.43.10.2 Conversion In Lieu Of Procurement (CILOP) Program ..............................484
10.43.10.3 Modification, Corrosion and Paint Program (MCAPP) ...............................484
10.43.10.4 Reclamation in Lieu of Procurement (RILOP) Program .............................484
10.43.10.5 Service Life Extension Program (SLEP) .....................................................484
10.43.10.6 Structural Appraisal of Fatigue Effects (SAFE) Program ...........................484
10.43.10.7 Structural Life Limits Program ....................................................................485
10.43.10.8 Phased Depot Maintenance (PDM) Program ...............................................486
10.43.10.9 Integrated Maintenance Concept (IMC) Program........................................486
10.43.10.10 Material Condition Inspection (MCI) ........................................................486
10.43.10.11 Life Limited Repair (LLR) Program ..........................................................487
10.43.10.12 Enhanced Phase Maintenance (EPM) Program ........................................487
10.43.11 Vibration Analysis .................................................................................................... 487
10.43.12 Planner and Estimator (P&E) Services ..................................................................... 487
10.43.13 Recovery and Reclamation of Crash Damaged Aircraft .......................................... 488
10.43.14 Management Information Systems (MIS) ................................................................ 489
10.43.15 Management of Permitted Radioactive Commodities on Naval Aircraft ................. 491
Figure 10.43-1 (page 1): Mobile Facility (MF) Acceptance/Transfer Checklist ...................... 492
Figure 10.43-1 (page 2): Mobile Facility (MF) Acceptance/Transfer Checklist ...................... 493
Figure 10.43-2 (page 1): Environmental Control Unit (ECU) Acceptance/Transfer Checklist494
Figure 10.43-2 (page 2): Environmental Control Unit (ECU) Acceptance/Transfer Checklist495
Figure 10.43-3: Work Request Customer Service (OPNAV 4790/36A)................................... 496

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10.1 Aviation Maintenance Training Program (NAMPSOP)
10.1.1 References
a. OPNAVINST 1500.76, Naval Training Systems Requirements, Acquisition, andManagement
b. OPNAVINST 1540.2, Naval Aviation Technical Training Program Administration andOperationc. OPNAVINST 1500.47, Navy Training Quota Management
d. COMUSFLTFORCOM/COMNAVPERSCOMINST 1300.1, Enlisted Manning Policy andProcedurese. CENNAVAVNTECHTRAINST 1541.2, Mobile Training Team Programf. CENNAVAVNTECHTRAINST 1500.13, Training Requirements Review Program Policy
and Guidanceg. NETCINST 1500.19, Training Requirement Submission, and Course Development,
Delivery, and Maintenance End to End Process
h. COMNAVAIRFORINST 4790.3, Naval Aviation Technical Engineering Services
i. NAVMC 4790.1, Aviation Maintenance and Supply Training and Readiness Program
j. OPNAVINST 3500.34, Personnel Qualification Standards Programk. NAVEDTRA 43100-1L, Unit Coordinator’s Guidel. NAVEDTRA 43100-2H, PQS Manager and PQS Model Manager’s Guide
m. OPNAVINST 5100.19 Vol 1, Navy Safety and Occupational Health (SOH) Program
Manual for Forces Afloatn. OPNAVINST 5100.23, Navy Safety and Occupational Health Program Manual
10.1.2 Introduction
10.1.2.1 A proficient work force is key to achieving and sustaining naval aviation operational
readiness. All activities maintaining aircraft and aeronautical equipment are responsible for
ensuring their personnel are adequately trained and skilled in their duties. This NAMPSOP
provides direction on general management procedures for formal and in-service training of O-level
and I-level Navy and Marine Corps Maintenance Department uniformed military personnel. ThisNAMPSOP is not applicable to the training of government service or contractor personnel,
regardless of the level of the maintenance activity assigned.
10.1.2.2 The Aviation Maintenance Training (AMT) Program provides basic, intermediate, andadvanced levels of training to Department of the Navy aviation maintenance personnel involved
with aircraft, engines, components, and related equipment. The program also covers aviation
meteorological and photographic equipment, air launched weapons, missile targets, andaeronautical equipment. The program aims to provide Naval Aviation with a competent workforce,
formally trained by the A and C-Schools, reflecting manpower document billet requirements, and

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that has attained F-School and In-Service Training (IST) required by NAMP, NAVAIR and
NAVOSH policies. A competent workforce is one that utilizes technical knowledge and skill tosafely and proficiently perform maintenance plan tasks in the required operating environment.
Maintenance training is aligned to maintenance tasks and manning concepts required by the weapon
system acquisition, and arranged in a continuum of formal training and IST syllabi throughout acareer.
10.1.2.3 For Navy personnel, the Qualified and Proficient Technician (QPT) Program provides IST
standardization via Naval Education and Training (NAVEDTRA) Personnel Qualification
Standards (PQS). QPT contains a structured training syllabus that provides maintenance personnel
with the minimum level of proficiency required for their rate and pay grade. QPT expands on
prerequisite formal schools and Navy enlisted classification (NEC) training. QPT PQS is tailored
to two QPT certification levels that correspond to personnel’s skill level that is expected for
professional development. QPT levels:a. Qualified and Proficient Apprentice (QPA), generally for E-4 and below personnel. QPA
includes general and rating specific training on flight line and work place safety, basic aircraft orequipment servicing and inspection, support equipment (SE) licensing, basic maintenancedocumentation requirements, basic type/model/series (T/M/S) aircraft or I-level equipment
maintenance tasks (typically limited to servicing, preventive maintenance, and component removal
and replacement), identification, use, and handling of hazardous material, and any additional
qualifications necessary to perform at the Apprentice level.
b. Qualified and Proficient Journeyman (QPJ), generally for E-5 and E-6 personnel. QPJ
includes required QPA items for personnel new to a T/M/S aircraft or I-level duty, in-depth T/M/S
aircraft and equipment information and job tasks (typically troubleshooting to component level,
ready for issue material (RFI) determination, schematics use, end-to-end testing, and rigging or
tuning of systems and components), advanced maintenance documentation, shop and shift workload
management, and any additional qualifications necessary to perform at the Journeyman level. QPJ
certified individuals become instructors and mentors to apprentices.
10.1.2.4 For Marine Corps personnel, the Aviation Maintenance and Supply Training andReadiness Program (AMSTRP) provides structured IST for each aviation military occupational
specialty (MOS). The AMSTRP implements concepts that include system skill proficiency
qualifications, designations, and SE licensing requirements. The AMSTRP provides maintenancetraining standardization, identification of training resources, and a standardized method formeasuring the manpower readiness of work centers, divisions, and Maintenance Departments.
NAVMC 4790.1 directs the AMSTRP.
10.1.2.5 PQS is the foundational element of the QPT Program and AMSTRP. PQS are structured
training syllabi that delineate the minimum knowledge and skills an individual must demonstrate
before they are qualified to perform specific maintenance or administrative duties. OPNAVINST
3500.34 directs the PQS Program, and specifies key roles for Commander, Naval Air Systems
Command (COMNAVAIRSYSCOM) Naval Education Training Command (NETC).
NAVEDTRA 43100-1 and 43100-2 provide policy on developing and managing PQS.
10.1.2.6 On the job training (OJT) is the primary training element in attaining technical proficiency
and skill in performing maintenance and administrative duties. OJT consists of personnel
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performing tasks under the supervision of qualified personnel. The trainee gains knowledge, skill,and experience by observing and participating in the work.
10.1.2.7 Job Qualification Requirements (JQR) are locally produced guides for training andqualification elements not covered by a QPT, AMSTRP, or NAVEDTRA PQS.
10.1.2.8 Lectures, Interactive Multimedia Instruction (IMI), and required reading provide essential
knowledge for performing certain tasks.
10.1.2.9 The Advanced Skills Management Program (ASM) is an unclassified Management
Information System (MIS) that contains job task requirements, documents completed training,
qualifications, certifications, duty or billet assignments, and tracks personnel progress in completing
QPT or AMSTRP. ASM is the primary training database for Navy and Marine Corps O-level andI-level maintenance activities.
10.1.3 Formal Training
10.1.3.1 Definition
Formal training is training with an approved course curriculum which may or may not produce an
NEC or MOS. AMT courses are typically taught by NETC, CNATT or Depot FRCs. The courses
provide specific weapon system task training that provides familiarization in operation andmaintenance of the system, support equipment, or program being maintained. Types of formal
training include:
Class A - Basic knowledge and skills required for entry level performance. NEC or MOS not
normally awarded.
Class C - Advanced knowledge and skills required to fill a billet coded with an NEC or MOS.
Awards NEC or MOS.
Class D - Professional CNO mandated or non-pipeline refresher training. NEC not normallyawarded.
Class F - Individual functional skill training required by fleet, ACC, TYCOM, or SYSCOM
instructions. No NEC awarded.
Class G - Segment course of an NEC or MOS producing pipeline. Does not, by itself, award an
NEC or MOS and may be attended outside the entire pipeline.
Class R - Training upon initial enlistment or induction which provides general indoctrinationand prepares the recruit for early adjustment to military life by providing skill and knowledge inbasic military subjects.
Class T - Team training to fleet personnel, officers and enlisted, enroute to duty as members of
ship's company. No NEC is awarded.
10.1.3.2 Directives
The directives referenced in 10.1.1 provide overarching policy and command responsibilities forformal training development, management, scheduling, and future requirements. Summary:

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a. Formal course curriculum, IST syllabi and training devices, are produced by
NAVAIRSYSCOM utilizing policies contained in Reference a.
b. Aviation technical training systems produced under Reference a are approved within CNO
Navy Training System Plans and managed by CNATT in accordance with policies in Reference b.
c. Seat forecasting and quota management is governed by CNO and BUPERS per theprocedures of Reference c.
d. Personnel distribution policies including Fleet responsibility to screen orders of inboundpersonnel for billet related training is contained in Reference d.
e. Procedures for requesting CNATT Mobile Training Teams are contained in Reference e.
f. The Training Requirement Review (TRR) process by which CNATT gathers Fleet feedback
for training improvement is governed by Reference f. Feedback can be submitted at any time via
NETC Fleet Feedback email to pnsc.netc.pao@navy.mil. Information should include course
identification number (CIN), course location and feedback comments. NETC will forward thesubmission to the appropriate Learning Center to be reviewed at the next TRR.
g. When Fleet feedback reveals un-resourced issues, reference g. provides a process forrequesting design and cost analysis for submission to the OPNAV Resource Sponsor.
h. Reference h. identifies the process for requesting NATEC on-site training.
10.1.3.3 Funding and Seat Reservation
a. BUPERS is the primary source of TAD funding for training received enroute prior toreporting to an ultimate duty station. TAD funding for other formal training is in accordance withrespective type/functional commander travel directives.
b. Course locations may be researched in the Catalog of Navy Training Courses (CANTRAC)
and reserved via the enterprise Navy Training Reservation System (eNTRS). BUPERS is the Quota
Control Authority for A and C-Schools, thus BUPERS Detailers may need to be contacted for seatreservation.
c. Marine Corps aviation maintenance training that requires TAD and travel funds is requested
per Commanding General, Training and Education Command (TECOM) directives and the
CANTRAC. CG TECOM coordinates Marine Corps aviation training requirements and represents
CMC on all training matters.
10.1.3.4 Contractor field services training
NAVAIR program offices provide contractor field services training for new weapon systems being
introduced to the fleet. Fleet personnel are trained by the contractor either at the contractor's
facility or at a Fleet site. Fleet personnel ordered to this specialized training program must be of thehighest caliber and capable of instructing other personnel upon completion of the training.
10.1.3.5 Training Model Managers (TMMs)
TMMs provide systematic review and evaluation of training for respective community weapon
systems. The TMM is normally the lead Wing or equivalent I-level FRC organization with

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expertise on the system and therefore best able to evaluate or propose changes to training curricula
or syllabi.
10.1.4 In-Service Training Requirements
10.1.4.1 QPTNavy personnel performing duties covered by the QPT Program must complete the QPTcertification commensurate with their duties and paygrade.
10.1.4.2 AMSTRP
Marine Corps personnel must complete the AMSTRP requirements for their MOS.
NOTES: 1. QPT and AMSTRP certifications may be used as qualification elements for
attaining certain job specific, by name designations or licenses. However, a QPT or
AMSTRP certification will not be used as a substitute for designation or licensing;for example, designation as a Plane Captain, Collateral Duty Inspector (CDI),
Quality Assurance Representative (QAR), Safe for Flight (SFF), or licensing
auxiliary power unit (APU) or engine turn-up.
2. Navy Type Wings operating the F-35 aircraft may establish QPT qualification
programs modeled after the Marine Corps AMSTRP for F-35 MOS. Guidancemust be published in a Wing instruction.
10.1.4.3 JQR
Qualification for a maintenance duty not covered by the QPT Program, AMSTRP or a
NAVEDTRA PQS must be conducted per a published JQR. The JQR must include all elements
required to attain qualification (as applicable):a. Formal training courses (10.1.3)
b. Required reading.
c. IMI.
d. Related general qualifications, for example, flight deck firefighting and cardiopulmonary
resuscitation (CPR).
e. SE license requirements.
f. OJT in specific maintenance and administrative tasks related to the job. Figure 10.1-1
provides an example of an OJT syllabus.
10.1.4.4 OJTOJT must be conducted and documented in a task until the trainee is qualified. Supervisors will
recommend final qualification only when confident the individual is knowledgeable and skilled inthat area. Once the Work Center Supervisor certifies an individual as qualified in a task, OJT
documentation for that task is no longer required. Procedures:

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a. OJT will be performed under the supervision and instruction of qualified and designatedpersonnel. Designated qualifiers will sign-off completion of tasks (line items), only if theindividual demonstrates thorough knowledge and skill in the practical application of the task.
b. The preferred method of OJT is hands-on performance of the task. Simulation may be used
when it is impractical to perform the actual task. As applicable, OJT will include:(1) General administrative duties, for example, work order (WO) or maintenance action
form (MAF), and logs and records entries(2) Use of technical manuals, reports, and reference materials(3) Use of tools and test equipment(4) Inspection and maintenance procedures(5) General and T/M/S or equipment specific corrosion control inspection, treatment andprevention procedures.
(6) Quality assurance (QA) certification requirements.
(7) Post task question and answer session to assess the trainee’s level of comprehension.
NOTES: 1. Naval Aviation Logistics Command Management Information System(NALCOMIS) download may be used to document completion of an OJT task
unless specified to be documented in a paper or electronic training document, forexample, a QPT PQS syllabus.
2. OJT refresher training in technical or administrative procedures is required
whenever personnel demonstrate a lack of knowledge or skill in task areas for which
they have been previously signed off as qualified to perform.
10.1.4.5 Lesson Guides and IMIa. Lesson guides or IMI will be used to conduct non-OJT maintenance training. Lesson guides
must be based on technical references (technical manuals, Interactive Electronic Technical Manual(IETMs), COMNAVAIRSYSCOM manuals, or instructions) or policy directives, such as the
NAMP, NAVAIR, TYCOM instructions.
b. Lesson guides are required only if the material in IMIs, manuals, instructions, or videos isinsufficient for the presenter to cover the topic. IMI is available on Navy eLearning at(https://learning.nel.navy.mil/ELIAASv2p/). A list of In-Service training courses is also available
by navigating to: Course Catalog, Navy Learning Centers and Programs, Center for Naval Aviation
Technical Training (CNATT), and then In-Service.
c. Lesson guides must include the following elements, as a minimum:(1) Lesson number(2) Time required to conduct the lesson(3) Date prepared(4) Date reviewed

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(5) Prepared or reviewed by(6) Title(7) Objective(8) Instructional aids (if required) and where they can be obtained(9) References(10) Presentation. If the lesson is covering a procedure in a maintenance technical manual
or instruction, the presentation section will state, “Cover the procedures of (reference) withemphasis on (primary points).” All safety precautions, emergency procedures, and applicable
Aviation Maintenance Advisories (AMA), QA requirements must be thoroughly covered.
(11) Summary. As a minimum, the summary must include any safety precautions andemergency procedures covered in the lesson.
(12) Question and answer period
NOTE: The COMNAVAIRFOR AMMT produces lesson guides on multiple NAMP
processes. AMMT NAMP Lesson guides can be downloaded from the
COMNAVAIRPAC SharePoint, https://cpf.navy.deps.mil/sites/cnap/default.aspx.
10.1.4.6 Required Readinga. Information directed to be read, such as COMNAVAIRFOR AMAs, Type Wing or MAW
advisories, or CO memorandums, must be logged on the Required Reading and Maintenance
Information Record (OPNAV 4790/34) (Figure 10.1-2), or an electronic equivalent form.
b. Required reading material will be maintained in a readily accessible Required Reading File(hardcopy or electronic). For large publications and instructions not feasible to be maintained in thefile, a Required Reading Cross-Reference Locator Sheet will be used to list the location of thematerial and the specific chapters and paragraphs required to be read. Reading materials no longer
required to be read will be purged from the file each month.
c. Completion of required reading may be accomplished individually or in a group training
session.
10.1.4.7 NAMP Indoctrination Training
The purpose of NAMP Indoctrination Training is to provide first-tour Maintenance Department
personnel with an overview of fundamental NAMP processes, such as the basic requirements formaintenance safety, tool control, and FOD prevention, and how those processes relate to the duties
the individual will perform. Requirements:
a. NAMP Indoctrination Training is required for all Maintenance Department personnel
reporting to their first aviation command. Figure 10.1-3 provides the minimum NAMP
Indoctrination Training topics. Commands may add topics as deemed necessary to fit themaintenance they perform and their operational environment.
b. NAMP Indoctrination Training will be completed within 45 days of personnel reporting
onboard. The training may be given individually or in a group setting. NAMP Indoctrination

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training may be taught by the applicable Program Manager or QA Program Monitor. Completionof a NAMP Indoctrination training topic will be documented by the individual that provided thetraining, and will be recorded on the NAMP Indoctrination Training Sheet (Figure 10.1-3).
NOTE: Navy activities may elect to have the member’s Work Center Supervisor provide
NAMP Indoctrination training.
10.1.4.8 Refresher Training
Refresher training is required only if specifically directed in the NAMP or other naval directive.
Figure 10.1-4 is a list of NAMP directed refresher training. Refresher Training should also be
performed upon release of an updated NAMP (revision or change), when non-compliance isindicated by a program audit, inspection, or AMA.
10.1.4.9 Navy Occupational Safety and Health (NAVOSH) and Safety Training
All personnel assigned to the Maintenance Department must receive NAVOSH and Safety Training
applicable to their duties. Requirements are specified in 10.41 Maintenance Department Safety
NAMPSOP.
10.1.4.10 Qualification/Certification Recorda. Activities using ASM must initiate a Qualification/Certification Record in ASM for eachenlisted member of the Maintenance Department that requires a NAMP qualification, license,
certification, or designation. All letters of designation, qualification, certification, course
completion, medical certification, and completed PQS and JQR will be filed in the ASM
Qualification/Certification Record.
NOTES: 1. Each officer serving in a billet within the Maintenance Department will maintainan active ASM account.
2. Duplicate paper records and forms are not authorized in activities using ASM.
In the event a qualification/certification equivalency within ASM does not fulfill therequirements of the NAMP, the command’s ASM Fleet Administrator will contact
the Model Manager for resolution. Paper records may be used until the ASM
deficiency is corrected.
3. Scanned images of individual training documents are not required to be
maintained in ASM once the subject course, qualification, or license has been signed
electronically within ASM.
b. Activities not using ASM or other approved electronic training documentation system must
maintain a hardcopy Qualification/Certification Record per the example of Figure 10.1-5. Hardcopy
Qualification/Certification records will only contain documents required by the individual toperform their current duties. All other documents will be given to the individual for their personal
file.
c. Qualification/Certification Record Transfer procedures:

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(1) Transfer between Commands using ASM. The transferring command will perform
Permanent Change of Station (PCS) check out in ASM upon transfer of each individual. The
gaining command will perform PCS check in upon reporting.
(2) Transfer from ASM Command to Non-ASM Command. The ASM command willtransfer the electronic version onto a CD in pdf format. Once the CD record is created, the ASM
Fleet Administrator will PCS check out and PCS check in the record to the non-ASM unit.
(3) Transfer from Non-ASM Command to ASM Command. The Non-ASM command willscan and make a CD copy of the entire training jacket and provide it to the transferring individual.
The ASM command will enter the individual’s qualification and certifications into ASM when theindividual reports.
10.1.5 Responsibilities
10.1.5.1 Type Wings, TECOM, Maintenance Training Syllabus Sponsors (MTSS), and NavyIMAs:a. (All) Publish JQRs and supporting lectures for any duty or function not covered by a QPT or
AMSTRP syllabus or NAVEDTRA PQS. JQRs will include the minimum elements specified inparagraph 10.1.4.3.
b. (All) Review and update QPT, AMSTRP, JQR and other training requirements every 12
months, or sooner if changes or modifications to related systems or components have occurred.
c. (All) Participate in Training Requirement Reviews (TRR).
d. (Type Wings and TECOM) Designate staff personnel and subordinate activities to act as
Model Manager and Developer (MTSS for Marine activities) or the T/M/S Master Task List
(MTL), accreditations and test banks, and for review of ASM task lists and tests for currency andcontent.
NOTES: 1. TECOM Policy and Standards Division (PSD) Aviation Standards Branch (ASB)
will develop and publish via ASM a Training and Readiness syllabus for all aviation
Military Occupational Specialties (MOS) applicable to Organizational andIntermediate levels of maintenance. TECOM will also develop standardized
training and testing syllabus for designated billets, such as QAR, CDQAR, CDI, andPlane Captain. Designated duty training syllabus and testing will be tailored to thespecific T/M/S aircraft, engines, components and equipment maintained. Alltraining documentation and testing will be executed within the construct of theAdvanced Skills Management (ASM) environment. MAWs will review andconsolidate submissions from their activities and forward to TECOM Aviation
Standards Branch for action.
2. Navy Model Managers and Developers must complete the NAVEDTRA PQS
43401 Advanced Skills Management (305) Model Manager Watch Station.
e. (Type Wings and MTSS) Coordinate and assist activities in implementing the maintenancetraining outlined in the AMSTRP.

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f. (Type Wings and MTSS) Prioritize assignment of training course quotas within Wing
activities when demand exceeds CNATTU or CNATTMARU capacity.
g. (Type Wings and MTSS) Act as approving authority for temporary deviations from NAMPdirected formal training requirements under the following conditions:(1) Authority to grant deviations applies only to deployed personnel.
(2) Deviations must be requested by name and by course, in writing via naval letter ormessage. The request must include the convening date for the course the individual will attend
after return from deployment. Course seats can be reserved by submitting a request via theEnterprise Navy Training Reservation System, at the following link:
https://app.prod.cetars.training.navy.mil/eNTRS/. If a course seat cannot be obtained, the deviation
request will include a request for Type Wing/MAW assistance in prioritizing and scheduling courseseats. Multiple requests may be submitted on one letter or message.
(3) Deviation approvals must be granted by name and by course, in writing via naval letteror message. “Blanket” deviations are not authorized.
(4) Deviations must expire no later than 120 days after return to home base for CONUS
activities, and no later than 180 days after return to home base for OCONUS activities.
h. (Type Wings and Navy IMAs) Manage the ASM database and system security as follows:(1) Assign, modify, and delete user access privileges and passwords(2) Review the accuracy of ASM database files(3) Troubleshoot user problems and submit trouble tickets(4) Publish a contingency plan for procedures during ASM system downtime
i. (Type Wings and Navy IMAs) Provide COMNAVAIRFOR Maintenance Training (CodeN422A) with the number of F-School and T-School quotas required for each assigned unit
identification code (UIC), for publishing in the Fleet Training Management and Planning System(FLTMPS).
j. (Type Wings) Coordinate with the responsible COMNAVAIRSYSCOM Program Office and
CNATT to maintain a current PQS for each QPT certification level for each rating and T/M/S
aircraft supported.
k. (Navy IMAs) Coordinate with the responsible COMNAVAIRSYSCOM Program Office and
CNATT to maintain a current PQS for each QPT certification level for each I-level rating and work
center.
NOTE: PQS correction or change recommendations will be emailed to the PQS ModelManager using the PQS Feedback form located on the last page of the PQS package.
10.1.5.2 Maintenance Officer (MO)a. Designate the Assistant Maintenance Officer (AMO) as the Aviation Maintenance Training
Program Manager. Designation will be in writing via ASM. If not using ASM, designations may

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be documented in a list included as an enclosure in the Monthly Personnel Plan per paragraph10.1.5.3.e.
NOTE: The Aircraft Maintenance Chief is the Aviation Maintenance Training Program
Manager for Marine O-level activities.
b. If using ASM, designate an E-5 or above as the ASM Fleet Administrator. Commands that
deploy detachments must also designate an E-4 or above to act as the Detachment ASM Fleet
Administrator during the deployment period.
NOTE: An E-4 may be designated as ASM Fleet Administrator in smaller commands withless than 100 personnel in the Maintenance Department.
c. Designate qualifiers for QPT, AMSTRP, PQS, and JQR task areas.
d. Publish local command procedures (LCP) per Appendix D, if required to direct geographic,
T/M/S specific, or command directed actions for maintenance training not addressed in thisNAMPSOP or Wing LCP. O-level LCPs must be submitted to the Type Wing or MAW for
consideration of incorporation in a Wing LCP.
10.1.5.3 Aviation Maintenance Training Program Manager
a. Manage training for the Maintenance Department.
b. (Deploying activities) Develop and track the accomplishment of a Deployment Turnaround
Maintenance Training Plan with the specific training requirements and personnel proficiency goals
required to meet the operational events of the turnaround cycle and deployment. As a minimum,
the plan will identify qualification requirements (number and type of QARs and CDIs, number of
personnel qualified as Plane Captains, Paint and Final Finish, etc.) and required quotas for training
courses.
c. (Non-deploying activities) Develop and track the accomplishment of an Annual Training
Plan with specific training requirements and personnel proficiency goals required to sustain the
Maintenance Department. As a minimum, the training plan must identify qualification
requirements (number and type of QARs and CDIs, number of personnel qualified as Plane
Captains, Paint and Final Finish, etc.) and required quotas for training courses. Commands withboth a non-deploying element and deploying elements must develop an annual training plan thatencompasses non-deploying and deploying elements.
d. Obtain quotas and prioritize attendance of formal training courses.
e. Publish an electronic or hardcopy Monthly Personnel Plan (MPP) no later than the 1st day ofeach month. The MPP may contain reports downloaded from ASM, FLTMPS, and other databases.
The MPP will include:(1) Schedule of command-held maintenance training (in-service training required for theirrate/MOS and pay grade, recurring training requirements; NAMP Indoctrination; NAVOSH
training, etc.)(2) Schedule of confirmed formal courses and attendees.

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(3) Recertification or requalification requirements (Plane Captain monitor, Egress/Explosive Systems check-out, etc.)(4) Current list of QPT, AMSTRP, PQS, and JQR qualifiers.
(5) List of personnel currently designated for specific duties (Safe For Flight; UAS GMVO;
QAR, CDQAR, CDI; Plane Captain; NAMP Program Manager; Hydraulic Contamination Analysis
Technician, ACSP Entry Authority, etc.)(6) List SE Operator’s License expiration dates, including the expiration date of vehicle
driver’s licenses.
(7) (Navy) If applicable to the activity, a narrative or graphic depiction of the status ofattaining Maintenance Personnel Readiness (MPR) and Maintainer Core Competency (MCC).
f. Monitor QPT and AMSTRP qualification progress of each individual and the overall
percentage certified for each work center.
g. (O-level) Submit ASM software discrepancies and ASM Master Task List (MTL) change
recommendations to the Type Wing or MTSS coordinator.
h. Review personnel documents (Career Management System and Interactive Detailing,
Activity Manning Document, and PCS orders) and verify incoming personnel either possess therequisite skills (NEC or MOS) or will receive training to qualify for the billet. If incoming
personnel do not have required skills, coordinate with manpower and training activities to resolve
deficiencies.
i. Coordinate with subject matter experts to develop lesson guides for topics not covered by
IMI or video, per paragraph 10.1.4.5.
j. Coordinate the development of JQRs per 10.1.4.3 if needed to cover qualifications for amaintenance duty not covered by the QPT Program, AMSTRP, NAVEDTRA PQS, or a Wing JQR.
O-level activities will submit locally produced JQRs to the applicable Wing for consideration of
publishing as a Wing JQR.
k. Coordinate with the various NAMP Program Managers to develop a NAMP Refresher
Training matrix (Figure 10.1-4) to specify recurring refresher training requirements applicable tothe command.
l. (Navy O-Level and I-level) Use the FLTMPS Command 12 Month Training Plan andassociated FLTMPS ADHOC reports to manage accomplishment of F-School and T-School
graduate requirements.
m. (O-level) Forward discrepancies in QPT or AMSTRP content to the respective Type Wing
or MTSS for review.
n. Provide ASM training to Division Officers. At a minimum, the training will include
procedures for reviewing qualifications, certifications, and licenses using the Work Center andManagement Views; screening training records prior to sign-offs; and conducting initial check-in
and quarterly reviews.
o. Maintain a program file to include:

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(1) POCs(2) Program related correspondence and message traffic(3) References or cross-reference locator sheets(4) Most current Computerized Self Evaluation Checklist (CSEC) audit
10.1.5.4 ASM Fleet Administrator
a. Complete the NAVEDTRA PQS 43401 Advanced Skills Management (301) Basic ASM
Administrator Watch station.
b. Manage the ASM program within the activity, and assist the Program Manager, Type Wing
Manager/Developer (O-level), and site representative in matters pertaining to ASM.
c. Provide ASM training to personnel. If needed, contact ASM Site Representatives or the
ASM Help Desk to request training from the ASM Support Team. Video teleconference and webbased training are also available.
d. Submit ASM software discrepancies and MTL change recommendations to the Aviation
Maintenance Training Program Manager.
NOTE: Navy activities are not authorized to make ASM MTL changes without Type Wing
approval. TECOM Aviation Standards Branch is the approval authority for Marine
Corps ASM changes.
e. Monitor defect reports and correspond with the ASM Help Desk for resolution (asapplicable).
f. Maintain ASM system security per SECNAVINST 5211.5.
g. Assign, modify, or delete ASM user access privileges and passwords.
h. Upload NALCOMIS export files into ASM each week.
i. Perform ASM PCS check out or in when individuals transfer or report.
10.1.5.5 Sea Operational Detachment (SEAOPDET) Coordinator (Navy)The SEAOPDET coordinator will schedule, coordinate, and track completion of training
requirements to qualify SEAOPDET personnel for their deployed billet.
10.1.5.6 Division Officers
a. Perform initial review of each individual’s Qualification/Certification Record within 30 daysof the member reporting to the division, and perform a semi-annual (every 6 months) progress
review thereafter. Reviews must be documented in the ASM Review tab. If ASM is not available,
a paper or electronic document may be used to document training reviews.
b. Review Work Center Supervisor notes during initial and 6-month Division Officer Reviews.
c. Review each member’s QPT or AMSTRP individual training syllabus prepared by theirWork Center Supervisor and verify the syllabus has been appropriately tailored for past experienceand training.

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NOTE: The Division Officer may delegate training record, training syllabus, and semiannual training progress reviews to the Division or Branch Chief.
d. Brief newly reporting personnel on QPT, AMSTRP, PQS, and JQR qualification
requirements and the expected completion timelines required for career progression.
e. Review NAMP compliance audits, 3M summaries, ASM reports and direct refresher training
when the data indicates a deficiency in knowledge or skill.
f. Verify division training is conducted per the training schedule.
g. Monitor projected personnel attrition vs. projected numbers of qualified personnel, andverify a sufficient number of qualified personnel will be available to support the division’s
workload.
h. Report division training and qualification status to the Aviation Maintenance Training
Program Manager.
i. Submit recommendations for changes to the ASM MTL and test question data banks to the
ASM Fleet Administrator, as needed, to maintain currency related to division duties.
10.1.5.7 Work Center Supervisors
NOTE: Work Center Supervisors may assign no more than two personnel as Maintenance
In-Service Training Coordinators (MITCs) if needed to handle the workload
associated with managing, scheduling and logging training. MITCs should be E-4 orabove paygrade. Assignment of MITCs does not relieve the Work Center Supervisorof the responsibility to ensure training requirements are accomplished.
a. Track completion of work center personnel training.
b. Verify training, qualifications, and certifications are documented in each Individual’s
Qualification/Certification Record within 5 working days of completion.
c. Perform an initial Qualification/Certification Record review within 30 days of a new member
reporting to the work center, and perform progress reviews at least once every 6 months thereafter.
Reviews and notes on information concerning training progress and any specific recommendations
will be documented in ASM with a tag of “Other”.
d. Nominate PQS, JQR, QPT, and AMSTRP qualifiers based on technical knowledge andskills.
e. Assign qualified personnel to conduct OJT.
f. Sign off qualification in OJT task areas only if the individual has demonstrated sufficientknowledge and skill to independently perform the task.
g. Recommend personnel for final qualification, certification, or designation only when
confident the nominee is knowledgeable and skilled in the area.
h. Direct refresher training for personnel that demonstrate a lack of knowledge or skill in areas
they were previously signed off as qualified.

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i. Coordinate with the ASM Fleet Administrator to provide ASM training to work center
personnel.
j. Review syllabi, lesson guides, and IMI annually to verify material is relevant and current.
Submit discrepancies to the Aviation Maintenance Training Program Manager for forwarding to therespective Type Wing or Marine MTSS for resolution.
k. Review the Required Reading File each month to ensure the material is current and work
center personnel are logging completion (Figure 10.1-2).
l. Provide transferring individuals with their Qualification/Certification Record and original
designation letters prior to transfer, per paragraph 10.1.4.10.c.

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OJT SYLLABUS: 9101
A/S32A-45 MID-RANGE TOW TRACTOR
TRAINEE’S RATE and NAME:OJT TASKS

INST______________________________________________
DATE

INST

DATE

INST

DATE

PMs
Carburetor Adjustment
R&R Carburetor
Adjust Rocker Arms
Tune UpR&R Spark Plugs
R&R Fan Belts
R&R Alternator
Flush Radiator
R&R Steering Box
Adjust Trans Bands
R&R Power Steering
Pump
R&R Ring Gear
R&R Starter
R&R Manifold Gasket
Brake Job
Repair Park Brake
Rebuild Front End
QEC Engine
QEC Transmission
ADDITIONALTASKING

Page 1 of 1
Figure 10.1-1: OJT Syllabus (Example)

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REQUIRED READING

Figure 10.1-2: Required Reading and Maintenance Information Record (OPNAV 4790/34)

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NAMP INDOCTRINATION TRAINING
NAME: __________________________________________ RATE/RANK: __________CHECK-IN DATE: __________________TOPIC
Maintenance Safety
Quality Assurance
Hazardous Material Control
Foreign Object Damage Prevention
Tool Control
Corrosion Prevention and Control
Hydraulic Contamination Prevention
Aviators Breathing Oxygen (ABO) Safety(if applicable to T/M/S aircraft)
Egress/Explosive System Checkout (O-level,
only)

INSTRUCTOR

Figure 10.1-3: NAMP Indoctrination Training

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NAMP REFRESHER TRAININGTOPICSCHEDULE

Aviators Breathing Oxygen Surveillance

ANNUAL (ABO PERSONNEL)

Tire and Wheel Maintenance Safety

ANNUAL

Foreign Object Damage Prevention

ANNUAL

Corrosion Prevention and Control

QUARTERLY

Egress/Explosive System Checkout

EVERY 6 MONTHS (O-LEVEL)

Individual Component Repair List
Gas Turbine Engine Test Facility Operation and
Maintenance

ANNUAL (I-level Work Center
ICRL POs)
ANNUAL (TEST CELLPERSONNEL)

Figure 10.1-4: NAMP Refresher Training Requirements

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QUALIFICATION/CERTIFICATION RECORDLEFT SIDE
Name:________________________DOD ID # (Last 4 ONLY):

Rate/Rank__________________________

1. Current Letters/ and Certificates of Designation/Qualifications, for example, Quality Assurance
Representative/Inspector Recommendation/Designation OPNAV 4790/12
2. Current medical certifications required for duties, for example, audiograms, X ray, screening,laser eye testing, flight deck physical, and CPR.
3. Course completion certificates, for example, CENNAVAVNTECHTRA completion letters andcertificates, and SE Phase I and Phase II training.
4. Personal Qualifications Standards (PQS) completion certificates, for example, NAVPERS
1070/604 for shipboard damage control, maintenance and material management (3M), andcompleted JQR.
PRIVACY ACT STATEMENT
1. Authority for the collection of information: 5 U.S.C. 301, Department Regulation and E.O.
9397 (SSN).
2. Information contained in the qualification/certification record will be used to monitor yourtraining progress and track miscellaneous administrative functions within the Training Department.
3. Completion of this form is voluntary. However, failure to complete this form may result in theinaccurate documentation of your training. The principal purpose of the Privacy Act is to makeknown your special considerations and for you to authorize the release of yourqualifications/certification record information.
I understand that this Privacy Act Statement applies to all requests for personal information made to
my qualification/certification record and that a signed copy in my qualification/certification record
is evidence of this notification. I further understand that I may receive a copy of this statementfrom the Training Department, on request. I also understand that I will be informed of any changes
to the system or records for which this information is compiled and that I have the right to review
personal data contained in this record, on request.
________________________________________
Signature_________________________
Date

Figure 10.1-5: Qualification/Certification Record (Left Side) (Example)

QUALIFICATION/CERTIFICATION RECORD
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RIGHT SIDE

1. Primary Billet and Collateral Duty Descriptions
2. NAMP Indoctrination Training (Figure 10.1-3), if applicable.
3. Maintenance Training Syllabus
4. NAVOSH and Safety Training completed for past four years (Figure 10.41-1)
5. Egress/Explosive System Check-Out Certification (if applicable)

Figure 10.1-5: Qualification/Certification Record (Right Side) (Example)

10.2 Fuel Surveillance Program (NAMPSOP)

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10.2.1 Referencesa. NAVAIR 01-1A-35, Aircraft Fuel Cells and Tanks.
b. NAVAIR 00-80T-109, Aircraft Refueling NATOPS Manual.
c. MIL-HDBK-844B (AS), Aircraft Refueling Handbook for Navy/Marine Corps Aircraft.
d. NAVAIR 15-01-500, Preservation of Naval Aircraft.
e. NAVAIR 01-1A-20, Aviation Hose and Tube Manual.
10.2.2 Introduction
The Fuel Surveillance Program establishes the minimum requirements for sampling fuel in naval
aircraft and aircraft engine test cells. Fuel sampling can detect water, debris, and othercontaminants that can negatively impact aircraft engine performance. Harmful effects of fuelcontamination include low performance, erratic or incorrect fuel quantity indication, fuel system
icing, and damage to engine and fuel system components.
10.2.3 Requirements
10.2.3.1 Aircraft Fuel Sampling
WARNING: JP-4, JP-5, AND JP-8 CAN CAUSE SEVERE BURNS, IRRITATIONS AND
BLINDNESS. AVOID PROLONGED SKIN CONTACT.
10.2.3.1.1 Fuel samples must be taken within 24 hours preceding the aircraft’s initial launch, unlessspecified otherwise by type/model/series (T/M/S) aircraft maintenance requirements card (MRCs).
Fuel samples are not valid for more than 24 hours.
NOTE: Group 3 UAS that utilize a sealed fuel system will take fuel samples from the externalfuel cell.
10.2.3.1.2 Fuel sampling will be conducted per the T/M/S maintenance technical manuals. For
aircraft without specified fuel sampling procedures, follow the general requirements of NAVAIR
01-1A-35.
a. Allow maximum possible time before sampling. Whenever possible, aircraft should have aminimum of two hours settling time, after aircraft movement or refueling to allow for water andsolids to settle.
b. PPE, including chemical resistant gloves, chemical resistant apron, and goggles, must beworn while taking, handling, and disposing of fuel samples.
c. Take separate samples from all fuel cell/tank low point drains, including auxiliary,removable, and in-flight refueling tanks (approximately one pint from each low point drain) using a
one-quart, clear, clean glass container.
NOTE: Group 3 UAS that utilize a sealed fuel system will take fuel samples from the externalfuel cell.

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d. A Naval aircrewman designated by the Commanding Officer (CO) per NATOPS Evaluation
Report (OPNAV 3710/7), or the Line/Power Line Supervisor, or a CDI, CDQAR, or QAR willvisually inspect samples for a clear and bright appearance with no visible water or sediment by
swirling and checking directly under the swirl vortex for any discoloration, water, cloudiness, orsediment per NAVAIR 00-80T-109.
(1) If contaminants are present, retain the contaminated sample, drain approximately 1
gallon of fuel into bucket or other suitable container, and take another sample.
(2) If the second sample is contaminated, immediately notify Maintenance Control, initiate adowning discrepancy work order (WO) against the aircraft and give both samples to Quality
Assurance (QA) for inspection.
e. Sample bottles must be emptied and cleaned after each use.
f. Fuel samples must be disposed of per local hazardous waste (HAZWASTE) procedures.
10.2.3.2 Test Cell Fuel Sampling
WARNING: JP-4, JP-5, AND JP-8 CAN CAUSE SEVERE BURNS, IRRITATIONS AND
BLINDNESS. AVOID PROLONGED SKIN CONTACT.
Fuel samples will be taken from all fixed and portable engine test stands fuel cells/tanks andaccumulators. Minimum sampling procedures are as follows:a. Samples must be taken prior to the first engine run of the day, at a minimum.
NOTE: Shipboard test cell fuel sampling is conducted by V-4 Division. Prior to the firstengine run of the day, the test cell operator must contact V-4 and verify samples
were taken and no contamination is present.
b. PPE, including chemical resistant gloves and goggles, must be worn while taking, handling,
and disposing of fuel samples.
c. Drain or draw samples from lowest possible point below the fuel pick-up point(approximately one pint of fuel for each sample), using a one-quart, clear, clean glass orpolyethylene container.
d. The Test Cell supervisor or CDI, CDQAR, or QAR will visually inspect fuel samples for aclear and bright appearance with no visible water or sediment by swirling and checking directly
under the swirl vortex for any discoloration, water, cloudiness, or sediment per NAVAIR 00-80T109.
(1) If contaminants are present, retain the sample, drain and draw approximately 5 gallons(but not more than 10 gallons) of fuel from the low point and take another sample.
(2) If more than 10 gallons are drained to achieve a satisfactory sample, initiate a downing
discrepancy MAF against each test cell the contaminated tank feeds, and notify Production Control
and QA.
e. Defuel and clean contaminated fuel cells before returning to operation.

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f. Sample bottles must be cleaned after each use.
g. Fuel samples must be disposed of per local HAZWASTE procedures.
10.2.3.3 Fuel System Integritya. NRFI and inactive fuel cells or tanks must be preserved and protected against contamination
per NAVAIR 15-01-500.
b. Protective measures, such as approved covers or caps, must be placed on open removed fuelcells, lines, and components per NAVAIR 01-1A-20.
10.2.4 Responsibilities
10.2.4.1 Wing or MAW Model Manager
a. Publish a training syllabus oriented to the T/M/S aircraft operated to include:(1) Specific procedures and requirements for fuel sampling as outlined in NAVAIR 01-1A35, NAVAIR 00-80T-109, MIL-HDBK-844 (AS), T/M/S maintenance technical manuals, and the
NATOPS manuals.
(2) Procedures for maintaining fuel system integrity during maintenance.
(3) PPE, safety precautions, and HAZWASTE procedures for fuel handling.
b. Publish local command procedures (LCP) per Appendix D to direct geographic, T/M/Sspecific, or command-directed actions for Fuel Surveillance not addressed in this NAMPSOP.
10.2.4.2 Maintenance Officer (MO)a. Designate a Fuel Surveillance Program Manager. Designation will be in writing via ASM or
the Subject Matter Expert (SME) listing (Depot FRC).
(1) The Line or Power Line Division Officer or Chief Petty Officer or NCOIC isrecommended for O-level activities.
(2) The Power Plants Division Officer or Chief Petty Officer or NCOIC is recommended
for I-level activities.
b. Publish an LCP per Appendix D if required to direct geographic, T/M/S-specific, orcommand-directed actions for fuel surveillance not addressed in this NAMPSOP. Command LCPs
must be submitted to the Wing or MAW for consideration of inclusion in a Wing LCP.
10.2.4.3 Program Manager
a. Perform an audit using the Computerized Self Evaluation Checklist (CSEC) within 60 daysof being designated as Program Manager, and annually thereafter per 10.7.3.8.
b. Provide Fuel Surveillance Program indoctrination training to personnel or verify the
indoctrination training is being completed by a subject matter expert per 10.1.4.7. Training must be
specific to the duties the individual performs.

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c. (IMA Program Managers) Publish a training syllabus oriented to the type of test cell
operated, containing the elements specified in NAVAIR 01-1A-35.
d. Maintain a program file to include:(1) List of equipment requiring fuel sampling(2) POCs(3) Program related correspondence and message traffic(4) References or cross reference locator sheets(5) Most recent CSEC audit checklist
10.2.4.4 Quality Assurance (QA) Officera. (O and I-level). Designate the Power Plants QAR as the Fuel Surveillance Program Monitor.
Designation will be in writing via ASM.
b. (Depot FRC) Designate a Quality Assurance Specialist (QAS) as Fuel Surveillance Program
Monitor. Designation will be in writing via the SME listing.
10.2.4.5 QA Fuel Surveillance Program Monitor
a. Perform audits using CSEC, per the procedures of paragraph 10.7.3.7
b. Immediately conduct an investigation of the source of fuel contamination. If thecontamination is suspected to have come from the refueling source (truck or fueling station),
immediately notify the station or ship Fuels Officer and provide them a sample for analysis, per
MIL-HDBK-844B (AS).
10.2.4.6 Maintenance Control and Production Control
a. Immediately issue a downing discrepancy WO and notify QA to conduct an investigation
whenever aircraft or test cell fuel contamination is reported.
b. When embarked, direct fuel samples be drawn and analyzed for flash point and follow the
precautions in NAVAIR 00-80T-109, whenever an aircraft receives, or is suspected of receiving,
any fuel other than JP-5. Notify flight deck control not to move the aircraft to the hangar bay until
the flashpoint has been certified to be above 120 degrees Fahrenheit.
c. Debrief aircrew returning from cross-country flights to verify specific fuels used.
d. Track fuel systems of preserved aircraft and test cells, and issue WOs for the preservation
actions specified in T/M/S maintenance technical manuals and NAVAIR 15-01-500.
10.2.4.7 Line, Power Line, and Test Cell Supervisor
a. Verify completion of Fuel Surveillance Program indoctrination training for personnel.
b. Assign only qualified personnel knowledgeable of performing fuel sampling per
maintenance technical manuals, NATOPS procedures, and this NAMPSOP.

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c. Periodically, spot check personnel conducting fuel sampling to verify correct procedures
and safety precautions are being followed.
d. Verify contaminated samples are immediately reported to Maintenance Control, and are
physically given to QA for inspection.
e. Provide PPE and equipment to personnel performing fuel sampling.
f. Verify that waste fuel is being disposed of per local HAZWASTE procedures.
10.2.4.8 Power Plants and Test Cell Supervisorsa. Assist QA in conducting the investigation of the source of contaminated aircraft or test cell
fuel systems.
b. Refer to and comply with maintenance technical manuals and T/M/S NATOPS for specificgravity and minimum flow setting adjustment, if aircraft or test cells have been serviced with fuels
other than JP-5.
10.2.4.9 Aircrew
a. Be trained in fuel sampling requirements, procedures, and contamination identification if
required to conduct refueling or fuel sampling without maintenance personnel available, including
in-flight refueling operations, per NAVAIR 00-80T-109.
b. Comply with specified requirements for approved emergency fuels and limitations regarding
interchangeability of fuel types and grades.
c. Notify Maintenance Control when fuel other than JP-5 has been used.

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10.3 Navy Oil Analysis and Consumption Monitoring Program
10.3.1 Referencesa. NAVAIR 17-15-50.1, Joint Oil Analysis Program Manual, Volume I.
b. NAVAIR 17-15-50.2, Joint Oil Analysis Program Manual, Volume II.
c. NAVAIR 17-15-50.3, Joint Oil Analysis Program Manual, Volume III.
10.3.2 Introduction
The Navy Oil Analysis and Consumption Monitoring Program establishes requirements formonitoring the usage rate and condition of oil in aircraft equipment, in order to detect impending
failures. Naval aviation participates in the Joint Oil Analysis Program (JOAP), which is acombined Navy, Army, and Air Force effort designed to provide timely and accurate oil analysis
support by strategically locating oil analysis laboratories and standardizing procedures andequipment. The Fleet Support Team (FST) for naval aviation participation in the JOAP is the NavyOil Analysis Program (NOAP) Office, 22229 Elmer RD. BLDG. 2360, Patuxent River, MD 206701534, phone (301) 757-9249 or (301) 997-8260. The NOAP Office can provide information
regarding equipment requirements, correlation, and testing standards.
NOTE: For a list of certified NOAP laboratories, send an email to NOAP@navy.mil.
10.3.3 Requirements
10.3.3.1 Training
Indoctrination training on the Navy Oil Analysis and Consumption Monitoring Program must be
given to all newly reporting personnel per 10.1.4.7. Personnel certifying aircraft Safe for Flight,
Work Center Supervisors, and maintenance personnel responsible for servicing and samplingengine/gearbox oil must receive job specific training on servicing requirements, sampling
requirements, maximum oil consumption limits, and monitoring procedures referenced in NAVAIR
17-15-50, maintenance technical manuals, Wing local command procedure (LCPs), and thisNAMPSOP.
10.3.3.2 Oil Analysis
Oil samples will be taken as directed by the type/model/series (T/M/S) specific maintenancetechnical manuals, or when requested by the Oil analysis laboratory. Oil samples will then be
submitted for analysis utilizing the oil Analysis Request form (DD-2026) (Figure 10.3-1). All oil
analysis records will be kept on file for as long as the engine or gearbox is held by the command.
10.3.3.2.1 An entry will be made in configuration management auto log-set (CM ALS) and thelogbook Aeronautical Equipment Service Record (AESR) Miscellaneous History whenever oil
analysis results indicate abnormal or out of limits wear metals or other oil contaminants.
10.3.3.2.2 For components with scheduled removal component (SRC) cards, the entry will be madein the Repair/Rework/Overhaul section. For components with equipment history record (EHR)
cards, the entry will be made in the Maintenance Record section. The entry must include:

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a. Type and amount of wear metals or other contaminantsb. Corrective action taken
c. Results of subsequent sample analysis
NOTES: 1. For detailed instructions on completing the form, reference NAVAIR 17-15-50.1.
2. Activities that have converted to Aircraft Component Tracking System (ACTS)
must also document in the SRC or EHR component records within ACTS.
10.3.3.3 Oil Consumption Monitoring
Oil consumption will be monitored for engines, gearboxes, and transmissions with oil consumption
rates (such as ounces per flight hour)specified in applicable maintenance technical manuals.
NOTE: Gearboxes and transmissions that only have leak limits, such as drops per minute, do
not require oil consumption monitoring.
10.3.3.4 Oil Consumption Documentation
10.3.3.4.1 Oil consumption will be documented in the Engine/Gearbox Oil Consumption record(Figure 10.3-2) in the quantity specified in applicable maintenance technical manuals, such as,
ounces per flight hour. The quantity and grade of oil added to each engine will also be annotated inblock 6 of the Aircraft Inspection and Acceptance Record (OPNAV 4790/141) per Chapter 5
procedures. If block 6 is not activated use block 8 under special requirements to annotate thequantity and grade of oil added to each engine.
10.3.3.4.2 The current working copy of the Engine/Gearbox Oil Consumption Record will bemaintained in the aircraft discrepancy book (ADB). The last two completed oil consumption
records will be filed in the applicable logbook/AESR.
NOTES: 1. The last two completed oil consumption records and the current working copy
record will be included in the logbook/AESR when the aircraft is transferred, orwhen an engine is turned in for repair or when an engine or gearbox is transferred
RFI to another operating activity.
2. Oil consumption records are not required to be transferred with gearboxes
turned in for repair and can be disposed of after transfer.
10.3.4 Responsibilities
10.3.4.1 NOAP or JOAP Laboratories
a. Comply with laboratory operating procedures, documentation, and notification requirements
referenced in NAVAIR 17-15-50.
b. Notify the NOAP Program FST via email (NOAP@navy.mil) whenever a NOAP Lab
Operator reports or transfers.

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c. Notify the activity that submitted the sample and the responsible FST of sample results
coded other than "A." Notification will be made via fastest possible means, per NAVAIR 17-1550.2.
10.3.4.2 Type Wing or MAW Model Manager:
a. Publish an LCPs per Appendix D to direct T/M/S specific or other Wing-directed actions foroil analysis and oil consumption monitoring not addressed in this NAMPSOP. At a minimum, theWing LCP must contain:(1) The list of items requiring oil consumption monitoring.
2).

(2) A standardized method for Maintenance Control to track oil consumption (Figure 10.3-

b. Include T/M/S specific oil analysis and consumption monitoring questions in the Wing
Computerized Self Evaluation Checklist (CSEC) supplemental.
10.3.4.3 Maintenance Officer
a. Designate an E-7 or above in Maintenance Control (O-level), Power Plants Division (Ilevel), or a designated SME (D-level) as the Navy Oil Analysis and Consumption Program
Manager. Designation will be in writing via the Monthly Personnel Plan (MPP) or the Subject
Matter Expert (SME) listing (Depot FRC).
b. Publish LCPs per Appendix D if required to direct T/M/S specific or other commanddirected actions for oil analysis and oil consumption monitoring not addressed in this NAMPSOP or
the Wing LCP. O-level Command LCPs will be submitted to the Wing or MAW Model Manager
for consideration of inclusion in the Wing LCP.
10.3.4.4 Program Manager
a. Perform an audit using the CSEC within 60 days of designation as the Program Manager andannually thereafter per 10.7.3.8.
b. Be knowledgeable of the oil analysis and oil consumption requirements referenced in
NAVAIR 17-15-50, applicable maintenance technical manuals, and this NAMPSOP.
c. Provide NAMP indoctrination training to personnel relating to their specific Navy Oil
Analysis and Consumption Monitoring Program responsibilities or verify the indoctrination training
is being completed by a subject matter expert per 10.1.4.7
NOTE: D-level training may be given by a qualified individual designated on the SME listing.
d. Coordinate with the NATOPS Officer to provide training to pilots and aircrew on oil
consumption documentation procedures while operating away from home base.
e. Verify logbook entries whenever samples are deemed “out of limits”. AESR, SRC, and EHR
card entries are made for oil analysis results indicating abnormal or out of limits wear metals orother oil contaminants. Activities with ACTS must also verify ACTS component records.

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f. Maintain a program file to include:(1) POCs, to include Intermediate Maintenance Activity (IMA) or Wing, Fleet Support
Team (FST), and Aviation Maintenance Management Team (AMMT) Subject Matter Expert(SMEs).
(2) List of aircraft, gearbox, and equipment requiring oil analysis and oil consumption
monitoring. Shipboard Aircraft Intermediate Maintenance Department/Detachment (AIMD) list
will include AIMD and Engineering Department equipment.
(3) Program correspondence and message traffic.
(4) References or cross-reference locator sheets.
(5) Most current CSEC audit checklist.
10.3.4.5 Maintenance Control or Production Control
a. Comply with training requirements of paragraph 10.3.3.1 for all personnel designated tocertify aircraft Safe for Flight.
b. Verify oil consumption rates for engines and gearboxes are within limits specified in T/M/S
instructions prior to releasing aircraft Safe for Flight. If oil consumption rate exceeds theauthorized limits, initiate a work order (WO) or maintenance action form (MAF) to take actions
directed in Technical Manuals.
c. Annotate the quantity and grade of oil added to each engine in block 6 of the AircraftInspection and Acceptance Record (OPNAV 4790/141), per Chapter 5 procedures.
d. Maintain an up-to-date Engine/Gearbox Oil Consumption Record (Figure 10.3-2) in the
ADB. Forward completed forms to Logs and Records for filing.
e. Initiate a WO or MAF to take actions directed in Technical Manuals for engines or
gearboxes with oil analysis result codes other than “A” per NAVAIR 17-15-50.1.
f. Brief pilots and aircrew on oil consumption limitations, servicing requirements, andprocedures if the aircraft will be operated away from home base.
10.3.4.6 Quality Assurance (QA) Officera. (O and I-level). Designate a Power Plants QAR as the Navy Oil Analysis and Consumption
Program Monitor. Designation will be in writing via ASM.
b. (Depot FRC) Designate a Quality Assurance Specialist (QAS) as Navy Oil Analysis andConsumption Program Monitor. Designation will be in writing via the SME listing.
NOTE: Depots may assign any QA Specialist as the Program Monitor.
10.3.4.7 Quality Assurance Program Monitor

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a. Perform audits using the CSEC, per the procedures of paragraph 10.7.3.7. Review oilanalysis laboratory results and coordinate with Maintenance or Production Control to issue a WO or
MAF for oil sample results with codes other than “A” per NAVAIR 17-15-50.1.
b. Keep a record of Oil Analysis Request forms (DD-2026) until test results are listed in either
the monthly or the Component Enrolled Report provided by the oil analysis laboratory.
c. Screen Oil Consumption Records each week for completeness and accuracy.
d. Monitor oil consumption rates and oil contamination trends. Advise Maintenance or
Production Control if a trend indicates an impending out-of-limits condition.
10.3.4.8 Logs and Records
a. Make the logbook, AESR, CM ALS Miscellaneous History (OPNAV 4790/25A), SRC Card
(OPNAV 4790/28A), and EHR Card (OPNAV 4790/113) entries specified in paragraph 10.3.3.
Activities with ACTS must also make the entry in the ACTS SRC or EHR component record.
b. File and transfer Engine/Gearbox Oil Consumption Records (Figure 10.3-2) per therequirements of paragraph 10.3.3.4.
10.3.4.9 Work Center Supervisors
a. Verify personnel complete the training requirements applicable to their duties per paragraph10.3.3.1.
b. Periodically spot-check work in progress to verify the proficiency of personnel performing
engine/gearbox oil servicing and sampling.
c. Stock an adequate supply of oil sampling kits, as specified in NAVAIR 17-15-50.1.
d. Personally conduct a daily inspection of assigned oil servicing units and verify they are clean
and free of contamination.
e. Verify samples from engines or gearboxes are taken at the interval established in themaintenance technical manuals.
f. Review Oil Analysis Requests form (DD-2026) (Figure 10.3-1) for accuracy.
g. Send oil samples to the assigned monitoring oil laboratory per NAVAIR 17-15-50.1.
h. Submit a “SPECIAL” oil analysis sample when requested by the NOAP or JOAP laboratory.
Mark the Oil Analysis Request (DD-2026) and mailing container with red borders to alert the oillaboratory of the need for immediate processing per NAVAIR 17-15-50.1.
10.3.4.10 Maintenance Personnela. Strictly follow servicing and sampling procedures specified in the maintenance technicalmanuals.
b. Inspect and verify servicing units are clean and free of contamination prior to each use.
c. Verify servicing units have the correct oil grade prior to each use.
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d. Know the oil consumption limits of engines and gearboxes, and immediately notify theWork Center Supervisor and Maintenance or Production Control whenever excessive oil
consumption is suspected.
10.3.4.11 Aircrew
a. Review oil consumption rates documented on the Engine/Gearbox Oil Consumption Record(Figure 10.3-2) and the Aircraft Inspection and Acceptance Record (OPNAV 4790/141) prior toflight.
b. Be thoroughly familiar with oil servicing and sampling procedures in the event servicing or
sampling is required while operating away from home base.

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FROM

OIL ANALYSIS REQUESTTOOIL ANALYSIS LABORATORY:
MAJOR COMMAND:OPERATING ACTIVITY NAME AND ADDRESS (Include Zip/APO )UIC: DMS Address (Navy ):POC:NAME/RANK/EMP #POC: PHONE/FAX/EMAIL:
MMCO: NAME / EMAIL:
Source of sample
Aeronautical
GroundShip Equipment
OTHER
EQUIPMENT MODEL/APPLICATION:
EQUIPMENT/COMPONENT SERIAL NUMBER:
END ITEM MODEL/SHIP NAME & HULL NUMBER (with Dash):
END ITEM SERIAL NUMBER:
MACHINERY / VALVE ID:
DATE SAMPLE TAKEN (DAY/MO/YR):
LOCAL TIME SAMPLE TAKEN:
HOURS/MILES SINCE OVERHAUL:HOURS/MILES SINCE OIL CHANGE:CURRENT ODOMETER/HOURS READING:REASON FOR SAMPLE
ROUTINELAB REQUESTTEST CELLOTHER (SPECIFY)OIL ADDED SINCE LAST SAMPLE (OZ, PTS, QTS, GALS):HOW TAKENSAMPLE TEMPERATURE TYPE OIL
DRAIN
TUBE
HOT
COLD
REMARKS
A/C ENGINE POSITION
MCD Visual Inspection of debris
Within limits
Exceeds limits
SUBMITTING ACTIVITY SAMPLE NUMBER:
FOR LABORATORY USE ONLYSAMPLE RESPONSE TIME:WEAR METAL ANALYSIS
Fe
Ag
Al
Cr
Cu
Mg
Na
Ni
Pb
Si
Sn
Ti
B
Mo
Zn
Ba
V
Mn
Cd
Water Content
5 ‐ 15 um

CrackleAcid Number Viscosity @ Viscosity @ Fuel Dilution
40C
100C
PARTICLE COUNT
15 ‐ 25 um
25 ‐ 50 um
50 ‐ 100 um > 100 um
Overall NAS Class

SEM/EDX LEVELMCD LEVEL:WEAR METAL TYPE:LABORATORY SAMPLE NUMBER(S)DD FORM 2026

OAP
OPERATORPREVIOUS EDITIONS OBSOLETE

Figure 10.3-1 (Front): Oil Analysis Request (DD 2026)

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TRANSIENT AIRCRAFT OIL ANALYSIS RECORDASSIGNED OIL ANALYSISLABORATORYLABORATORYTELEPHONE NO.

END ITEM MODEL AND SERIALNO.

(DSN):EQUIPMENT MODEL ANDSERIAL NO.

(Commercial):
LAB DAT TOTAL TIME FEOIL OVERH
COD E
C GA

SI

TI

B

DATE DEPARTED (Return this form with aircraft)
REMARKS (Place MCD Tabs here)

DD FORM 2026

PREVIOUS EDITIONS OBSOLETE

Figure 10.3-1 (Back): Oil Analysis Request (DD 2026)

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BUNO: _________ Engine/Gearbox S/N: ______________ Position:_______
Maximum allowable Oil Consumption is _______ oz. per flight hour.
Completed records to be filed in the AESR manila envelope
DATE

FLIGHTHOURS

OZ.
CONSUMEDCONSUMPTIONRATE (OZ. PER
F/H)

SERVICINGPERSONNEL
SIGNATURE

MAINTENANC
E CONTROLSIGNATURE

Figure 10.3-2: Engine/Gearbox Oil Consumption Record (Sample)

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10.4 Aviators Breathing Oxygen (ABO) Surveillance Program (NAMPSOP)
10.4.1 Referencesa. NAVAIR 06-30-501, Oxygen/Nitrogen Systems Technical Manual.
b. NAVAIR 13-1-6.4-1, Aviation-Crew Systems Oxygen Systems (Aircraft Equipment, Masks,
and other Systems).
c. NAVAIR 13-1-6.4-2, Aviation-Crew Systems Oxygen Equipment (Regulators).
d. NAVAIR 13-1-6.4-3, Aviation-Crew Systems Oxygen Equipment (Concentrators).
e. NAVAIR 13-1-6.4-4, Aviation-Crew Systems Oxygen Equipment (Converters).
f. NAVAIR A6-332AO-GYD-000, Aviators Breathing Oxygen (ABO) Surveillance Program
Laboratory and Field Guide.
g. NAVAIR AG-115SL-OMP-000, Cryogenics Sampler Model FCS 2001 Part Number
600646.
h. NAVAIR 06-20-2, Gas Cylinders (Storage Type) Use, Handling, and Maintenance (ATOS).
i. NAVAIR 17-15-534, Operation and Intermediate Maintenance with Illustrated Parts
Breakdown, Analyzer, Aviators Breathing Oxygen (ABO), A/E26T-3, Part Number 3964AS100-1.
j. NAVAIR 19-25D-26, Servicing Trailer, Liquid Oxygen Low Loss, Closed Loop Type TMU70/M Part Number 22455.
k. NAVAIR 19-25D-33, Storage Tank, Liquid Oxygen, Type TMU-27/M, 50-Gallon Capacity.
l. NAVAIR 19-600-138-6-1, Preoperational Checklist, Storage Tank, Liquid Oxygen Low
Loss, Closed Loop, TMU-70/M.
m. NAVAIR 19-600-282-6-2, Periodic Maintenance Requirements Manual, 50 Gallon Storage
Tank, Liquid Oxygen, TMU-27/M.
n. NAVAIR 00-80T-96 CH-1, U.S. Navy Support Equipment Common (Basic Handling &Safety Manual).
10.4.2 Introduction
a. The Aviators Breathing Oxygen (ABO) Surveillance Program establishes requirements that
reduce risk to personnel working with ABO and prevent the contamination of aircraft oxygen
systems and components through strict quality control measures and periodic surveillance
procedures. ABO surveillance begins with the generation or procurement of liquid oxygen (LOX)or gaseous oxygen and continues through the storage, handling, transfer, and servicing of aircraftand oxygen systems. It involves thorough testing and monitoring of oxygen and oxygen systems toensure contaminants; such as hydrocarbons, inert solids, particulate matter, moisture, carbon
dioxide, toxic and odorous contaminants, nitrous oxide, and halogenated compounds are detected
and eliminated.

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b. ABO surveillance requirements start with the generation or procurement of liquid oxygen(LOX) or gaseous oxygen and continues through the storage, handling, transfer, servicing, andmaintenance of aircraft and oxygen systems. ABO surveillance involves thorough testing andmonitoring of oxygen and oxygen systems to ensure detection and elimination of contaminants suchas hydrocarbons, inert solids, particulate matter, moisture, carbon dioxide, toxic and odorous
contaminants, nitrous oxide, and halogenated compounds.
c. The Fleet Support Team (FST) for the ABO Surveillance Program is the COMMANDING
OFFICER, NAVAL AIR WARFARE CENTER AIRCRAFT DIVISION, CODE 4.8.6.10, HWY
547, LAKEHURST NJ 08733-5090, DSN 624-4253/1433 or Comm (732) 323-4253.
10.4.3 Requirements
All activities operating aircraft with LOX or gaseous oxygen systems, operating or maintaining
LOX or gaseous oxygen system servicing equipment, or conducting ABO analysis must comply
with the ABO Surveillance Program.
WARNING: EXTREME CARE MUST BE TAKEN WHEN HANDLING CRYOGENICS
TO MINIMIZE THE PROBABILITY OF CONTACT WITH THE SKIN.
DIRECT CONTACT WITH CRYOGENIC FLUIDS OR SURFACESCOOLED BY CRYOGENIC LIQUIDS CAN CAUSE SEVERE BURNS, FIRE,
AND EXPLOSIONS. VIOLENT FAILURE OF ABO EQUIPMENT CANRESULT IN LOSS OF LIFE.
WARNING: FAILURE TO CORRECT DEFICIENCIES IN ABO/OBOGS SYSTEMS CANRESULT IN LOSS OF LIFE OR LOSS OF AIRCRAFT. AIRCRAFT
EXPERIENCING AN AIRCREW PHYSIOLOGICAL EPISODE WHERE
THE QUALITY OF THE OXYGEN OR FUNCTIONING OF THE
ABO/OBOGS SYSTEM OR RELATED AIRCREW-WORN EQUIPMENT
MAY HAVE CONTRIBUTED TO THE EPISODE (SUCH AS HYPOXIA)WILL BE RESTRICTED FROM FLIGHT UNTIL CONDITIONALINSPECTION PROCEDURES SPECIFIED IN THE AIRCRAFTTECHNICAL MANUALS OR OTHER DIRECTIVES ARE COMPLETED. A
CAT I HMR/EI (10.9) MUST BE SUBMITTED ON EACH AIRCRAFTCOMPONENT, AIRCREW EQUIPMENT, OR SE THAT MAY HAVECONTRIBUTED TO THE EPISODE.
10.4.3.1 ABO Testing
All ABO will be tested per the requirements specified in maintenance technical manuals and
NAVAIR A6-332AO-GYD-000. All Analyzer Sets will be tested for proper operation by
performing an ABO Correlation Sample Test, at least once every six months (two times per year)
per NAVAIR A6-332AO-GYD-000, Section V.
10.4.3.2 ABO Generationa. All LOX and gaseous oxygen operations will be performed by two or more qualified
technicians per NAVAIR 13-1-6.4.

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b. All Navy and Marine Corps ABO and Nitrogen Generation plants operated by I-level
activities will be designated as Work Center 820.
c. All ABO and Nitrogen Generation plant equipment will be inspected and maintained asaviation support equipment per the procedures of the Support Equipment (SE) Planned
Maintenance System (PMS) Program per paragraph 10.17.
10.4.3.3 ABO Maintenance and Servicing
a. Aircraft LOX and gaseous oxygen systems, components, and related support equipment (SE)will be maintained by Work Center 130 or 13B (O-level ALSS and Environmental Systems), Work
Center 81C (I-level Oxygen Regulator and Equipment Shop), Work Center 92C (I-level
LOX/Oxygen/Nitrogen SE Repair Shop), or FRC D-level qualified oxygen personnel only.
b. Tools and toolboxes used to maintain or service aircraft oxygen systems or oxygen servicing
SE will be used for oxygen system maintenance and servicing only. Tools and toolboxes will bemarked "OXYGEN USE ONLY," be clean, and free of foreign objects or hydrocarbons per
NAVAIR 13-1-6.4.
c. All operations involving the maintenance and servicing of LOX and gaseous oxygen will be
performed by two or more qualified personnel per NAVAIR 13-1-6.4.
NOTE: LOX converter removal and replacement may be performed by one ABO trained
person and is not restricted to Work Center 130 or 13B personnel only.
d. Personal protective equipment (PPE) must be used during LOX and gaseous oxygen
servicing operations.
e. A 6-inch deep drip or drain pan must be used to catch LOX overflow. LOX drip or drainpans will be clearly marked “LOX USE ONLY," be clean, and FOD and hydrocarbon-free per
NAVAIR 13-1-6.4.
10.4.3.4 Personnel Training and Qualification
10.4.3.4.1 Personnel involved in the manufacture, analysis, use, handling, or servicing of oxygen
systems, equipment, and SE will have a thorough knowledge of the characteristics of LOX andgaseous oxygen systems and components, to include ABO dangers, contamination hazards, andneed for quality standards.
10.4.3.4.2 Newly reporting personnel assigned to the Maintenance Department will receive NAMP
Indoctrination Training on the ABO Surveillance Program per 10.1.3.7.
10.4.3.4.3 Personnel that generate LOX and gaseous oxygen, or service and maintain ABO systems
and components, must receive task specific ABO training and annual refresher training thereafter.
Training will be specified in the individual’s qualification training track, be conducted by lecture,and include detailed instructions on the dangers of handling LOX and gaseous oxygen, therequirements and use of PPE, and type/model/series (T/M/S) specific procedures applicable to theperson’s assigned duties.

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10.4.3.4.4 ABO Analyzer Operators will receive initial qualification training by one of thefollowing methods:
a. Aviators Breathing Oxygen (ABO) Test Site Operator/Analyst course (Course C-670-2018)
b. Aviators Breathing Oxygen Contaminant Analyzer Intermediate Operator/Maintainer course(Course C-750-3217)
c. ABO qualified Naval Aviation Technical Data and Engineering Services Command(NATEC) (COMFRC FST HQ Technical Data Department) personnel
NOTES: 1. Submit course training requests to Naval Aviation Technical Training Center(NATTC) per NAVAIR A6-332AO-GYD-000, Section IV.
2. Material engineering laboratories may use a senior chemist, equipment operator,
or an accredited university for training.
10.4.3.4.5 ABO Analyzer Operators must maintain currency in operating analyzers and interpretingscans by reading at least one sample scan every 6 months.
NOTES: 1. ABO Analyzer Operators who have exceeded six months between sample scans
will be suspended from operator duties until they receive refresher training from acurrent ABO Analyzer Operator.
2. ABO Analyzer Operators who do not interpret at least one sample scan every 24
months will be suspended from operator duties until they complete one of the initialqualification training methods listed in paragraph 10.4.3.4.4.
10.4.3.5 ABO Facilities
a. Oxygen system components maintenance shops must comply with the facilities requirementsof NAVAIR 13-1-6.4.
b. Gas cylinders must be protected, stored, and hydrostatically tested per NAVAIR 06-20-2.
10.4.4 Responsibilities
NOTE: Responsibilities specific to different levels of maintenance and oxygen analyzingsites are indicated by the following: O = Organizational, I = Intermediate, and I/A= I-level activities with analyzing capability. If no level of maintenance is indicated,
all levels are responsible.
10.4.4.1 Maintenance and Production Officer
a. Designate an ABO Surveillance Program Manager assigned to Work Center 130, 13B, or
800 Division. Designation will be in writing via the Monthly Personnel Plan (MPP) per 10.1 (Oand I-level) or SME listing (Depot FRC).
b. Develop local command procedure (LCPs) per Appendix D, if required to direct geographic,
T/M/S, or command directed actions for ABO Surveillance not addressed in this NAMPSOP.

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Command LCPs will be submitted to the Wing or MAW for consideration of developing a Wing
LCP.
10.4.4.2 Program Manager
a. Know and enforce compliance with sections of the maintenance technical manuals and thisNAMPSOP that are applicable to the aircraft and equipment maintained or serviced.
b. Perform program audits per 10.7.3.8.
c. Conduct ABO Surveillance Program indoctrination and annual refresher training.
d. (O) Retain the I-level Performance Test Sheet (PTS) and maintenance action form (MAF)
for each On-Board Oxygen Generation Systems (OBOGS) concentrator and oxygen regulator
installed in the aircraft.
NOTES: 1. The lack of a PTS or MAF in the Program Manager’s binder does not make thecomponent non-ready for issue (NRFI).
2. The PTS and MAF can be disposed of when the component is transferred forrework or repair.
3. The PTS and MAF will be submitted with the suspected component when turnedin for an Engineering Investigation (EI) due to a physiological episode.
e. (I/A) Verify ABO Analyzer Operators are qualified and remain current with proficiency
requirements per paragraph 10.4.3.4.
f. Maintain a program file to include:(1) POCs(2) Program correspondence and message traffic(3) References or cross-reference locator sheets(4) Current CSEC audit and QA Program Monitor audit(5) (O) OBOGS concentrator and aircraft installed oxygen regulator PTS and MAF(6) (I/A) Copies of training and course completion certificates for ABO Analyzer Operators(7) (I/A) One MAF documenting each Analyzer Operator’s analysis of an oxygen sample
within the last 6 months
NOTE: The last MAF documenting an Analyzer Operator’s analysis of an oxygen sample
will be retained for 24 months after the Analyzer Operator transfers from thecommand. This provides a reference for the next command to verify the Analyzer
Operator completed the required training per paragraph 10.4.3.4.
(8) (I/A) Sample results for Analyzer periodic maintenance and Oxygen sample analyzer.
Retain results for one year. Results can be filed in a separate binder, but must be cross-referenced
in the program file.
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(9) (I/A) Three-part correlation sample documents for the last 12 months per 10.4.3.1.
(10) (I) Industrial Hygienist air exchange results.
10.4.4.3 Quality Assurance (QA) Officer:a. (O and I-level) Designate a QAR (normally an Aviation Structural Mechanic Egress (AME),
or Aircrew Survival Equipmentman (PR as the ABO Surveillance Program Monitor. Designation
will be in writing ASM.
b. (Depot FRC) Designate a Quality Assurance Specialist (QAS) as ABO Surveillance Program
Monitor. Designation will be in writing via the SME listing.
NOTE: Carrier Air Wing (CVW) or Aviation Combat Element (ACE) MOs must designate a
CVW or ACE Squadron QAR as ABO Surveillance Program Monitor, if operating a
consolidated ABO servicing team.
10.4.4.4 ABO Program Monitor
a. Read and remain current with the references and sections of this NAMPSOP and ABO
procedures in maintenance technical manuals that are applicable to the aircraft and equipment
maintained and serviced.
b. Perform audits per paragraph 10.7.3.7.
10.4.4.5 Work Center Supervisor
Supervisors of work centers responsible for ABO generation, systems servicing, or maintenancemust:
a. Verify all tools and toolboxes used to maintain and service oxygen systems or servicing SE
comply with NAVAIR 13-1-6-4.
b. Maintain a minimum of two ABO qualified personnel to perform servicing, testing, oxygen
generation, and SE or aircraft purging.
c. Store and maintain ready for issue material (RFI) LOX converters and oxygen servicing SE
per applicable manuals.
d. Assign only qualified personnel to perform oxygen related functions and only licensed
personnel to operate oxygen servicing SE.
e. Personally check the physical condition of each ABO tool and PPE weekly, at a minimum,
and replace when necessary.
f. Spot check work in progress involving the handling of LOX and gaseous oxygen to verify it
is being performed by two or more ABO qualified personnel (except for removal and replacementof aircraft LOX converters). Check that the correct PPE, tools, and drip or drain pans are being
used.

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g. Immediately notify Maintenance or Production Control of contamination or odors in oxygen
systems. Assist with initiating WOs to perform conditional maintenance on affected oxygen
systems, components, and SE per maintenance technical manuals.
h. Keep equipment and areas around oxygen system components, SE, and storage areas clean,
free of hydrocarbons and combustible materials.
i. (O) Forward test pressure gauge relief valve test fixtures to IMA for testing and setting per
NAVAIR 19-25D-26.
j. Verify ABO Surveillance Program indoctrination training and annual refresher training arecompleted per 10.1.4.7 and 10.1.4.8 for personnel involved in the generation, analysis, use,
handling, servicing or maintenance of oxygen, oxygen components, and related SE.
10.4.4.6 ABO Personnel
a. Check the condition of ABO PPE prior to use. Any worn or unserviceable PPE will be
immediately removed from service.
b. Wear all PPE required per NAVAIR 13-1-6.4 and NAVAIR 06-30-501 when working with
LOX and gaseous oxygen.
c. Only use tools marked “OXYGEN USE ONLY” to perform maintenance or servicing of
ABO systems or SE.
d. Prior to starting LOX and gaseous oxygen operations, correctly position a clean, FOD andhydrocarbon free properly marked "LOX USE ONLY” 6-inch deep drip or drain pan to collect
LOX overflow per NAVAIR 13-1-6.4.
e. Immediately notify the Work Center Supervisor if contamination or odors in oxygen systems
are detected or suspected.
f. Keep equipment and areas around oxygen system components, SE, and storage areas clean,
free of hydrocarbons and combustible materials.
10.4.4.7 (I/A) ABO Analyzer Operators
a. Perform analysis of oxygen samples, per the requirements specified in maintenance technicalmanuals and NAVAIR 17-15-98.
b. Perform ABO Analyzer Correlation Sample Test per NAVAIR A6-332AO-GYD-000.
c. Provide the following correlation documents to the Program Manager:(1) Submitted cover letter and sample results(2) Statistical Analysis Reportd. Analyze the results from the system performance test, optimized system energy throughput,
maintenance log sheet data, and system hardware configuration parameters to detect signs of systemdegradation or component failures and take corrective action per NAVAIR 17-15-98 and NAVAIR
17-15-534.
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e. Perform at least one oxygen sample analysis every 6 months per paragraph 10.4.3.4.5. Prior
to transfer, obtain a hardcopy of the last MAF documenting an analysis, and present the copy to thenext command as proof of currency per paragraph 10.4.4.2d.

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10.5 Hydraulic Contamination Control Program (NAMPSOP)
10.5.1 Referencesa. NAVAIR 01-1A-17 CH-2, Aviation Hydraulics Manualb. NAVAIR 01-1A-20, Aviation Hose and Tube Manualc. NAVAIR 17-15BF-97, Operation Instructions Hydraulic Particle Counter Test Set
10.5.2 Introduction
Hydraulic fluid contamination can cause hydraulic system failures and presents a serious threat toaircraft airworthiness and the operational readiness of support equipment (SE). All personnel
managing or performing maintenance on naval aircraft hydraulic systems, components, and SE
must be aware of the causes and effects of hydraulic contamination, and the procedures required toprevent contamination.
10.5.3 Requirements
10.5.3.1 Navy and Marine Corps Activities
All Navy and Marine Corps activities performing maintenance on naval aircraft hydraulic systems,
components, and SE must comply with the Hydraulic Contamination Control Program.
10.5.3.2 Commercial activities and Other Government Agencies
Commercial activities and other government agencies performing contract maintenance, production,or other support functions on naval aircraft, related hydraulic systems, components, and SE mustcomply with the Hydraulic Contamination Control Program requirements specified in contractual
documentation.
10.5.3.3 Training and Designationa. All newly reporting maintenance personnel will receive (NAMP) Indoctrination Training on
the Hydraulic Contamination Control Program per 10.1.4.7.
b. Work Center Supervisors and maintenance personnel responsible for performing
maintenance on aircraft, or SE hydraulic components and systems, and personnel certifying aircraft
Safe For Flight must receive job-specific training on the hydraulic contamination control andtesting requirements. At a minimum, training will include the applicable requirements specified in:(1) COMNAVAIRFORINST 4790.2, paragraph 10.5
(2) NAVAIR 01-1A-17, NAVAIR 01-1A-20, and NAVAIR 17-BF-97(3) Type/model/series (T/M/S) aircraft or equipment technical manuals(4) Wing local command procedures (LCP)c. Hydraulic Contamination Analysis Technicians must be designated on a HydraulicContamination Analysis Technician Designation form (Figure 10.5-1) or Advanced Skills
Management (ASM) equivalent. Completion of the Hydraulic Contamination Analysis Technician
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Training Worksheet (Figure 10.5-2) is a prerequisite for each designated analysis method(Electronic Particle Tester or Contamination Analysis Kit).
NOTES: 1. Personnel with a current certification as a Hydraulic Contamination Analysis
Technician by a previous command operating the same T/M/S aircraft do not haveto complete the required reading or on-job training (OJT) portions of the HydraulicContamination Analysis Technician Training Worksheet (Figure 10.5-2). Thosesections must be annotated “Previously complied with at (command)” and theprevious command certification records will be retained in the individual’s
qualification/certification record or ASM equivalent.
2. (O-level and I-level, only) Hydraulic Contamination Analysis Technicians
assigned to activities using the Electronic Particle Counter as their primary meansof testing must also be trained and certified on the Contamination Analysis Kit(57L414), commonly known as the Patch Test Kit.
3. Activities responsible for contamination testing of SKYDROL hydraulic fluid,
only, are relieved of the requirement for Hydraulic Contamination Control Analysis
Technicians to be trained and certified on use of the Contamination Analysis
Kit (57L414) as a back-up method of testing.
4. (O-level and I-level, only) Hydraulic Contamination Analysis Technicians must
pass an annual proficiency test in each method for which they are certified, per theprocedures of 10.5.4.5.c.
10.5.3.4 Contamination Control
a. The contamination control measures of NAVAIR 01-1A-17 and NAVAIR 01-1A-20 will becomplied with during all maintenance affecting aircraft or SE hydraulic systems or components.
b. All aircraft and SE internal and external hoses used to service or apply pressure to aircraft
hydraulic systems must be marked or etched per NA 01-1A-20 or T/M/S maintenance technicalmanuals.
c. Whenever aircraft or SE hydraulic system integrity is broken, all affected fittings, lines, andcomponents will immediately be capped or plugged (using approved closures).
d. Only SE authorized per NAVAIR 01-1A-17 will be used to dispense hydraulic fluid.
e. Uninstalled hydraulic components will be handled and stored in a manner that prevents
contamination, to include being cleaned, capped/plugged, and correctly tagged per 10.11.4.11.d.
f. Work areas, tools, and equipment used to maintain or service hydraulic systems will be kept
clean and free of potential contaminants per NAVAIR 01-1A-17.
10.5.3.5 Hydraulic Fluid Sampling and Analysis
a. Aircraft, hydraulic test equipment, and hydraulic SE will be sampled and analyzed per
NAVAIR 01-1A-17 and applicable T/M/S aircraft and equipment technical manuals and MRCs.
When sampling and analysis is required, it will be completed prior to the next flight of the aircraft

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or operation of the SE. Hydraulic fluid analysis will also be performed during aircraft andequipment acceptance inspections, per 5.4.1 (aircraft) and 10.17 (SE).
b. An Electronic Particle Counter will be used to measure hydraulic fluid contamination levels,
when available. The Contamination Analysis Kit (57L414) may be used when a particle counter is
not available.
c. T/M/S maintenance technical manuals will be used to determine the maximum acceptable(passing) level of hydraulic fluid particulate contamination. If limits are not specified in T/M/S
maintenance technical manuals, the acceptable limits in NAVAIR 01-1A-17 apply.
d. The decontamination procedures of T/M/S maintenance technical manuals will be performed
to restore contaminated hydraulic systems to acceptable Navy class levels. If decontamination
procedures are not specified in T/M/S maintenance technical manuals, the procedures of NAVAIR
01-1A-17 apply.
10.5.3.6 Analysis Documentationa. Compliance with hydraulic fluid contamination analysis must be documented in the
Corrective Action block of the WO or MAF for the discrepancy that required the analysis. The typeof analysis conducted (Electronic Particle Tester or Contamination Analysis Kit) and Navy class
results will be annotated on the WO or MAF documenting the component’s replacement.
NOTE: Equipment Operational Capability (EOC) Code Z will be applied to separate WOs or
MAFs directing hydraulic fluid contamination analysis following non-hydraulicsystem aircraft maintenance that required breaking hydraulic system integrity. For
example, opening a hydraulic line or removing and replacing a hydraulic pump tofacilitate other maintenance.
b. A logbook entry must be made to document hydraulic fluid analysis performed for
acceptance inspections of aircraft and SE, and whenever analysis reveals, excessive contamination.
The logbook entry must include the date of the sample, type contamination, Navy class, method of
decontamination, and reference. Entries will be made in the Miscellaneous/History section of theaircraft logbook, or Aeronautical Equipment Service Record (AESR) Miscellaneous/History(OPNAV 4790/25A), or Auto-Log-Set (ALS), or SE Custody and Maintenance History Record(OPNAV 4790/51), or ALS, respectively.
c. A Hydraulic Contamination Trend Analysis Chart (Figure 10.5-3) must be maintained foreach assigned aircraft, hydraulic test equipment, and SE requiring hydraulic fluid analysis. Entries
in the chart must be made by a Quality Assurance Representative (QAR) who is also designated asa Hydraulic Contamination Analysis Technician. At a minimum, the most current chart and the lastcompleted chart will be on file.
NOTE: Activities that have sub-custody of hydraulic SE must maintain a copy of the items
Hydraulic Contamination Trend Analysis Chart (Figure 10.5-3).
10.5.4 Responsibilities
10.5.4.1 Type Wing or MAW Model Manager and D-level Activities

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Publish an LCP per Appendix D to direct geographic, T/M/S specific, or other command directedactions for hydraulic contamination control not addressed in this NAMPSOP. At a minimum, the
LCP must include:a. A standardized training syllabus for NAMP Indoctrination Training and for T/M/S job
specific training for each T/M/S aircraft assigned.
b. A standardized open book written test for Hydraulic Contamination Analysis Technician
qualification, to include particle counter analysis procedures. O-level tests must cover Electronic
Particle Tester and Contamination Analysis Kit. Tests must be reviewed annually.
10.5.4.2 Maintenance Officer
a. Designate a qualified Hydraulic Contamination Analysis Technician as the Program
Manager. Designation will be in writing via ASM or SME listing (Depot FRC).
b. Designate Hydraulic Contamination Analysis Technicians, per paragraph 10.5.3.3.c.
c. Develop an LCP per Appendix D, if required to address geographic, T/M/S specific, orcommand directed actions for hydraulic contamination control not addressed in this NAMPSOP.
O-level Command LCPs must be submitted to the Type Wing or MAW for consideration ofinclusion in the Wing LCP.
10.5.4.3 Program Manager
a. Perform initial and annual Program Manager audits per 10.7.3.8.
b. Provide NAMP Indoctrination Training on the Hydraulic Contamination Program or verify
the indoctrination training is being completed by a subject matter expert per 10.1.4.7.
c. Prior to endorsing their Hydraulic Contamination Analysis Technician Designation (Figure10.5-1), verify Hydraulic Contamination Analysis Technician nominees are fully trained andproficient per paragraph 10.5.3.3.c.
d. Update the Hydraulic Contamination Analysis Technician Training Worksheet (Figure 10.52) when additional or updated required reading is added. O-level activities will notify the Type
Wing or MAW Model Manager for consideration of inclusion in the training syllabus.
e. Maintain a program file to include:(1) Points of contact (POC)(2) Program related correspondence and message traffic(3) References or cross-reference locator sheets(4) Most current Computerized Self Evaluation Checklist (CSEC) audit
10.5.4.4 Quality Assurance (QA) Officera. (O and I-level) Designate a QAR qualified as a Hydraulic Contamination Control Analysis
Technician as the Program Monitor. Designation will be in writing via ASM.

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b. (Depot FRC) Designate a Quality Assurance Specialist (QAS) as Program Monitor. Depot
program monitor is not required to be qualified as a Hydraulic Contamination Control Analysis
Technician. Designation will be in writing via the SME listing.
10.5.4.5 Program Monitor
a. Perform audits of the Hydraulic Contamination Control Program per paragraph 10.7.3.7.
b. Maintain the Hydraulic Contamination Trend Analysis Charts (Figure 10.5-3) for eachassigned aircraft, hydraulic test equipment, and SE requiring hydraulic fluid analysis. At aminimum, maintain the current chart and the last completed chart on file.
c. Perform the initial qualification and annual proficiency tests of designated HydraulicContamination Analysis Technicians. Proficiency testing cannot be simulated; it must be based onan actual hydraulic fluid sample taken from an aircraft, hydraulic test equipment, or hydrauliccomponent. Proficiency tests will be performed per the procedures of the Hydraulic Contamination
Analysis Technician Monitor (Computerized Self Evaluation Checklist (CSEC) area 5800. The
initial qualification test will be documented on the Hydraulic Contamination Analysis Technician
Training Worksheet (Figure 10.5-2). Annual proficiency tests will be documented in the CSEC
area 5800 checklist. In large organizations where the annual proficiency test workload exceeds thecapacity of the Program Monitor, the QA Officer may allow other QARs or CDQARs designated asHydraulic Contamination Analysis Technicians to administer annual proficiency tests.
10.5.4.6 Maintenance Control or Production Control
a. Issue WOs or MAFs to conduct hydraulic fluid sampling and analysis per paragraph10.5.3.6.
b. Verify Hydraulic Contamination Trend Analysis Charts (Figure 10.5-3) are included in theaircraft logbook, or AESR Miscellaneous History (OPNAV 4790/25A), or ALS, or SE Custody and
Maintenance History Record (OPNAV 4790/51) when aircraft or SE are transferred.
c. Verify aircraft logbook, or AESR Miscellaneous History (OPNAV 4790/25A), or ALS, andSE Custody and Maintenance History Record (OPNAV 4790/51), or ALS entries are made eachtime hydraulic system fluid analysis is performed.
d. Screen WOs or MAFs to verify hydraulic fluid analysis was conducted and results wereannotated in the Corrective Action block per paragraph 10.5.3.6.
10.5.4.7 Logs and Records
a. Make required aircraft logbook entries per paragraph 10.5.3.6 and Chapter 8, paragraphs
8.2.7, 8.6.3.2 and 8.5.17.
b. Place the current Hydraulic Contamination Trend Analysis Chart (Figure 10.5-3) and the lastcompleted chart from QA in the aircraft logbook or SE Custody and Maintenance History Record(OPNAV 4790/51) prior to transfer.
10.5.4.8 Work Center Supervisor

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a. Verify NAMP Indoctrination Training on the Hydraulic Contamination Control Program wasgiven to all newly reporting personnel per 10.1.4.7.
b. Verify personnel have received job specific Hydraulic Contamination Control Training per
paragraph 10.5.3.3.
c. Periodically observe work in progress to verify technicians are complying with hydrauliccontamination control requirements per paragraph 10.5.3.4.
d. Enforce high standards of housekeeping where hydraulic maintenance and sampling is
performed per NAVAIR 01-1A-17.
e. Maintain Contamination Analysis Kits (57L414) and Electronic Particle Counters in readyfor issue material (RFI) status.
10.5.4.9 Techniciansa. Comply with hydraulic contamination control requirements per paragraph 10.5.3.4.
b. Immediately report suspected hydraulic system contamination to the Work Center
Supervisor.

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From:
To:

(Department Head)(Individual Designated)(Hydraulic Contamination Control Program
Manager)Subj:

HYDRAULIC CONTAMINATION ANALYSIS TECHNICIAN DESIGNATION

Ref:(a) COMNAVAIRFORINST 4790.2

1. You are designated as a Hydraulic Contamination Analysis Technician and will perform yourduties per reference (a).
2. I certify that I have read and understand the duties and responsibilities of the assigned billet andwill perform the duties to the best of my ability.
Individual Designated Signature

Date

Hydraulic Contamination Control Program Manager
Signature

Date

Department Head Signature

Date

Original to:
Individual’s Qualification/Certification Record

Figure 10.5-1: Hydraulic Contamination Analysis Technician Designation (Example)

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NAME

RATE/RANK

A. REQUIRED READING:
1. COMNAVAIRFORINST 4790.2
paragraph 10.5
Signature
2. NAVAIR 01-1A-17
Signature
3. NAVAIR 01-1A-20
Signature
4. NAVAIR 17-BF-97
Signature
5.
Signature6.
Signature7.
Signature8.
Signature9.
Signature
10.
Signature11.
Signature
12.
Signature13
Signature
Blocks (6) through (13) are for T/M/S specific maintenance technical manuals.

Date
Date
Date
Date
Date
Date
Date
Date
Date
Date
Date
Date
Date

NOTE: All required reading must be accomplished prior to taking hydraulic samples and performing analysis.
B. OJT: Five samples must be taken, analyzed, and witnessed by a qualified Collateral Duty Inspector (CDI). The
sixth sample must be taken and analyzed while being monitored by a qualified QAR. (This section is required for bothContamination Analysis Kit and Electronic Particle Counter qualification.)
SampleSampleSourceDate
CDI/QAR
NumberAnalyzed(Type Equip)
Initials(Method)
1
2
3
4
5
6
C. TESTING:
1. Demonstrate proficiency by taking and analyzing a sample while being monitored by a qualified QA HydraulicContamination Control Program Monitor.
2. Complete an open book Hydraulic Contamination Control Program written examination (Passing score 80%
minimum).
Score
Date
QAR Signature
D. CERTIFICATION VERIFICATION/REQUEST:The above named individual has satisfactorily completed all prerequisites for hydraulic system sample analysis
certification.
Hydraulic Contamination Control Program Manager Signature

Date

Figure 10.5-2: Hydraulic Contamination Control Qualification/Certification Worksheet(Sample)10-51

COMNAVAIRFORINST 4790.2D
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1. AIRCRAFT BUREAUNO.

SIDE NO.

SYSTEM

2. SUPPORT EQUIPMENTNOMENCLATURETECSERIALNO.

OIL ANALYSIS HISTORYDATE CLASS JCN

TAKEN BY

REASONQAR

CLASS= (U) UNSAT; (1-5) FOR CLASSES 1 THROUGH 5

Figure 10.5-3: Hydraulic Contamination Control Trend Analysis Chart (Sample)

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10.6 Tire and Wheel Maintenance Safety Program (NAMPSOP)
10.6.1 References
a. OPNAVINST 5100.19, Navy Safety and Occupational Health (SOH) Program Manual for
Forces Afloat
b. OPNAVINST 5100.23, Navy Safety and Occupational Health Program Manualc. NAVAIR 00-80T-96 CH-1, US Navy Support Equipment Common Basic Handling & Safety
Manuald. NAVAIR 01-1A-503, Maintenance of Aeronautical Antifriction Bearings for Organizational,Intermediate and Depot Maintenance Levels
e. NAVAIR 01-1A-509-2, Cleaning and Corrosion Control, Volume II, Aircraft
f. NAVAIR 04-10-1, Organizational, Intermediate, and Depot Maintenance Instruction Aircraft
Wheelsg. NAVAIR 04-10-506, Inspection, Maintenance, Repair, Storage, and Disposition Instructions
O-level, I-level, and D-level Maintenance Aircraft Tires and Tubes
h. NAVAIR 04-10-508, Application Table for Aircraft Tires and Tubes
i. NAVAIR 15-01-500, Organizational, Intermediate and Depot Preservation of Naval Aircraft
j. NAVAIR 17-1-123, Tire Inflator Assembly Kit Part Number M85352/1 Dual Chuck StemGage Part Number M85352/4
k. NAVAIR 17-1-125 CH 1 Maintenance Instructions (Organizational and Intermediate Level)
Support Equipment Cleaning, Preservation, and Corrosion Control
l. NAVAIR 17-1-129 CH1, Organizational and Intermediate Maintenance Instructions Support
Equipment Tire and Wheel Assemblies, O-level and I-level Maintenance Instructions
m. NAVAIR 17-15G-1, Aircraft Tire Inflator/Monitor Part Number 631AS100-1
n. NAVAIR 17-600-174-6-1, Tire Inflator Assembly Kit Part Number M85352/1, Dual Chuck
Stem Gage Part Number M85352/4
o. NAVAIR 19-1-55, Aircraft Wheel Holder and Tire Bead Breaking Machine Models LEE-1
and LEE-1X
p. NAVAIR AG-200GT-TIC-MRC-000, Preoperational Checklist Tire Inflator Booth Part
Number 938AS100-1
10.6.2 Introduction
10.6.2.1 The Tire and Wheel Maintenance Safety Program establishes requirements for the safe
maintenance, handling, and storage of aircraft, support equipment (SE), and Armament Weapons
Support Equipment (AWSE) tires and wheels.

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10.6.2.2 Mishandling aviation tires and wheels can result in injury or death of aviation maintenancepersonnel. The destructive potential of air or nitrogen under pressure is tremendous. Inflated andpartially inflated tires must be handled with the same respect and precautions normally applied tohandling live ordnance. Many accidents have been caused by failure to follow established tire andwheel maintenance procedures and safety precautions, usually due to inadequate training andsupervision.
10.6.2.3 The FST for aircraft tires is COMMANDING OFFICER, FRCSW NORTH ISLAND,CODE 4.3.4.4, SAN DIEGO, CA 92135-7058, DSN 735-8675 or COMM (619) 545-8675.
10.6.2.4 The FST for SE and AWSE tires and wheels is COMMANDING OFFICER, NAVAL
AIR WARFARE CENTER AIRCRAFT DIVISION, CODE 4.8.6.9, LAKEHURST NJ 087335000, DSN 624-7906 or COMM (732) 323-7906.
10.6.3 Requirements
10.6.3.1 All activities removing, replacing, servicing, handling, or performing tear down andbuildup of aircraft, SE, and AWSE tire and wheel assemblies must comply with the Tire and Wheel
Maintenance Safety Program.
10.6.3.2 Only specified I-level and D-level activities are authorized to tear down and buildup
aircraft, SE, and AWSE tire and wheel assemblies.
10.6.3.3 Tires will not be discarded or scrapped until determined non-serviceable per
NAVAIR 04-10-506.
10.6.3.4 Per NAVAIR 04-10-506, ready for issue (RFI) aircraft tire and wheel assemblies must notexceed 100 pounds per square inch gauge (PSIG) or 50 percent of test pressure, whichever is less,while being stored. RFI SE or AWSE tire and wheel assemblies must not exceed 15 PSIG or 50
percent of service pressure, whichever is less, while being stored. RFI aircraft tire and wheel
assemblies being transported off station must not exceed 25 PSIG of pressure.
10.6.3.5 Wheel bearing periodic inspection and lubrication requirements of NAVAIR 01-1A-503(aircraft) and NAVAIR 17-1-129 (SE or AWSE ) must be strictly adhered to. All wheel bearings
must be protected from contamination from abrasives, improper grease, solids, and fluids while instorage and during handling and installation.
10.6.3.6 Activities responsible for maintaining aircraft must publish a local MRC to check tirepressure every 7 days, unless tire pressure inspection is already included in type/model/series(T/M/S) aircraft 7 day Special Inspection and Preservation Check MRCs per paragraph 3-3a of
NAVAIR 04-10-506 and paragraph 3-68 of NAVAIR 15-01-500.
NOTE: D-level activities will comply with 28-day tire pressure checks for tires in Level III
and Level IV preservation and before an aircraft is moved, per NAVAIR 15-01500.10.6.3.7.
10.6.3.7 A current Aircraft Tires, Tubes, and Wheels Inflation and Deflation Safety Precautions
poster must be displayed in each work center performing tire and wheel assembly maintenance.
Posters can be obtained by contacting: COMMANDER, NAVAL SAFETY CENTER, 375 A

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STREET, NORFOLK VA 23511-4399, DSN 564-3520 or COMM (757) 444-3520 or at website
https://navalsafetycenter.navy.mil/Resources/Poster-Downloads/Aviation-Posters/.
10.6.4 Training and Certificationa. All personnel involved with tire and wheel servicing or maintenance must be trained andcertified for the specific tire and wheel servicing and maintenance tasks they perform. Training andcertification will be documented on the applicable Tire and Wheel Maintenance Qualification andCertification form (Figures 10.6-1 through 10.6-5).
b. Aircraft Tire and Wheel Maintenance Qualification and Certification Requirements - OLevel (Figure 10.6-1) lists the minimum training and certification requirements for O-level aircraft
tire and wheel maintenance.
c. Support Equipment and Armament Weapons Support Equipment Tire and Wheel
Maintenance Qualification and Certification Requirements - O-Level (Figure 10.6-2) lists theminimum training and certification requirement for O-level SE or AWSE tire and wheel
maintenance.
d. Aircraft Tire and Wheel Maintenance Qualification and Certification Requirements - I-Levelor D-Level (Figure 10.6-3) lists the minimum training and certification requirements for I-level or
D-level aircraft tire and wheel maintenance, as applicable to the T/M/S supported.
e. Support Equipment and Armament Weapons Support Equipment Tire and Wheel
Maintenance Qualification and Certification Requirements – I-Level or D-Level (Figure 10.6-4)
lists the minimum training and certification requirements for I-level or D-level SE or AWSE tire
and wheel maintenance, as applicable to the equipment supported.
NOTES: 1. After initial I-level or D-level certification is completed, the Supplemental
Aircraft Tire and Wheel Maintenance Qualification and Certification Requirements
I-Level or D-Level (Figure 10.6-5) will be used to document training andcertification on additional T/M/S or part number aircraft tires and wheels.
2. Personnel certified by a previous command on the same T/M/S aircraft, SE orAWSE tires and wheels may be certified by their new command if they completed
the required reading and demonstrate practical proficiency to a tire and wheel
certified Quality Assurance Representative (QAR), Collateral Duty Quality
Assurance Representative (CDQAR), or Quality Assurance (QA) Specialist. Allother sections on the Qualification and certification form will be annotated“Previously complied with.”
3. Requalification is not required after initial certification, unless certifying
personnel for tire and wheel assemblies were not trained during their initialcertification.
f. Tire and wheel maintenance training will emphasize the hazards associated with servicing
and maintaining tire and wheel assemblies, to include proper procedures for inflating or deflatingassemblies, handling and protecting bearings, and the hazards associated with handling beryllium

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(if applicable). O-level and I-level personnel must receive annual refresher training in tire andwheel maintenance hazards.
g. Supply Department personnel who handle tires and wheels must be trained on the hazards
and safety procedures associated with handling inflated and deflated tire and wheel assemblies andcomponents containing beryllium.
h. Tire and wheel training and certification documentation will be filed in each member’s
Individual Qualification and Certification record per paragraph 10.1. Personnel recertified based on
training at a previous command must keep their original qualification package on file along with
their current command qualification and certification record.
10.6.5 Responsibilities
10.6.5.1 Type Wing (Navy) and Marine Corps Training and Education Command (TECOM)
Navy Type Wings must publish local command procedures (LCP) per Appendix D with an O-leveltire and wheel maintenance training and testing syllabus tailored for each T/M/S aircraft
maintained. TECOM must establish the standard training and testing syllabus within the Aviation
Maintenance and Supply Training and Readiness Program (AMSTRP). The syllabus must containthe minimum requirements from (Figures 10.6-1 and 10.6-2). Testing must include an open book
written test (minimum passing score is 90 percent) with emphasis on safety requirements and apractical proficiency demonstration examination.
10.6.5.2 Maintenance Officer (MO)a. Designate a certified tire and wheel individual as the Tire and Wheel Maintenance Safety
Program Manager. Designation will be in writing via the Monthly Personnel Plan (MPP) per 10.1
(O and I-level) or SME listing (Depot FRC).
(1) Activities performing O-level aircraft tire and wheel servicing or maintenance mustdesignate an Aircraft Tire and Wheel Maintenance Safety Program Manager.
(2) Activities performing O-level SE or AWSE tire and wheel servicing or maintenancemust designate an SE and AWSE Tire and Wheel Maintenance Safety Program Manager.
(3) I-level and D-level activities performing tear down and buildup of aircraft, SE, andAWSE wheel assemblies must designate an Aircraft Tire and Wheel Maintenance Safety Program
Manager and an SE and AWSE Tire and Wheel Maintenance Safety Program Manager.
NOTE: The Aircraft Tire and Wheel Maintenance Safety Program Manager and the SE andAWSE Tire and Wheel Maintenance Safety Program Manager may be the same
individual, provided they are certified in each area.
b. (O-level) Publish an LCP per Appendix D, if required to direct geographic, T/M/S specific,
or command directed actions for tire and wheel maintenance safety not addressed in thisNAMPSOP or the Type Wing and MAW LCP. O-level LCPs will be submitted to the Type Wing
and MAW for consideration of incorporation in the Wing LCP.

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c. (I-level and D-level) Publish an LCP per Appendix D specific to the type of tire and wheel
maintenance being performed, with a training syllabus for each T/M/S aircraft, SE, or AWSE
supported that contains, as a minimum, all requirements of (Figures 10.6-3 and 10.6-4).
d. Certify personnel who have completed tire and wheel maintenance requirements in writing
using (Figures 10.6-1 through 10.6-4). O-level and I-level MOs may not delegate this authority.
10.6.5.3 Supply Officer
The Supply Officer will verify supply personnel who handle tires and wheels are trained per
paragraph 10.6.3.8 h. Supply Departments without the required expertise to conduct training will
use tire and wheel maintenance safety certified I-level, D-level, or Naval Aviation Technical Dataand Engineering Service Command (NATEC) personnel. Annual refresher training is required.
Training must be documented in the Individual’s Qualification and Certification record.
10.6.5.4 Tire and Wheel Maintenance Safety Program Manager
a. Be knowledgeable of the references listed in paragraph 10.6.1 applicable to the tire andwheel maintenance performed by their command, and the procedures of this NAMPSOP.
b. Perform a program audit within 60 days of assignment and annually thereafter, per 10.7.3.8.
c. Provide NAMP indoctrination training on the Tire and Wheel Maintenance Safety Program
or ensure the indoctrination training is being completed by a subject matter expert per 10.1.4.7.
d. Interview personnel nominated for tire and wheel certification, prior to signing their
qualification and certification form. The interview must include verification of the candidate’sknowledge of all aspects of tire and wheel maintenance safety, with emphasis on hazards associatedwith inflating and deflating tires, procedures for handling and protecting bearings, and the hazards
associated with beryllium.
e. Provide annual refresher training to certified tire and wheel maintenance personnel per
paragraph 10.6.3.8.f.
f. Maintain a program file to include:(1) POCs(2) Program correspondence and message traffic(3) References or cross-reference locator sheets(4) A current list of certified tire and wheel maintenance personnel(5) Most current Computerized Self Evaluation Checklist (CSEC) audit
10.6.5.5 Quality Assurance (QA) Officera. (O and I-level) Designate a certified Tire and Wheel Maintenance QAR as the Program
Monitor. Designation will be in writing via ASM.

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b. (Depot FRC) Designate a Quality Assurance Specialist (QAS) as Program Monitor. Depot
program monitor is not required to be certified for Tire and Wheel Maintenance. Designation will
be in writing via the SME listing.
10.6.5.6 QA Tire and Wheel Maintenance Safety Program Monitor
a. Perform program audits per paragraph 10.7.3.7.
b. (I-level and D-level) Develop an open book written exam (minimum passing score is 90
percent for aircraft tire and wheel, SE, and AWSE tire and wheel), with emphasis on safety
precautions.
c. (O-level) Use the written exam generated by the Type Wing or MAW (minimum passing
score is 90 percent).
NOTES: 1. Any may administer the written test, but only tire and wheel certified QARs willadminister the practical proficiency exam.
2. Depot FRCs will delegate practical proficiency exams to qualified Tire andWheel personnel.
10.6.5.7 Work Center Supervisor
a. Verify trainees have completed all required reading prior to permitting them to start tire andwheel maintenance on-job training (OJT).
b. Verify personnel have been trained and certified prior to assignment to independently
perform tire and wheel servicing or maintenance.
c. Periodically spot check work in progress to verify:(1) Only certified personnel are independently performing tire and wheel maintenance(2) Trainees performing OJT are under the direct supervision of a certified tire and wheel
maintenance technician throughout the entire maintenance evolution(3) Personnel are complying with tire and wheel maintenance procedures and safety
precautions
10.6.5.8 Maintenance Personnel
a. Service or perform maintenance on tire and wheel assemblies only if certified or under the
direct supervision of certified tire and wheel maintenance personnel.
b. Strictly comply with tire and wheel servicing, handling, safety precautions, and maintenanceprocedures for the specific T/M/S aircraft, SE, or AWSE maintained.
c. Handle and protect wheel bearings per NAVAIR 01-1A-503 (aircraft) and NAVAIR 17-1129 (SE and AWSE).

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Aircraft Tire and Wheel Maintenance Qualification and Certification Requirements - O‑Level
Command:
Name:

W/C:
Rate/Rank:

W/C Supervisor Indoc: Signature:
1.  Required Reading:     (applicable sections)
Trainee Initials
Supervisor Signature
A.  COMNAVAIRFORINST 4790.2
B.  OPNAVINST 5100.19, VOL I
      Chapters A3, B5, B6, B12
C.  OPNAVINST 5100.23
      Chapters 7, 10, 15, 19, 20
D.  NAVAIR 00-80T-96 W/P 4,5,7
E.  NAVAIR 01-1A-503
F.  NAVAIR 01-1A-509-2
G.  NAVAIR 04-10-1
H.  NAVAIR 04-10-506
I.   NAVAIR 04-10-508
J.   NAVAIR 17-1-123
K.  NAVAIR 17-15G-1
L. NAVAIR 17-600-174-6-1
M. Applicable maintenance technical manuals(List each applicable publication)   NOTE:  All required reading and training aids must be completed prior to starting OJT.

Date:

Date:
Date

2. Completed Phase I and Phase II SE license training for Nitrogen Servicing Equipment
Phase I Completion Date:

Phase II Completion Date:

3. OJT: A technician certified in tire and wheel maintenance will sign off and date each area of OJT each time the individual
performs a task under supervision (applicable for A through J).
NOTE: Each OJT area requires a minimum of three tasks for each T/M/S.
Signature

Date

A. (T/M/S)
Nose/Tail Wheel Assembly
BearingsRemoval/Cleaning/Inspection/Handling/
Lubrication/Installation
B. (T/M/S)
Main Mount Wheel Bearings
Removal/Cleaning/Inspection/Handling/
Lubrication/Installation
C. (T/M/S)
Outrigger Wheel Bearings
Removal/Cleaning/Inspection/Handling/
Lubrication/Installation
Nose/Tail Wheel Assembly
D. (T/M/S)
Deflation/Removal/Inspection/Handling/
Lubrication/Installation/Service
Main Mount Wheel Assembly
E. (T/M/S)
Deflation/Removal/Inspection/Handling/
Lubrication/Installation/Service
Outrigger Wheel Assembly
F. (T/M/S)
Deflation/Removal/Inspection/Handling/
Lubrication/Installation/Service

Figure 10.6-1 (page 1): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - O-Level

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3. OJT (Cont.):
G. (T/M/S)

H. (T/M/S)

Operation of Remote Inflator Assembly

Aircraft Jacking Procedures

I. Documentation Procedures

J. Beryllium Safety Procedures (if applicable)

4. Certification: A QAR certified in tire and wheel maintenance will sign each area only after the individual has demonstrated proficiency and awarenessof all procedures and safety precautions. One separate line for each T/M/S is required (applicable for A through J).
A. (T/M/S)

Nose/Tail Wheel Bearings Removal/Inspection/Handling/Installation

Signature:
B. (T/M/S)

Date:
Main Mount Wheel Bearings Removal/Inspection/Handling/Installation

Signature:
C. (T/M/S)

Date:
Outrigger Wheel Bearings Removal/Inspection/Handling/Installation

Signature:
D. (T/M/S)

Date:
Nose/Tail Wheel Assembly Removal/Inspection/Handling/Installation/Servicing

Signature:
E. (T/M/S)

Date:
Main Mount Wheel Assembly Removal/Inspection/Handling/Installation/Servicing

Signature:
F. (T/M/S)

Date:
Outrigger Wheel Assembly Removal/Inspection/Handling/Installation/Servicing

Signature:
G. (T/M/S)

Date:Operation of Remote Inflator AssemblySignature:
H. (T/M/S)

Date:
Aircraft Jacking Procedures

Signature:
I. (T/M/S)

Date:Documentation Procedures

Signature:

Date:

WRITTEN TEST SCORE (Minimum 90 percent):
Date:

QAR Signature:

Figure 10.6-1 (page 2): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - O-Level

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Program Manager Recommendation

Program Manager Signature:

Date:

This is to certify:
has successfully completed all
established requirements for aircraft tire and wheel servicing and handling and is qualified toperform tire and wheel servicing and handling on:(T/M/S) (Main/Nose/
Tail/Outrigger Assy)(MO Initials)(T/M/S) (Main/Nose/
Tail/Outrigger Assy)(MO Initials)(T/M/S) (Main/Nose/
Tail/Outrigger Assy)(MO Initials)(T/M/S) (Main/Nose/
Tail/Outrigger Assy)(MO Initials)(T/M/S) (Main/Nose/
Tail/Outrigger Assy)(MO Initials)(T/M/S) (Main/Nose/
Tail/Outrigger Assy)(MO Initials)

MO Signature:

Date:

Original to: Individual's Qualification/Certification Record

Figure 10.6-1 (page 3): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - O-Level

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Support Equipment and Armament Weapons Support Equipment Tire and Wheel
Maintenance Qualification and Certification Requirements - O-Level
Command:

W/C:

Name:

Rate/Rank:

W/C Supervisor Indoc: Signature:
1.  Required Reading:     (applicable sections)
Trainee Initials
A.  COMNAVAIRFORINST 4790.2
B.  OPNAVINST 5100.19, VOL I
      Chapters A3, B5, B6, B12
C.  OPNAVINST 5100.23
      Chapters 7, 10, 15, 19, 20
D.  NAVAIR 00-80T-96
E.  NAVAIR 17-1-123
F.  NAVAIR 17-1-125
G.  NAVAIR 17-1-129
H.  NAVAIR 17-600-174-6-1
I.   NAVAIR 01-1A-503
J. NAVAIR 01-1A-509-2
K.  Applicable maintenance technical manuals(List each applicable publication)   NOTE:  All required reading must be completed prior to starting OJT.

Date:

Date:
Supervisor Signature

Date

2. Completed Phase I and Phase II SE license training for Nitrogen Servicing Equipment (if used):
NOTE: Not required for AWSE qualifications and certifications.
Phase I Completion Date:

Phase II Completion Date:

3. OJT: A technician certified in tire and wheel maintenance will sign off and date each area of OJT each time the individual performs a task under
supervision (applicable for A through H).
NOTE: Each OJT area requires a minimum of three tasks for each T/M/S.
Signature

Date

A. BearingsRemoval/Cleaning/Inspection/Handling/
Lubrication/Installation
B. Solid Rim Deflation/Removal/Replacement/Service

C. Solid Rim Deflation/Removal/Replacement Service

D. Demountable Flange Deflation/Removal/Inspection /Service

E. SD-2 Spotting Dolly Deflation/Removal/Replacement/Service(if applicable)
F. Operation of Ship’s Nitrogen/Air Servicing Equipment/Remote
Inflator Assembly (if applicable)

Figure 10.6-2 (page 1): Support Equipment and Armament Weapons Support Equipment
Tire and Wheel Maintenance Qualification and Certification Requirements - O-Level

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3. OJT (Cont.):
G. Equipment Jacking Procedures

H. Documentation Procedures

4. Certification: A QAR certified in tire and wheel maintenance will sign each area only after the individual has demonstrated proficiency andawareness of all procedures and safety precautions. One separate line for each T/M/S is required (applicable for A through J).
A. Bearing Removal/Cleaning/Inspection/Handling/Lubrication/Installation (if applicable)
Signature:

Date:

B. Solid Rim Deflation/Removal/Replacement/Service
Signature:

Date:

C. Split Rim Deflation/Removal/Replacement/Service
Signature:

Date:

D. Demountable Flange Deflation /Removal/Replacement /Service
Signature:

Date:

E. SD-2 Spotting Dolly Deflation/Removal/Replacement/Service (if applicable)
Signature:

Date:

F. Operation of Ship’s Nitrogen/Air Servicing Equipment/Remote Inflator AssemblySignature:

Date:

G. Equipment Jacking Procedures
Signature:

Date:

H. Documentation Procedures
Signature:

Date:

WRITTEN TEST SCORE (Minimum 90 percent):
QAR Signature:

Date:

Figure 10.6-2 (page 2): Support Equipment and Armament Weapons Support Equipment
Tire and Wheel Maintenance Qualification and Certification Requirements - O-Level

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Program Manager Recommendation

Program Manager Signature:

Date:

This is to certify:
has successfully completed all
established requirements for aircraft tire and wheel servicing and handling and is qualified toperform tire and wheel servicing and handling on:
Solid Rim
(Type Assembly)(MO Initials)

Split Rim
(Type Assembly)(MO Initials)

Demountable Flange(Type Assembly)(MO Initials)

SD-2 Spotting Dolly(Type Assembly)(MO Initials)(Type Assembly)(MO Initials)(Type Assembly)(MO Initials)

MO Signature:

Date:

Original to: Individual's Qualification/Certification Record

Figure 10.6-2 (page 3): Support Equipment and Armament Weapons Support Equipment
Tire and Wheel Maintenance Qualification and Certification Requirements - O-Level

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Aircraft Tire and Wheel Maintenance Qualification and Certification Requirements - I-Level or D-Level
Command:
Name:

W/C:
Rate/Rank:

W/C Supervisor Indoc: Signature:
1.  Required Reading:     (applicable sections)
Trainee Initials
A.  COMNAVAIRFORINST 4790.2
B.  OPNAVINST 5100.19, VOL I
      Chapters A3, B5, B6, B12
C.  OPNAVINST 5100.23
      Chapters 7, 10, 15, 19, 20
D.   NAVAIR 01-1A-503
E. NAVAIR 01-1A-509-2
F. NAVAIR 04-10-1
G. NAVAIR 04-10-506
H. NAVAIR 04-10-508
I.  NAVAIR 17-1-123
J. NAVAIR 17-15G-1
K. NAVAIR 17-600-174-6-1
L. NAVAIR 19-1-55
M. NAVAIR AG-200-GT-TIC-MRC-000
N.  Applicable maintenance technical manuals(List each applicable publication)   NOTE:  All required reading must be completed prior to starting OJT.

Date:

Date:
Supervisor Signature

Date

2. Completed Phase I and Phase II SE license training for Nitrogen Servicing Equipment (if used):
NOTE: Not required for AWSE qualifications and certifications.
Phase I Completion Date:

Phase II Completion Date:

3. OJT: A technician certified in tire and wheel maintenance will sign off and date each area of OJT each time the individual performs a task under
supervision (applicable for A through i).
NOTE: Each OJT area requires a minimum of three tasks for each T/M/S.
Signature

Date

A. (P/N)
Tire/Wheel Assembly
BearingsRemoval/Cleaning/Inspection
Lubrication/Installation
B. (P/N)
Tear Down/Build-Up

Tire/Wheel Assembly

C. (P/N)
Tire/Wheel Assembly
BearingsRemoval/Cleaning/Inspection
Lubrication/Installation
D. (P/N)
Tear Down/Build-Up

Tire/Wheel Assembly

E. Use of Bead Breaker

Figure 10.6-3 (page 1): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - I-Level or D-Level

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3. OJT (Cont.):

Signature

Date

F. Use of Inflation Cage

G. Operations of Nitrogen Servicing Equipment/
Remote Inflator/Monitor Assembly
H. Documentation Procedures

I. Use/Handling of Beryllium

4. Certification: A QAR or QA Specialist, certified in tire and wheel maintenance, will sign each area only after the individual has demonstrated
proficiency and awareness of all procedures and safety precautions. One separate line for each T/M/S is required (applicable for A through I). An
artisan certified in tire and wheel maintenance and designated in writing by the Production Control officer or equivalent officer as certifier for tire andwheel practical examinations, will sign each area only after the individual has demonstrated proficiency and awareness of all procedures and safety
precautions.
Tire/Wheel Assembly Bearings Removal/Cleaning/Inspection/Lubrication

A. (P/N)
Signature:

Date:

B. (P/N)

Tire/Wheel Assembly Tear Down/Build-Up

Signature:

Date:

C. (P/N)

Tire/Wheel Assembly Bearings Removal/Cleaning/Inspection/Lubrication

Signature:

Date:

D. (P/N)

Tire/Wheel Assembly Tear Down/Build-Up

Signature:

Date:

E. Use of Bead Breaker (if applicable)
Signature:

Date:

F. Use of Inflation Cage
Signature:

Date:

G. Operation of Ship's Nitrogen Servicing Equipment/Remote Inflator/Monitor Assembly (if applicable)
Signature:

Date:

H. Documentation Procedures
Signature:

Date:

I. Use/Handling of Beryllium Assemblies (if applicable)
Signature:

Date:
WRITTEN TEST SCORE (Minimum 90 percent):

QAR/ QA Specialist, or

Date:

Figure 10.6-3 (page 2): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - I-Level or D-Level

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Program Manager Recommendation

Date:

Program Manager Signature:

This is to certify:
has successfully completed all
established requirements for aircraft tire and wheel tear down and build-up and is qualified to perform tire andwheel servicing and handling on:(P/N Tire/Wheel Assembly)(Type Assembly)(MO Initials)

MO or FRC
equivalent officer
Signature:(MO Initials)

Date:

Original to: Individual's Qualification/Certification Record

Figure 10.6-3 (page 3): Aircraft Tire and Wheel Maintenance Qualification and Certification
Requirements - I-Level or D-Level

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Support Equipment and Armament Weapons Support Equipment Tire and Wheel
Maintenance Qualification and Certification Requirements - I-Level or D-Level
Command:Name:
W/C Supervisor Indoc: Signature:
1.  Required Reading:     (applicable sections)
Trainee Initials
A.  COMNAVAIRFORINST 4790.2
B.  OPNAVINST 5100.19, VOL I
      Chapters A3, B5, B6, B12
C.  OPNAVINST 5100.23
      Chapters 7, 10, 15, 19, 20
D.  NAVAIR 00-80T-96
E.  NAVAIR 17-1-123
F.  NAVAIR 17-1-125
G.  NAVAIR 17-1-129
H.  NAVAIR 17-600-174-6-1
I.   NAVAIR 19-1-55
J. Applicable maintenance technical manuals(List each applicable publication)   NOTE:  All required reading must be completed prior to starting OJT.

W/C:

Date:

Rate/Rank:
Date:Supervisor Signature

Date

2. Completed Phase I and Phase II SE license training for Nitrogen Servicing Equipment (if used):
NOTE: Not required for AWSE qualifications and certifications.
Phase I Completion Date:

Phase II Completion Date:

3. OJT: A technician certified in tire and wheel maintenance will sign off and date each area of OJT each time the individual performs a task under
supervision (applicable for A through H).
NOTE: Each OJT area requires a minimum of three tasks for each T/M/S.
Signature
A. BearingsRemoval/Cleaning/Inspection/Handling/
Lubrication/Installation

Date

B. Tear Down/Build-Up Inflation of Solid Rim Assembly

C. Tear Down/Build-Up Inflation of Split Rim Assembly

D. Tear Down/Build-Up Inflation of Demountable Flange Assembly

E. B. Tear Down/Build-Up Inflation of SD-2 Spotting Dolly (if applicable)

F. Use of Bead Breaker (if applicable)

G. Use of Inflation Cage

Figure 10.6-4 (page 1): Support Equipment/Armament Weapons Support Equipment Tire
and Wheel Maintenance Qualification and Certification Requirements - I-Level or D-Level

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COMNAVAIRFORINST 4790.2D
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3. OJT (Cont.):

Signature

Date

H. Operation of Nitrogen/Air Servicing Equipment/Remote Inflator Assembly

I. Documentation Procedures

4. Certification: Certification: A QAR or QA Specialist certified in tire and wheel maintenance will sign each area only after the individual has demonstrated
proficiency and awareness of all procedures and safety precautions.
A. Bearing Removal/Cleaning/Inspection/Handling/Lubrication/Installation (if applicable)
Signature:

Date:

B. Solid Rim Deflation/Removal/Replacement/Service
Signature:

Date:

C. Split Rim Deflation/Removal/Replacement/Service
Signature:

Date:

D. Demountable Flange Deflation /Removal/Replacement /Service
Signature:

Date:

E. SD-2 Spotting Dolly Deflation/Removal/Replacement/Service (if applicable)
Signature:

Date:

F. Operation of Ship’s Nitrogen/Air Servicing Equipment/Remote Inflator AssemblySignature:

Date:

G. Equipment Jacking Procedures
Signature:

Date:

H. Documentation Procedures
Signature:

Date:
WRITTEN TEST SCORE (Minimum 90 percent):
QAR Signature:

Date:

Figure 10.6-4 (page 2): Support Equipment/Armament Weapons Support Equipment Tire
and Wheel Maintenance Qualification and Certification Requirements - I-Level or D-Level

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Program Manager Recommendation

Program Manager Signature:

Date:

This is to certify:
has successfully completed all
established requirements for aircraft tire and wheel servicing and handling and is qualified to perform tire andwheel servicing and handling on:
Solid Rim
(Type Assembly)(MO Initials)

Split Rim
(Type Assembly)(MO Initials)

Demountable Flange(Type Assembly)(MO Initials)

SD-2 Spotting Dolly(Type Assembly)(MO Initials)(Type Assembly)(MO Initials)(Type Assembly)(MO Initials)

MO Signature:

Date:

Original to: Individual's Qualification/Certification Record

Figure 10.6-4 (page 3): Support Equipment and Armament Weapons Support Equipment
Tire and Wheel Maintenance Qualification/Certification Requirements I-Level or D-Level

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SUPPLEMENTAL TIRE AND WHEEL CERTIFICATION
1.  Required Reading:(applicable sections)

Trainee Initials Supervisor Signature

Date

2.  OJT: A certified technician will sign off and date each area of OJT each time the individual performs a task under supervision (applicable for A and B).
NOTE: Each OJT area requires a minimum of three tasks for each P/N.
A. (P/N)
Tire/Wheel Assembly
BearingsRemoval/Cleaning/Inspection
Lubrication/Installation
B. (P/N)
Tear Down/Build-Up

Tire/Wheel Assembly

3. Certification: A QAR or QA Specialist certified in tire and wheel maintenance will sign each area only after the individual has demonstrated proficiency andawareness of all procedures and safety precautions.
A. (P/N)

Tire/Wheel Assembly Bearings Removal/Cleaning/Inspection/Lubrication
Date:

Signature:
B. (P/N)

Tire/Wheel Assembly TeaTire/Wheel Assembly Tear Down/Build-Up
Date:

Signature:
Program Manager Recommendation
Program Manager Signature:

Date:

This is to certify:
has successfully completed all
established requirements for aircraft tire and wheel tear down and build-up and is qualified to perform tire and wheel(P/N Tire/Wheel Assembly)(MO Initials)(Type Assembly)(MO Initials)

Date:

MO or FRC
Original to: Individual's Qualification/Certification Record

Figure 10.6-5: Supplemental Aircraft Tire and Wheel Maintenance Qualification andCertification Requirements - I-Level or D-Level

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10.7 NAMP Compliance Auditing (NAMPSOP)
10.7.1 Introduction
a. This NAMPSOP directs requirements for Organizational Level (O-level) and Intermediate
Level (I-level) Navy and Marine Corps aviation maintenance activities to audit their compliancewith NAMP policy.
b. Auditors are responsible for verifying compliance by thoroughly examining aircraft,
engines, engine modules, equipment, records, documentation, and personnel involved in theprocess. The key factors to the effectiveness of an audit are the auditor’s knowledge of the processinspected, attention to detail, and sampling a sufficient percentage of the aircraft, equipment,
records, and personnel involved.
c. For simplicity, the generic term “program” is used to describe maintenance processes.
Figure 10.7-1 lists programs audited by O-level and I-level activities.
10.7.2 Audit Categories:
a. Program Manager audits are in-depth inspections performed by the designated Program
Manager to assess compliance throughout the activity.
b. Quality Assurance (QA) audits are random sample inspections performed by the designated
QA Representative (QAR) Program Monitor to determine compliance with select NAMP programs.
c. Work Center audits are inspections performed jointly by the Division Officer and theDivision or Branch Chief to assess individual work centers for:(1) Correct manning per the authoritative manpower document.
(2) Adequate numbers of certified or designated personnel assigned to accomplish theworkload, for example; Collateral Duty Quality Assurance Representatives (CDQAR), Collateral
Duty Inspectors (CDI), and Plane Captains.
(3) Adequate material condition of equipment, tools, and facilities.
(4) Compliance with maintenance safety requirements and Navy Occupational Safety and
Health (NAVOSH) or Occupational Safety and Health Administration (OSHA) regulations.
(5) Cleanliness and condition of workspaces.
(6) Compliance with basic NAMP policies applicable to the work center, for example, tool
container inventories, electrostatic discharge (ESD) and hydraulic contamination prevention
measures on uninstalled components, and correct use of personal protective equipment (PPE).
d. Special audits are unscheduled inspections performed to investigate suspected noncompliance with specific programs or processes.
10.7.2.1 The Computerized Self Evaluation Checklist (CSEC) is the standardized list of questions
and references for conducting NAMP Compliance Audits. The CSEC also serves as the databasefor collecting and tracking discrepancy and corrective action data.

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NOTE: CSEC questions may not list every required action of the referenced policy
document. Program Managers and QAR Program Monitors must be familiar withall program requirements.
a. The CSEC database is divided into three categories of inspecting activities: Aviation
Maintenance Management Team (AMMT), Wing (Type Wing/Marine Air Wing), and Activity.
(1) The AMMT database is used by COMNAVAIRFOR and COMNAVAIRSYSCOM
AMMTs when conducting Aviation Maintenance Inspections (AMI) and Maintenance Program
Assessments (MPA).
(2) The Wing database is used by Type Wings and Marine Aircraft Wing (MAWs) when
conducting MPAs.
(3) The Activity database is used by activities when auditing programs and individual work
centers.
b. COMNAVAIRFOR N422C NAMP Policy is the lead for the O-level and I-level CSEC.
COMNAVAIRSYSCOM 5.0D is the lead for the D-level CSEC. CSECs can be downloaded fromthe NAVAIR website at (https://myteam.navair.navy.mil/KM/60/business-processes/policy-andstandards-ofc-processes/NAMP).
10.7.3 Requirementsa. O-level and I-level activities must conduct QA audits for applicable programs (Figure 10.71) at least once every 12 months.
b. The most current version of the CSEC will be used for conducting audits. Type Wing or
MAW Supplemental CSECs will be used, if applicable.
c. Auditors are responsible for verifying compliance by thoroughly examining aircraft, engine,engine modules, equipment, records, documentation, and personnel involved in the process.
d. Audit discrepancies must be entered in the QA CSEC database and corrected within 10
working days from completion of the audit.
e. Corrective action for Program Manager and QA audit discrepancies will be tracked by thedesignated Program Manager until corrective action is complete.
f. Corrective action for Work Center audit discrepancies will be tracked by the responsible
Division Officer or Division Chief until corrective action is complete.
g. QA will track all discrepancies that have not been corrected within 10 working days ofcompletion of the audit. The discrepancy tracker may be maintained as an electronic or paper filein any format QA deems most efficient. Figure 10.7-2 provides an example.
10.7.4 Responsibilities
10.7.4.1 COMNAVAIRSYSCOM

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a. (Production Support Branch) Maintain the CSEC software and core question database on the
NAVAIR SharePoint site.
b. (Aviation Maintenance Management branch) Approve changes to the CSEC used by D-level
activities.
10.7.4.2 COMNAVAIRFOR N422C
a. Approve changes to the O-level and I-level CSEC.
b. Update the O-level and I-level CSEC database no later than the first week of January, April,
July, and October.
10.7.4.3 Type Wings and Marine Air Wings
Publish CSEC Supplemental questions if needed to address requirements specific to the type of
aircraft maintained or unique processes covered by Wing LCPs.
10.7.4.4 Maintenance Officer
a. Designate a Program Manager for each applicable program (Figure 10.7-1). If a specificbillet is not designated as the Program Manager in the figure or in the applicable NAMPSOP, theMO will designate the individual whose rate or experience best qualifies them to be Program
Manager. Designation will be in writing via ASM.
NOTE: If ASM is not available, designation will be made via naval letter.
b. Review the results of Program Manager audits and QA audits and provide direction on
corrective actions, if required. MO review of Division Officer work center audits is optional.
c. Direct special audits when deemed necessary. The MO will specify the scope of the special
audit and who will conduct it.
d. Publish an LCP per Appendix D only if required to specify command-specific audit
procedures not addressed in this NAMPSOP. Squadron LCPs will be submitted to the Type Wing
or MAW for consideration of developing a Wing LCP.
10.7.4.5 Quality Assurance Officer
a. Designate a qualified QAR as Program Monitor for each applicable program (Figure 10.7-1).
Designation will be in writing via ASM. If Program Monitor qualifications are specified in theapplicable Chapter 10 NAMPSOP, the QAR must meet the qualifications prior to being designatedas the Program Monitor. If the applicable NAMPSOP does not specify Program Monitor
qualifications, the QAR whose Navy rate/Marine Corps MOS and experience best qualifies them toaudit the program will be designated.
b. Brief the Maintenance Officer on the status of the CSEC Discrepancy Tracker (Figure 10.72) each month. The brief will cover discrepancies corrected since the last brief and the status of
uncorrected discrepancies.
10.7.4.6 Quality Assurance Supervisor

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a. The Quality Assurance Supervisor (QAS) or activity equivalent will perform duties as theProgram Manager for NAMP Compliance Auditing. The QAS will assess compliance with theprocedures of this NAMPSOP within 60 days of designation.
b. Provide training on the NAMP Compliance Auditing Program to Program Managers,
Program Monitors, Division Officers, Division Chiefs, and Work Center Supervisors upon theirassignment. Training will include:(1) Auditing responsibilities.
(2) A review of previous audits for common problem areas.
(3) Procedures for entering data in the CSEC and printing audit reports.
c. Maintain the QA CSEC database on a QA Division computer.
d. Check for an updated CSEC the second week of January, April, July, and October.
Download the updated CSEC and distribute copies of applicable sections to designated Program
Managers.
e. Coordinate the auditing schedule with Program Managers and Division Officers, and publish
an annual schedule of QA audits in January of each year.
f. Track the completion of audits, and verify results are entered in the CSEC database (eCAM
ATS for D-level activities).
g. Review discrepancies in QA audits and special audits for indications of poor quality or
unsafe maintenance practices. Provide corrective action recommendations to the QA Officer toimprove quality and prevent recurrence.
h. Route completed Program Manager, QA audits and special audits to the MO, via the QAO.
When returned from the MO, provide copies of the audit to the designated Program Manager.
i. Maintain the last two QA audits (electronic or hardcopy) on file. The audit file must include,
at a minimum, the completed CSEC discrepancy sheets, corrective actions, and accompanying
routing forms.
j. Route the CSEC Discrepancy Tracker (Figure 10.7-2) to the MO monthly.
k. Maintain a program file to include:(1) POCs.
(2) Program related correspondence and message traffic.
(3) References or cross-reference locator sheets.
(4) Most current CSEC audit.
10.7.4.7 Program Monitors
a. Be thoroughly familiar with the policy and procedures applicable to their program.

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b. Upon assignment, perform the annual QA audit for designated programs. The audit will
include at least 25% of the population of aircraft, engines, engine modules, equipment, records,
documentation and personnel involved in the process. If a program affects multiple divisions, thesample must involve each division responsible for compliance.
NOTE: Whenever possible, the outgoing Program Monitor should provide training to theincoming Program Monitor during the initial Program Monitor audit.
c. For QA audited programs, accompany new Program Managers during their first Program
Manager audit and provide training on policy requirements and auditing techniques. The training
session may be used as the QA annual audit.
10.7.4.8 Program Managers
a. Be thoroughly familiar with the policy applicable to their programs and the references citedin each CSEC question.
b. Complete an initial Program Manager Audit within 60 days of assignment. The initial audit
must examine at least 25% of the population of aircraft, equipment, records, documentation, andpersonnel involved in the process. The initial audit may be used as the annual audit if at least 50%of the process is covered. Per 10.7.3.7.c., if the program is also a QA audited program, thedesignated QA Program Monitor will accompany and provide training to the Program Manager
during the initial program audit.
c. Perform an annual audit of the program. The annual audit must examine at least 50% of the
population of aircraft, engines, engine modules, equipment, records, documentation, and personnel
involved in the process. Workload permitting, 100% of the process should be covered. The annual
audit may be divided into segments over the course of the year; for example, the Logs and Records
Program Manager for a squadron with 12 aircraft may elect to examine three different logbooks perquarter in order to achieve the desired 100% coverage of the annual audit.
NOTE: The Maintenance In-Service Training Program audit does not have to examine 50%of all personnel, but must sample a minimum of 10% of the records from each work
center.
d. Notify Division Officers and Division Chiefs of discrepancies in their division, and trackcompletion of corrective actions.
e. No later than 10 days after completion of a Program Manager audit, forward the completed
CSEC to the MO with amplifying information on any outstanding discrepancies.
f. Analyze Program Manager Audits, QA audits, and take action to correct contributing factors
to common recurring discrepancies.
g. Provide Division Officers and Division Chiefs with training on the critical program
requirements to inspect during work center audits.
h. As deemed necessary, seek assistance from experts within or outside the command to assist
with audits.

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10.7.4.9 Division Officers and Division or Branch Chiefs
a. Within 30 days of assignment, review the most current Work Center audit discrepancies andcorrective actions. The review will be performed jointly with the Division or Branch Chief.
b. Perform a Work Center audit of each division work center at least once every 12 months.
The audit will be performed jointly with the Division or Branch Chief.
c. Direct and track corrective action for Work Center audit discrepancies found during Work
Center, Program Manager and QA Audits.
d. Maintain a file of the last two work center audits (electronic or hardcopy). The audit file
must include the completed CSEC with corrective actions.
10.7.4.10 Work Center Supervisors
a. Within 30 days of assignment and annually thereafter, perform a Work Center audit to assess
compliance with applicable programs.
b. Correct discrepancies within 10 working days of completion of a Work Center audit.
c. Review Work Center audit results with Division Officer and Division or Branch Chief.
d. Maintain a file of the initial and recent annual audits. The audit file must include thecompleted CSEC with corrective actions.

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CSEC
Area
200
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
2400
2500
2600
2700
2800

Applicable
To
Program Title
Maintenance In-Service Training

O
X

I
X

Program
Audit
Program Manager

QA Audit
N/A

Fuel Surveillance
Navy Oil Analysis Program (NOAP) and Oil
Consumption Monitoring
Aviators Breathing Oxygen (ABO)
Surveillance
Hydraulic Contamination Control
Tire and Wheel Maintenance Safety
Quality Assurance
Maintenance Department Safety Program
Naval Aviation Maintenance Discrepancy
Reporting Program
Aircraft Confined Space Program (ACSP)
Foreign Object Damage (FOD) Prevention
Tool Control
Corrosion Prevention and Control
Plane Captain Qualification
Egress and Explosive Systems Checkout
Support Equipment Operator Training and
Licensing
Support Equipment MaintenanceTechnical Data Management
Naval Aviation Metrology and Calibration
Nondestructive Inspection (NDI)
Hazardous Material Control and Management
IMA Component Repair Optimization
Electrostatic Discharge (ESD) Protection /Electromagnetic Interference (EMI) Reporting
Miniature/Microminiature (2M)
Technical Directive (TD) ComplianceElectrical Wiring Interconnect System (EWIS)
Manpower Management

X
X

X
X

Program Manager
Program Manager

Program Monitor
Program Monitor

X

X

Program Manager

Program Monitor

X
X
X
X
X

X
X
X
X
X

Program Manager
Program Manager
QA Supervisor
QA Supervisor
Program Manager

Program Monitor
Program Monitor
QA Officer
QA Officer
N/A

X
X
X
X
X
X
X

X
X
X
X
X

Program Manager
Program Manager
Program Manager
Program Manager
Program Manager
Program Manager
Program Manager

Program Monitor
Program Monitor
Program Monitor
Program Monitor
Program Monitor
Program Monitor
N/A

X
X
X
X
X

X
X
X
X
X
X
X

Program Manager
Program Manager
Program Manager
Program Manager
Program Manager
Program Manager
Program Manager

N/A
Program Monitor
Program Monitor
Program Monitor
Program Monitor
N/A
Program Monitor

X
X

Program Manager
Program Manager
Program Manager
AMO

Program Monitor
N/A
Program Monitor
N/A

X
X
X
X

X

Figure 10.7-1 (page 1): O-Level and I-Level NAMP Compliance Audits

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CSEC
Area
2900
3000
3100
3300
3400
3600
3700
3800
3900
4000
4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
5100
5200
5300
5500
5600
5700
5800
5900
31000

Applicable
To
Program Title

O

Maintenance Control
Production Control
Weight and Balance
Logs and Records
Phase Maintenance
Data Analysis
Material Control
Aircraft Maintenance Material Readiness List
(AMMRL)
Vibration Analysis
Aircraft Engine/APU Turn-up Licensing
Gas Turbine Engine MaintenanceEngine Test Facilities
Aerial Refueling Stores (ARS)
Aeronautical Equipment Welder
Battery Maintenance Safety
Aircraft Compass Calibration
Laser Hazard Control
NOMP AWCAP
Explosives Handling Personnel Qualification
and Certification
Aircraft Armament Systems (AAS)
Armament Weapons Support Equipment(AWSE)
Aviation Life Support Systems (ALSS)
Aircraft Survivability Equipment
Mobile Facilities
CDI Periodic (Monitor)
Plane Captain Periodic (Monitor)
Hydraulic Contamination Periodic (Monitor)
Gas Turbine Engine Test Facility Operationand Maintenance
AIRSpeed

X
X
X
X
X
X
X
X
X

I
X
X
X
X
X

Program
Audit
MMCO / PCO
MMCO / PCO
MMCO
MMCO / PCO
MMCO / PCO
MMCO / PCO
MMCO / PCO
Program Manager

QA Audit
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A

X
X
X

Program Manager
Program Manager
Program Manager
Program Manager
Program Manager
Program Manager
Program Manager
Program Manager
Program Manager
Program Manager
Program Manager

Program Monitor
Program Monitor
Program Monitor
Program Monitor
Program Monitor
Program Monitor
Program Monitor
Program Monitor
Program Monitor
Program Monitor
Program Monitor

X

X
X

Program Manager
Program Manager

Program Monitor
Program Monitor

X
X

X

X
X

Program Manager
Program Manager
Program Manager
N/A
N/A
N/A
Program Manager

Program Monitor
Program Monitor
N/A
Program Monitor
Program Monitor
Program Monitor
Program Monitor

X

Program Manager

N/A

X
X
X
X
X
X

X
X
X

X
X
X
X
X

X
X

NOTE: Program Audits designated as a responsibility of the AMO, MMCO, or PCO may bedelegated to other personnel. Delegation does not relieve the AMO/MMCO/PCO of
responsibility to review the audit, sign off completion, and track discrepancy
correction.

Figure 10.7-1 (page 2): O-Level and I-Level NAMP Compliance Audits

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CSEC DISCREPANCY TRACKER
CSEC
Tracking Question
NumberNumber Discrepancy

StatusFigure 10.7-2: CSEC Discrepancy Tracker (Example)

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10.8 Technical Data Management (NAMPSOP)
10.8.1 References
a. DOD Instruction 8500.01, Cybersecurity.
b. DOD Instruction 8560.01, Communications Security (COMSEC) Monitoring andInformation Assurance (IA) Readiness Testing.
c. CNAF M-3710.7, NATOPS General Flight and Operating Instructions.
d. NAVAIRINST 13630.5, Optimizing Weapon System Avionics Support Using Automatic
Test Systems.
e. NAVAIRINST 13650.1, Aircraft Maintenance Material Readiness List (AMMRL) Program.
f. NAVAIR 00-25-100, Naval Air Systems Command Technical Publications LibraryManagement Program.
g. COMNAVAIRPAC/COMNAVAIRLANTINST 13650.3, Aircraft Maintenance Material
Readiness List (AMMRL) Program.
h. NAVAIR 00-25-604, Naval Air Systems Command Fleet Support/Integrated Program Team
Acquisition and Sustainment of NAVAIR Technical Manuals.
i. Department of Defense Federal Acquisition Regulation Supplement (DFARS) Clause52.227-7013.
10.8.2 Introduction
10.8.2.1 Aviation maintenance activities are responsible for using approved, up-to-date technicaldata to perform maintenance. This NAMPSOP directs the requirements and responsibilities for
managing the technical data held by maintenance activities of all levels.
NOTE: Proprietary Data (drawings, specifications, processes, etc.) will not be released tocontractors. Material containing proprietary data cannot be discussed with,forwarded, carried, or provided to any contractor or person outside the Departmentof Defense without the written permission from the owner of the data per Departmentof Defense Federal Acquisition Regulation Supplement Clause 52.227-7013.
10.8.2.2 NAVAIR 00-25-100 is the governing policy document for the Naval Air Systems
Command (NAVAIR) Technical Publications Library Management Program, and provides
procedures related to technical manuals (TM) and Technical Publications Library (TPL) operations.
10.8.2.3 Procedures of this NAMPSOP are applicable to all forms of technical data used to performor support aviation maintenance, to include:a. TMs and other publications listed in NA 00-25-100, WP 004 00, NAVAIR Related
Documentation Controlled By Other Navy or DOD Elements.
b. NAVAIR approved and numbered technical publications.

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c. Commercial technical publications.
d. Publications issued by Naval Sea (NAVSEA), Naval Ordnance (NAVORD), Naval Supply(NAVSUP), Naval Facilities (NAVFAC), and Marine Corps (MARCORPS) used to perform or
support aviation maintenance.
e. NAVAIR Pre-Final Technical Data approved for use by the applicable NAVAIR Program
Office.
NOTE: Activities must contact the COMFRC FST HQ Technical Data Department NATEC
Customer Service Division by phone at (619) 545-1888/DSN 735-1888 or by e-mail atnani_customerservice@navy.mil for disposition when pre-final technical data does
not contain a current authorization letter.
f. Military Specifications and Standards (MILSPEC/STD).
g. Technical data issued by other U.S armed services (Army, Air Force, and Coast Guard).
h. Technical data issued by NAVAIR Fleet Support Team (FST), such as Engineering
Dispositions (ED).
i. Maintenance related policy instructions, such as CNAF M-3710.7 (NATOPS),
COMNAVAIRFORINST 4790.2 (NAMP), COMNAVAIRPAC/COMNAVAIRLANTINST
4790.23 (FAME), Type Wing and MAW instructions, and local command procedures (LCP).
NOTES: 1. Operational Test Program Sets (OTPS) are, managed per NAVAIRINST
13630.5.
2. Media Trax training aids are not classified as TMs. Media Trax training aids
will not be placed in the Enhanced Library Management System (ELMS), and TMs
will not be placed in Media Trax.
10.8.2.4 NATEC Customer Service can provide assistance in obtaining technical data. Requests
may be submitted on line via (https://mynatec.navair.navy.mil), by email tonani_customerservice@navy.mil, or by phone to (619) 545-1888/DSN 735-1888.
10.8.3 Requirements
10.8.3.1 Authorized Technical Publications. Technical publications specified in paragraph10.8.2.3 are the only authorized references for performing aircraft and aviation equipment
maintenance.
NOTE: Electronic media technical publications should be used whenever available.
10.8.3.2 NATEC Technical Manual Application System (TMAPS). TMAPS and the Joint
Knowledge Caching Server (JKCS) are the only approved sources for NAVAIR TMs.
10.8.3.3 Technical Data Inventory and Currency Verification. All technical data held by anactivity will be inventoried and verified for currency each year. At least 50 percent of the technicaldata will be verified in the first six months of the year, and the remaining 50 percent in the last six
months of the year. The inventory can be broken into smaller segments, such as 10 percent each

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month or 25 percent each quarter, as long as all of the technical data held by the activity is verified
over the course of the year.
NOTE: The latest issue dates for most technical publications not issued by NAVAIR can befound in the NAVSUP Naval Logistics Library (NLL) at(https://nll.navsup.navy.mil). For other technical documents, access the publishing
agency’s website. Refer to NAVAIR 00-25-100, WP 006 00, NAVAIR Related
Documentation Controlled by Other Navy or Department of Defense Elements.
10.8.3.4 Portable Electronic Maintenance Aids (PEMA)a. PEMAs are the only authorized hardware device for installing electronic TMs andAutomated Logistics Environment (ALE) programs. Non-TM technical data, such as local
command or wing instructions, will not be stored on PEMAs.
b. PEMAs will be used to support maintenance only. PEMAs will not be used for personal or
non-maintenance purposes.
c. Only software approved by the applicable T/M/S Program Office will be installed on
PEMAs. No other software is allowed, including any Microsoft applications, unless approved by
COMNAVAIRFOR (N422).
NOTE: Installation or use of any personally owned software or removable storage media on
a PEMA is prohibited.
d. PEMA system software will be updated no later than 10 working days after receipt of a
PEMA Service Pack. PEMA Service Packs are issued each month. Updates must be downloaded
from the Joint Technical Data Integration (JTDI) website (https://wwwjtdi.mil).
NOTE: Only System Administrators and designated CTPL personnel will haveadministrative privileges for updating PEMA software and technical data.
Maintenance personnel will not be granted PEMA administrative privileges of any
level.
e. The Cybersecurity Procedures of DOD Instruction 8500.01 and DOD Instruction 8560.01
will be adhered to.
f. T/M/S-specific ALE software will be managed per the T/M/S NAVAIR Program Officerequirements posted on the NAVAIR PMA260 website (https://pma260.navair.navy.mil).
g. PEMAs will be managed as Common Support Equipment (CSE) per NAVAIRINST
13650.1.
h. PEMA misuse will be reported as SE Misuse and Abuse per Chapter 7.
NOTE: PEMAs are not subject to Support Equipment Preventive Maintenance System,
Optimized Organizational Maintenance Activity (OOMA) Automated Log Sets
(ALS), or Support Equipment History/Maintenance Records (OPNAV 4790/51).

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i. Requests for assistance in resolving PEMA hardware or software operation problems, andquestions regarding PEMA replacement, warranty repair, software imaging, and software updates
will be submitted via email to the PEMA Fleet Support Team (FST) at pema@navy.mil.
NOTE: General information on PEMA certifications, PEMA training, PEMA system
software, PEMA FAQ, and PEMA Users Logistics Support Summary (ULSS) may
be requested via email to pema@navy.mil.
j. PEMAs will be stored in a locked space, container, or locker during off shift work hours when
not in use .
10.8.3.5 Local Maintenance Requirements Cards (LMRC)
a. LMRCs for scheduled maintenance requirements not covered by other TM must be
published:(1) When directed in a technical directive (TD) or Interim Rapid Action Change (IRAC)(2) When required for SE, per paragraph 10.17.3.3.e(3) When required to add new requirements to existing NAVAIR MRC decks(4) When the operating activity determines Periodic Maintenance (PM) is required and noother source of information specifies PM proceduresb. LMRC decks will be numbered with the activity’s three-digit Organization Code and asequential number containing the following elements:(1) The applicable two digit general subject classification listed in NAVAIR 00-25-100, WP
004 00, Figure 2, followed by “600” to denote MRC. Example: 19-600 denotes a ground servicing
equipment MRC.
(2) A locally assigned two digit sequential number to identify the deck(3) Either “6-1” to identify a Pre-Operational Inspection or “6-2” to identify a PM
requirement
Example: “PK2 19-600-22-6-1” is the number of an LMRC issued by Organization Code
PK2. The LMRC is for SE (19-600), is the 22nd deck issued, and is for a pre-operational
inspection (6-1).
(4) Cards that do not relate to other steps in the existing LMRC or MRC deck will be placed
after the last card in the deck and numbered with the next consecutive number. Cards added to an
existing LMRC deck or NAVAIR MRC deck will be inserted within the existing cards in the mostefficient sequence for accomplishing the task. The inserted card will be numbered with thepreceding card number followed by an alphabetic suffix. For example, three cards inserted between
cards 12 and 13 would be numbered 12A, 12B, 12C. Cards inserted between alphabetical suffix
cards are numbered with a decimal and numeric suffix, for example, two cards inserted between
12A and 12B would be numbered 12A.1 and 12A.2.

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(5) All card numbers will be listed on the deck’s A Card (List of Effective Cards) or aseparate 5x8 card formatted like the A Card.
c. LMRC title cards for SE must list the model number, designation, and part number. Generic
nomenclatures, such as “Grinder” “Metal Shears” and “Radar Test Bench” are unacceptable.
d. The PM interval, such as “Daily” “28-Day” or “364 Day” will be entered in the block
between CHANGE No. and ELECT PWR. Any reference directing the LMRC, such as a TD or
IRAC, will be entered immediately below the interval.
e. Personnel rate and military occupational skill (MOS) requirements will be listed in the rating(RTG) and MOS block.
f. Power and air conditioning requirements will be listed in the electric power (ELEC PWR),
hydraulic power (HYD PWR) and air conditioning (COND AIR) blocks.
g. Detailed information on consumables, tools, personal protective equipment (PPE), andWARNING or CAUTION requirements will be listed in the body (lower right hand block).
Specific tools and materials will be listed, for example, "Wrench, 3/8, Open End" (not just"Wrench") and "Oil, VV-L-800 or Equivalent” (not just "Oil").
h. Inspection and maintenance procedures will be numbered and listed in sequence in the body.
Example: 1. Unfold the ladder.
2. Inspect and verify braces are not bent and hardware is secure.
3. Inspect each step for security, rivets in place, and no corrosion.
4. Place the ladder on a flat surface and verify it is not bent or warped.
i. O-level activities must submit LMRCs (except those directed by TD or IRAC) to their Type
Wing or MAW for approval. LMRCs will be submitted by naval letter with a statement of why the
LMRC is needed, a summary of the proposed inspection or maintenance procedures, and astatement of whether the LMRC is recommended for local use only or has Fleet-wide impact.
Figure 10.8-1 is an example. If the Type Wing or MAW approves the LMRC, they will distribute it
to other affected Wing activities, and provide an information copy to the ACC Class Desk and the
T/M/S aircraft or equipment FST. Any LMRC deemed to have wider than local application will be
forwarded by naval letter to the FST with sufficient information on why a Fleet-wide LMRC isrecommended.
NOTE: IMA Maintenance Officer is authorized to approve LMRCs for their activity.
j. LMRCs must be reviewed every 12 months, based on the date block, and updated. LMRCs
inserted into NAVAIR MRCs must also be reviewed when there is a change or revision to the
MRC. The review will be documented by annotating the date of the review and initialing the
LMRC A Card.
NOTE: LMRCs do not have to be resubmitted for approval if requirements are not changed
during the annual review.

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10.8.3.6 Pre-Final Technical Data. Pre-final technical data are preliminary TMs, interim
manuals, interim maintenance support packages, and redline manuals, to include technicalpublications, schematics, and drawings. Pre-final technical data may be used only if approved andcertified by the applicable NAVAIR Program Office per NAVAIR 00-25-604, WP 009 01,
Approval to Issue Preliminary TMs.
10.8.4 Responsibilities
10.8.4.1 NATEC
a. Control, distribute, and archive NAVAIR technical data.
b. Manage TMAPS and Enhanced Library Management System (ELMS) applications.
c. Post pre-final technical data in TMAPS only if approved for use by the applicable NAVAIR
Program Office.
d. Provide Technical Data Management Specialists to assist activities with CTPL management
per NAVAIR 00-25-100, WP 003 00, Naval Air Technical Data and Engineering Service Center
Customer Service Support Division.
10.8.4.2 NAVAIR PMA260 PEMA FSTa. Prepare and deliver PEMA Service Pack updates.
b. Monitor PEMA related foreign object damage (FOD) and act as the central point of contact
for dissemination of information related to PEMA FOD issues.
c. Coordinate with the Support Equipment Controlling Authority (SECA) for PEMA transfers
between AMMRL Activity Identifiers (AAI).
10.8.4.3 Type Wings and MAWs
a. Comply with LMRC responsibilities per paragraph 10.8.3.5.
b. Each month review the NATEC ELMS Library Audit Report for each squadron and provide
direction on correction of discrepancies, as required.
c. Provide semi-annual training to CTPL Managers, to include:(1) IRAC management, including bookmarking procedures for Interactive Electronic
Technical Manual (IETM) Interim Rapid Action Changes (IRAC)(2) ELMS management procedures(3) PEMA management procedures(4) Common discrepancies noted during Aviation Maintenance Inspections (AMI) andMaintenance Program Assessments (MPA)
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a. Designate the Quality Assurance Officer as the Technical Data Management Officer.
Designation will be in writing via the Monthly Personnel Plan (MPP) per 10.1 (O and I-level) or
SME listing (Depot FRC).
b. (O-level) Review and validate the requirement for proposed LMRCs prior to forwarding to
the Type Wing or MAW for approval.
c. (I-level) Review and approve LMRCs.
10.8.4.5 Quality Assurance (QA) Officer
a. Perform program audits per paragraph 10.7.2.
NOTE: When able, the QA Officer should complete the CNATTU Aeronautical TechnicalPublication Library Management course (Course C-555-0007) to gain knowledge in
TPL requirements.
b. Designate a Central Technical Publications Library (CTPL) Manager for the QA CTPL(Work Center 04A). Designation will be in writing via the Monthly Personnel Plan (MPP) per 10.1
(O and I-level) or SME listing (Depot FRC).
NOTES: 1. A QAR will be designated to manage the CTPL as a collateral duty if the activity
does not have a CTPL Manager specified in the applicable QA organization chart(Chapter 7).
2. Personnel assigned to the CTPL should be retained in the billet for a minimum of
12 months.
c. If needed, designate Dispersed Technical Publications Library (DTPL) Assistants.
Designation will be in writing via the Monthly Personnel Plan (MPP) per 10.1 (O and I-level) or
SME listing (Depot FRC).
NOTE: DTPL Assistants are not required for every Work Center or location where technicalpublications are maintained outside the CTPL. DTPL Assistants will be assigned
only if the CTPL Manager is unable to manage the technical data held in the DTPL.
d. Designate a Quality Assurance Representative (QAR) as the Technical Data Management
QA Monitor.
e. Review proposed LMRCs, prior to forwarding to the MO.
f. Maintain a program file, to include:(1) POCs
guides(2) References or cross-reference locator sheets, correspondence, messages, and lesson(3) Memorandums documenting completion of technical data inventories and verifications(4) Copies of the most current Program Manager Audit and QA Audit

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10.8.4.6 Technical Data Management QA Monitor
a. Complete the CNATTU Aeronautical Technical Publication Library Management course(Course C-555-0007) within 90 working days of assignment.
b. Perform audits per paragraph 10.7.3.7.
10.8.4.7 Quality Assurance Representatives (QAR)
a. Review newly received technical publications and directives to determine application to the
Maintenance Department.
b. Verify work guides, FCF booklets, check-off lists, check-sheets, and MRCs are complete
and current.
c. Review new LMRCs for accuracy and correct procedures, prior to submission to the QA
Officer.
d. Verify scheduled MRC and LMRC requirements are entered in the NALCOMIS OOMA or
Support Equipment Standardization System (SESS) database, and are updated as changes occur.
NOTE: MRC tasking will be pushed down from the Baseline Manager for activities
operating NALCOMIS Optimized Organizational Maintenance Activity (OOMA);
however, tasking will not be activated until receipt of the MRC.
e. Submit Technical Publications Deficiency Reports (TPDR) per paragraph 10.9.3.11.
10.8.4.8 CTPL Manager (O-level and I-level)
NOTES: 1. Depot CTPL procedures are delineated in paragraph 10.8.4.14.
2. Weapons Departments will maintain a TPL containing publications necessary to
perform its maintenance responsibilities for AWSE. If the Weapons Department is
supported by an IMA, the Weapons Department TPL will be a dispersed library of
the supporting IMA CTPL. Requests for publications will be processed andordered through the supporting IMA.
a. Be responsible for the currency of all technical data held by the command, to include
technical data dispersed outside the CTPL.
b. Complete the CNATTU Aeronautical Technical Publication Library Management course(Course C-555-0007) prior to assignment.
c. On assignment and turnover, inventory and verify the currency of all technical data held in
the CTPL and at least 25 percent of the technical data held in each DTPL. The incoming andoutgoing CTPL Manager should jointly perform the turnover inventory and verification wheneverpossible. Completion will be documented in a memorandum signed by the Quality Assurance
Officer.
NOTE: Turnover CTPL and DTPL inventories may be credited for the annual inventory andverification requirement per paragraph 10.8.3.3.

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d. On assignment and prior to each inventory, review the ELMS Frequently Asked Questions(FAQ) section located on the ELMS Main Menu.
e. Maintain a CTPL Transaction file, and the directives and manuals required to operate a TPL
per NA 00-25-100, WP 013 00, Central/Dispersed Technical Publications Library Operating
Procedures.
f. Download electronic NAVAIR manuals from the NATEC TMAPS website and JKCS server.
g. Incorporate IRACs, Rapid Action Changes (RAC), and Electronic Rapid Action Changes(ERAC) within 2 working days of receipt and incorporate formal changes, routine revisions andnotices within 5 working days of receipt.
NOTE: If changes are given to a DTPL Assistant to incorporate, the CTPL must issue a
Change Entry Certification Record (CECR) per NAVAIR 00-25-100, and mustphysically inspect the manual for correct incorporation prior to closing the CECR.
h. Dispose of cancelled or updated technical data on receipt of the new version, update the
ELMS Program, and record disposed manuals in the ELMS History File, per NAVAIR 00-25-100,
WP 013 00, paragraph 10-4.
NOTE: Requests to use cancelled technical data will be submitted as a NAMP deviation, per
Chapter 1.
i. Coordinate with the Command Security Manager on classified technical data receipt,
stowage, distribution, inventory, and disposition.
j. Coordinate with the Operations Department to obtain NATOPS manuals and track the
manuals held within the Maintenance Department.
k. Provide training to DTPL Assistants on assignment, and provide refresher training as
needed.
l. Register with NATEC as the ELMS Customer Account POC, and act as the activity’s single
POC for the Automatic Distribution Requirements List (ADRL).
m. Maintain an accurate ADRL for all TMs used by the activity.
NOTE: NATEC will send automatic email notifications of updates to all TMs listed on the
ADRL.
n. Enter locally produced reference materials into ELMS. Examples include LCPs, LMRCs,
and printed copies of all or portions of electronic TMs.
o. List the location of all manuals held in ELMS using the Locator Listing option.
p. Enter pre-final technical data into ELMS.
q. Maintain a master file of applicable Technical Directives (TD) per paragraph 10.10.4.10.
r. Manage PEMAs per paragraph 10.8.3.4, to include:

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(1) Maintain PEMA administrative privileges for updating technical data and installing
PEMA Service Pack updates.
(2) List all PEMA technical data and system software in the ELMS PEMA Management
Module on the NATEC website (https://mynatec.navair.navy.mil) per reference (f).
(3) Install PEMA system software updates per the applicable PEMA T/M/S specificdirections on the NAVAIR PMA260 website at (https://nll.navsup.navy.mil).
(4) Sub-custody PEMAs to work centers.
(5) Tailor the tech data loaded on PEMAs to the needs of the work center assigned.
NOTE: Activities that have implemented the Common Connected PEMA with Standard
PEMA Cyber Solution (SPECS) will not tailor technical data to each work center.
(6) Maintain accurate accounting in ELMS of each PEMA serial number, work center issued
to, and most current PEMA Service Pack update (if required).
(7) Inventory all PEMAs and verify PEMA Service Pack currency at least once per quarter.
(8) Maintain a current local PEMA inventory sheet with hardware nomenclature, serial
number, LAN number (if applicable), quantity, location, operational status, and part number.
(9) Coordinate with the IMRL Manager to return PEMAs for repairs and replacement.
(10) Track PEMAs in shipment per NAVAIRINST 13650.1 andCOMNAVAIRPAC/COMNAVAIRLANTINST 13650.3, as applicable.
s. At least once every 6 months, physically inventory and compare all technical publications(including TMs on PEMAs) against the activity’s ADRL, per the procedures of NAVAIR 00-25100, WP 010 00, Naval Air Technical Data and Engineering Service Center Technical Publications
Library Program. The review will include Work Center Supervisor verification that eachpublication is required. Annotate changes and discrepancies on the Complete Listing Report, takecorrective action, update the ADRL in ELMS, and maintain the annotated listing in the CTPL
transaction files.
t. Reconcile ELMS each week per the following procedures:(1) Perform the ELMS Library Audit function and compare the activity’s database to thelatest information in TMAPS. Any manuals flagged as discrepant with a red “D” will be verified
for need and placed on order, if required.
(2) Verify incorporation of TM updates by reviewing Checked Out TMs, Issued CECRs,
and Overdue CECRs in ELMS per the procedures of NAVAIR 00-25-100, WP 010 00.
(3) Verify the Weekly IRAC and TM Tracker (NAVAIR 00-25-100, WP 014 00,
Central/Dispersed Technical Publications Library Verification/Audit Requirements). This report isissued weekly by naval message and is also available on the NATEC website(https://mynatec.navair.navy.mil/). On receipt, an appropriate review and annotation must be

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conducted by the CTPL Manager and SME to verify that all applicable IRACs and TMs have been
received.
(4) Verify the Weekly Summary for Issued TDs per the procedures of the Technical
Directive Compliance NAMPSOP per paragraph 10.10.4.10. This report is issued by naval
message and is also available on the NATEC website site (https://mynatec.navair.navy.mil/).
u. Reconcile TMs on order each month per the following procedures:(1) Verify the currency of the Requisition Log per NAVAIR 00-25-100, WP 009 00,
Technical Data Requisition Procedures.
(2) Query the Pubs on Order report from the Tech Manual Search link of ELMS.
(3) Follow-up on requisitions submitted via either Defense Automatic Addressing System(DAAS) or “on-line” when utilizing the ELMS Requisition Log. Requisition status may also bechecked via the Naval Logistics Library (NLL) P2003 Online Search, Order, and Status Tool
(https://nll.navsup.navy.mil).
v. Reconcile technical data held in DTPLs every 6 months (semi-annually) per thefollowing procedures:(1) Verify accuracy of the ELMS “Locator” listing associated with each DTPL.
(2) Check every page of at least 50 percent of the publications in the DTPL against the Listof Effective Pages or List of Effective Cards.
NOTE: 100 percent of publications held in DTPLs must be checked over the course of a year.
(3) Verify paper manuals for correct control stamp, binder spine identification strip
annotation, and arrangement per NAVAIR 00-25-100, WP 013 00.
(4) Document completion of the DTPL Semi-annual Review in a memorandum signed by
the Quality Assurance Officer. The memorandum will be kept in the CTPL Manager’s transaction
file.
w. Prior to transfer, debrief the QAO on the status of the library, including any inventory
requirements and publication update actions that have not been completed.
10.8.4.9 Dispersed Technical Publications Library (DTPL) Assistantsa. On assignment, complete an inventory and verify the currency of all technical data held in
the DTPL. The inventory and verification will be conducted jointly with the CTPL Manager.
b. Maintain the currency of all technical data held in the dispersed library.
c. Coordinate with the CTPL to maintain the accuracy of ELMS.
d. Maintain publication binders in accordance with NAVAIR 00-25-100, WP 013 00.
e. Give the CTPL any maintenance publication received directly from other sources, forexample, commercial maintenance publications delivered with new equipment.

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f. Correct inventory and audit discrepancies within five working days.
10.8.4.10 IMRL Manager
a. Accept, inventory, and transfer PEMAs as CSE, per NAVAIRINST 13650.1 andCOMNAVAIRPAC/COMNAVAIRLANTINST 13650.3, as applicable, and this instruction.
b. Sub-custody all PEMAs to Work Center 04A (CTPL) on a Controlled Equipage Custody
Record (NAVSUP 306).
c. Update LAMS to reflect “F2” (NRFI) status for non-operable PEMAs, and coordinate
PEMA repairs and replenishment. When the SECA provides the authorization number, transfer the
PEMA to Jacksonville Cass Staging Facility (JAXCSF) with a copy of Transaction Report andinformation on the failure.
d. Resolve PEMA allowance shortages.
10.8.4.11 Maintenance or Production Control
Include LMRCs when issuing PM requirements.
10.8.4.12 Work Center Supervisorsa. Accept custody and accountability for work center PEMAs.
b. Provide technical data indoctrination training to work center personnel per the Maintenance
In Service Training NAMPSOP per 10.1.4.7. Training will include:(1) Responsibilities for using only approved technical data
(2) TPDR procedures(3) PEMA procedures, to include responsibility to utilize PEMAs for work-related functions
only, PEMA inspection procedures, and storage and security requirements when not in use
c. Return non-operable PEMAs to the CTPL Manager as soon as discovered.
d. Maintain technical data in the work center only if authorized to do so, and only in thequantity required to accomplish work center responsibilities.
e. Submit requests for technical data to the CTPL.
f. Inform the CTPL when technical data held by the work center is no longer required.
10.8.4.13 Maintenance Techniciansa. Only use authorized and current technical data.
b. Report problems with technical data to the Work Center Supervisor.
c. Thoroughly inspect PEMAs for missing or loose parts prior to starting and on completion ofeach task, and prior to entering or leaving the flight deck or flight line. If parts are missing,
immediately inform the Work Center Supervisor.

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d. Only use authorized cleaning and sealing compounds on PEMAs.
NOTE: Unauthorized sealants and cleaners may void the PEMA manufacturer’s warranty.
10.8.4.14 Depot Fleet Readiness Center (FRC) Procedures
10.8.4.14.1 Each Depot FRC will maintain a Central Technical Publications Library (CTPL), andas many dispersed libraries, satellite libraries, and library service areas as required, based on its sizeand organizational construct. All dispersed library functions will be under the direct control of theCentral Technical Publications Library (CTPL).
10.8.4.14.2 The CTPL will:a. Coordinate and manage the Depot FRCs TM functions, to include:(1) Analysis of TM requirements(2) Procurement, receipt, and distribution of documents to all local and off-site locations(3) Security compliance(4) Maintain and update of all TM held by the Depot(5) Review audits for repeat discrepancies, identify trends, and take action to prevent
reoccurrence
b. Maintain a Transaction File, in digital or paper format in accordance with the NA 00-25-100,
WP 13 01.
10.8.4.14.3 Depot Training. Personnel assigned to a CTPL, or dispersed, or satellite technicallibraries must receive indoctrination and follow-on training in library operation, as necessary. The
CTPL supervisor is responsible for developing a written training plan. Training of DTPL librarians
is the responsibility of the CTPL librarian or the appropriate Depot Departments. DTPL librarian
training will be provided quarterly or as required to indoctrinate the new librarian or to facilitate thepassing of new information.
a. Minimum Depot CTPL training will include:(1) General library operations(2) Types of libraries(3) Processing Changes and Revisions(4) Weekly Interim Rapid Action Change or TM Tracker Message(5) Technical Directives (TDs) including Local Engineering Directives (LEDs)(6) Weekly Summary of Issued TD Message(7) Naval Logistics Library (NLL) publication requisitions(8) ELMS/TMAPS

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(9) Auditing(10) TPDRs(11) JDRS(12) Technical Data Management Information System(13) ETM or IETMs(14) PEMAs(15) Technical Order Distribution Office(16) Enhanced Technical Information Management System(17) Joint Engineering Data Management Implementation Control System (JEDMICS)/F/A18 CITRIX(18) Joint Technical Data Integration (JTDI) or Joint Knowledge Caching Servers (JKCS)(19) Engineering Drawings(20) Local processes International Standards Organizationb. Minimum Depot DTPL training will include:(1) Accessing technical manuals(2) Downloading or printing manuals for a one time use(3) How to check out and return technical manuals from your DTPL
(4) JDRS(5) Technical Directives (including LEDs) & Management Procedures(6) Engineering Drawings(7) JEDMICS/CITRIX(8) IHS (Haystacks)(9) Uncontrolled Technical Datac. Follow-on training will be conducted as required and may include:(1) Training received during all types of inspections(2) Training conducted by the Technical Publication Specialist(3) Team Fleet Library Management Training Review & Working Group(4) Technical Publications Library Information Sheets(5) On the Job Training (OJT)

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(6) Locally developed formal training
d. Artisans and Shop or Work Center Supervisors will receive end-user training in the usage oftechnical libraries, local digital data delivery systems, JEDMICS, IETMs or other data delivery
methods, as required.
e. Completed training will be documented via the command’s official Training Management
System of Record.
NOTE: Information on formal schools may be obtained from Center for Naval Aviation
Technical Training Unit (CNATTU). For quota information, utilize the Catalog ofNavy Training Courses (CANTRAC) or Enterprise Navy Training Reservation
System (eNTRS) at the Corporate Enterprise Training Activity Resource System(CeTARS) website site(https://main.prod.cetars.training.navy.mil/cetars/training.html). Attending
CNATTU ATPL course (Course C-555-0007) is optional for civilian and contractor
personnel.
10.8.4.15 Depot FRC Technical Directives Managementa. Each Depot FRC activity must develop and document their processes and procedures for
managing, tracking, and documenting TDs per paragraph 10.10, and NAVAIR 00-25-100, WP 013
01.
b. On receipt of a TD, the CTPL librarian must apply the control stamp (which will include thedate received) to those TD copies received. TDs may be received via Defense Messaging System,
automatic distribution from NATEC, from the weekly TD tracker messages or as LEDs from the
FST, cancelled LEDS from the program Integrated Product Teams or LEDs from external sources.
c. Implement a process to track and control TDs, such as workflow management system.
d. Route a copy of the TD to the appropriate Depot FRC section in accordance with local
procedures for review of the TD for applicability to assigned equipment. This may necessitate useof other work centers within the activity, i.e. supply, Hazardous Material (HAZMAT), etc.
e. Once applicability of the TD has been determined, the CTPL will distribute applicable copies
to work centers identified by the local procedures for the purpose of requisitioning required material
or compliance.
f. A master file copy of the TD will be filed in the CTPL either in paper or in electronic format.
Distribution information will be recorded as to location of issued TD copies in the ELMS program
or locally managed system.
g. Positive control must be maintained by the CTPL, as often TDs will be issued as
Amendments, Revisions, etc.
h. When TD copies are returned, the CTPL librarian will dispose of them in accordance withlocal procedures established for disposal of unclassified TMs.

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i. On receipt by the CTPL, the Weekly Summary for Issued TDs message should be processed
and retained for reference for a period of six months. The file of TD summaries may be retained ineither paper or digital format.
NOTE: Depot FRC work centers may hold copies of TDs considered to be ongoing or until all
applicable aircraft or components have been completed. The NATEC ELMS
Program record for return copies must be wiped from the database if the TD had
been entered.
10.8.4.16 Depot FRC Audit Requirements
10.8.4.16.1 Annual and Turnover Audits. The QA Specialist monitor must complete theComputerized Self Evaluation Checklist (CSEC) for the CTPL annual and turnover audits. Only
those manuals and metadata assigned to Work Center 04A must be inspected. The 04A libraryconsists of all the publications that the CTPL directly manages. This includes dispersed libraries
where there is no assigned dispersed librarian. Activities are encouraged to expand on the audit
requirements to meet individual needs.
10.8.4.16.2 DTPL Semi-annual Audit. The CTPL manager with the assistance of assigned QA
personnel as required must complete the CSEC for the semi-annual dispersed library audits. These
audits may be conducted more often as directed by higher authority. The CTPL must review
dispersed library audit results prior to each semi-annual audit for repeat discrepancies. Additional
items may be reviewed at the discretion of the CTPL.
10.8.4.16.3 Annual Audit. Audits of the CTPL must be conducted by a SME, or at designatedrepresentative at the Depot FRC facilities, to ensure manuals and TDs used by the activity are upto-date. As a minimum, the Annual Audit must consist of the following:
NOTE: When an annual CTPL audit is performed, only those manuals and other technicaldata physically maintained in the CTPL work center will be inspected.
a. A complete wall-to-wall inventory of all CTPL publications held within the CTPL and all
DTPLs, satellite, and library service area (LSA) must be conducted whenever the CTPL Librarian isreplaced or when directed by higher authority.
b. All manuals must be verified that they are properly stamped, arranged properly, andidentification strips in binder spines are correctly annotated.
c. Perform the audit function in ELMS. The audit function compares the activity database
contents to the latest information in TMAPS.
d. Requisition any manuals or changes necessary to update the CTPL.
e. Compare the verified or corrected work center list to the current copy of the activity’s ADRL
and update the record in ELMS as necessary.
f. Complete CSEC.
10.8.4.16.4 Semi-annual Audit. The CTPL or designated representative will perform a semiannual Audit on all DTPL, satellite libraries and LSA operations. If the CTPL is not available,

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Quality Assurance/Depot FRC manager personnel will perform the audit. Additional audits will be
conducted when directed by higher authority, a new Work Center Supervisor and dispersed,
satellite libraries, or LSA librarian is assigned. Dispersed library audit results with copies of theannotated audit inventory list must be retained by the CTPL in work center order, for two
consecutive audits (one year) and must be reviewed for repeat discrepancies. As a minimum, theSemi-annual Audit must consist of the following:a. A complete inventory of all DTPL publications media, which include TMs contained on
PEMAs using the ELMS Work Center Listing as the primary inventory tool. Discrepancies
identified on the Work Center Listing or must be annotated with the error and corrected as they aredetected.
b. Reproduced pages of manuals properly controlled and disposed of.
c. Manuals and media properly stored and readily available to the user.
d. Review Part 2 of CECRs against manuals.
e. IRACs properly handled to include properly placed in manuals, i.e., directly behind the TM
title page and in IRAC number order.
f. For manuals media on CD-ROM, affix adhesive label to the CD case, annotated with thefollowing information: The NAVAIR publication number to which the IRAC applies and themessage number. Maintain the IRAC on file until receipt of the superseding CD. The informationon the adhesive label should be legible and positioned to allow for additional updates as they occur.
g. Work center audit listing.
h. Page check of DTPLs, Satellite libraries, or LSAs publications. Fifty percent of publications
held are to be page-checked during each semi-annual audit. This will ensure that all manuals havebeen page checked during any calendar year.
i. For electronic media, such as JTDI or JKCS Server, perform access verification to ensure allhands are able to search and find applicable manuals at a reasonable time.
NOTE: Additional items may be reviewed at the discretion of the CTPL.
10.8.4.16.5 Turnover Audit. Turnover Audits of the CTPL must be conducted by a SME on librarymanagement to ensure that the manuals and TDs used by the activity are up-to-date. A Turnover
Audit will consist of a completed wall-to-wall inventory of publications held within the CTPL andall DTPLs, satellite libraries, or LSAs. The audit must be conducted whenever one of the following
events occurs: the CTPL librarian is replaced or any change in mission or deck load or aircraft
assignment. As a minimum, the Turnover Audit must consist of the following:a. A complete inventory of all CTPL publications media which include TMs contained on
PEMAs using the ELMS Work Center Listing must be annotated with the error and corrected asthey are detected.
b. All manuals must be verified that they are properly stamped, arranged properly, andidentification strips in binder spines are properly annotated.

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c. Perform the audit function in ELMS. The audit function compares the activity database
contents to the latest information in TMAPS.
d. Requisition any manuals or changes necessary to update the CTPL.
e. Compare the verified or corrected work center list to the current copy of the activity’s ADRL
and update the record in ELMS as necessary.
f. Complete CSEC (COMNAVAIRFORINST 4790.2).
10.8.4.16.6 Weekly Audit. The ELMS Library Audit function must be performed weekly. The
Library Audit function in ELMS compares database contents to the latest information in TMAPS.
In ELMS, discrepancies are indicated by anything other than a normal Adobe icon. The Weekly
ELMS Library Audit must consist of the following:a. Perform the library audit function in ELMS.
b. Research and requisition any manuals or changes necessary to update the CTPL ELMS
Program.
c. Perform the ELMS PEMA audit function.
d. Research and requisition any manuals or changes necessary to update the CTPL ELMS
Program.

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4790
Ser N42/123
18 May 2021
From: Maintenance Officer, Strike Fighter Squadron ONE TWO THREE
To:
Commander, Strike Fighter Wing
Subj: LOCAL MAINTENANCE REQUIREMENT CARD (LMRC) FOR FA-18E CHAFF
DISPENSER, P/N 123456789-10
Ref:(a) COMNAVAIRFORINST 4790.2D

Encl: (1) VFA-123 LMRC number PK3-01-600-33-6-2, FA-18E CHAFF DISPENSERPREVENTIVE MAINTENANCE
1. Per reference (a), enclosure (1) LMRC is submitted for Wing approval.
2. Justification of need: FA-18E Chaff Dispensers are often stored uninstalled for long periods
after deployment, and it is not unusual to find corrosion on a dispenser’s electrical connections
when preparing the dispenser for first use after deployment. Enclosure (1) LMRC directs a 28-day
PM to inspect uninstalled dispenser electrical connections for corrosion and treat as necessary.
3. This LMRC has Fleet-wide application for all uninstalled FA-18 chaff dispensers.
4. VFA-123 POC: AMEC Scott Barefoot, phone (123) 456-7899, DSN 456-7899, email:aero.professional@navy.mil.

R. T. TAYLOR
By direction

Figure 10.8-1: Local Maintenance Requirement Card (LMRC) Submission Letter (Example)

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10.9 Naval Aviation Maintenance Discrepancy Reporting Program (NAMDRP) (NAMPSOP)
10.9.1 Referencesa. CNAF M-3710.7, NATOPS General Flight and Operating Instructions.
b. OPNAVINST 3750.6, Naval Aviation Safety Management System.
c. NAVAIRINST 4423.12, Assignment and Application of Uniform Source, Maintenance andRecoverability Codes.
d. OPNAVINST 5102.1, Navy and Marine Corps Mishap and Safety Investigation, Reporting,and Record Keeping Manual.
e. OPNAV M-8000.16, The Naval Ordnance Management Policy (NOMP) Manual.
f. SECNAVINST 4855.3, Product Data Reporting and Evaluation Program.
g. DLAR 4155.24/SECNAVINST 4855.21, Product Quality Deficiency Report Program
h. DTR 4500.9-R, Defense Transportation Regulation, Part II - Cargo Movement.
i. NAVSUP Publication 485, Naval Supply Procedures.
j. NAVSUP Publication 723, Navy Inventory Integrity Procedures.
k. OPNAVINST 4790.15E, Aircraft Launch and Recovery Equipment Maintenance Program(ALREMP).
l. NAVAIRINST 4855.1, Corrective and Preventive Action Process Instruction
m. NAVAIRINST 4855.2, Supplier Performancen. SUSTAINMENT OPERATING INSTRUCTION (SOI) 1514.02, F-35 Program Problem
Reporting and Resolution Instructiono. Defense Logistics Manual (DLM) 4000.25, Volume 2, Chapter 17, Supply Discrepancy
Reporting10.9.2 Introduction
10.9.2.1 The Naval Aviation Maintenance Discrepancy Reporting Program (NAMDRP) establishes
requirements for reporting deficiencies that impact naval aviation aircraft and equipment due tosubstandard materials, workmanship, and technical publications.
NOTE: Activities operating or maintaining F-35 aircraft will follow the discrepancy
reporting procedures and processes outlined within the F-35 Joint Program Officer
Sustainment Operating Instruction (SOI) 1514.02 Problem Reporting and
Resolution.
10.9.2.2 NAMDRP establishes policy for Aircraft Delivery Deficiency Reports (ADDR),
Acceptance Inspection Deficiency Reports (AIDR), Baseline Trouble Reports (BTR), Hazardous
Material Reports (HMR), Product Quality Deficiency Reports (PQDR), and Technical Publication

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Deficiency Reports (TPDR). NAMDRP also directs policy for Engineering Investigations (EI) to
determine the cause of material discrepancies that impact the airworthiness of aircraft or the safetyof aircrew or maintenance personnel.
10.9.2.3 In combination with other policy directives, NAMDRP provides for the reporting of thefull spectrum of discrepancies that affect naval aviation maintenance. NAMDRP directly supports
the objectives of SECNAVINST 4855.3 Product Data Reporting and Evaluation Program.
NAMDRP also supports the discrepancy reporting of OPNAVINST 8000.16 Naval OrdnanceManagement Policy, NAVSUP Publication 723 Navy Inventory Integrity Procedures, and Defense
Transportation Regulation 4500.9 cargo transportation policy.
10.9.2.4 Commander, Fleet Readiness Centers, Quality Management Group (COMFRC, QMG) is
the program manager for PQDRs, AIDRs, and ADDRs. Fleet Support Team (FST) Engineering
Fleet Readiness Center (FRC) East is the program manager for HMRs and EIs. COMFRCTechnical Data Department is the program manager for TPDRs. NAWCAD Air Systems Logistics
Product Customer Service Branch is the program manager for BTRs.
10.9.3 Deficiency Report (DR) Procedures
10.9.3.1 Generala. Category 1 (CAT 1 or CAT I) DRs are used to describe deficiencies, discrepancies, anddefects that create a safety risk that could result in death or injury to personnel, risk of damage to orloss of aircraft, equipment, or facilities. Category 2 (CAT 2 or CAT II) DRs are used to describe
deficiencies, discrepancies and defects that do not create a safety risk or potential for damage, but
do pose a risk to the quality of maintenance and operational readiness.
b. Deficiency reports do not fulfill the requirement for submitting a Hazard Report per
OPNAVINST 3750.6 on conditions that can cause injury, illness, or death to personnel; damage toor loss of a system, equipment or property; or damage to the environment. Commands are required
to submit a separate OPNAVINST 3750.6 Hazard Report when the incident or discrepancy meetsthe intent of both instructions.
NOTE: DRs related to mishaps must not contain privileged information. Refer to
OPNAVINST 3750.6 for restrictions.
c. Deficiency reports on suspected or known material defects will not be submitted with thephrase “Submitted for Tracking, Trending, or for Informational Purposes Only”. The FST or
Quality team will determine required action based on their review of the deficiency. It will beassumed an investigation will take place, unless the FST or Quality Team closes the investigation,
via a Closing Report or Response, to include instructions for disposition of the exhibit (ifapplicable).
d. The Joint Deficiency Reporting System (JDRS) website (https://jdrs.mil) will be used tosubmit ADDR, AIDR, BTR, HMR, PQDR (CAT I and II only), and TPDR. JDRS enables thecreation, transmission, and tracking of DRs. JDRS automatically routes reports to assigned Fleet
Support Team (FST), Quality Teams, and other concerned activities, based on the report typesubmitted and the FST, Quality Team, and Software Product Team (SWPT) selected via the

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Support Team Points of Contact (STPOC) ST Lookup tool. Activities can receive reports, request
other information, and conduct technical dialog with the originator, exhibit holding activity, FSTEngineer, and Quality Teams within JDRS.
e. Conventional Ordnance Discrepancy Reports (CODR) and Explosive Event Reports (EER)
will be submitted via the All Weapons Information System (AWIS) website(https://awis.navair.navy.mil/AWIS/index.asp). Explosive Mishap Reports (EMR) will be reported
to Risk Management Information (RMI) via the Air Force Safety Automated System website(https://afsas.safety.af.mil/).
f. Supply Discrepancy Reports (SDR) will be submitted via the Product Data Reporting and
Evaluation Program Automated Information System (PDREP AIS)
(https://www.pdrep.csd.disa.mil/#).
g. Transportation Discrepancy Reports (TDR) will be submitted via USTRANSCOM public
website (https://www.ustranscom.mil/).
h. Corrections to aircraft NATOPS or tactical manuals will be reported per CNAF M-3710.7.
i. Corrections to non-technical references, such as command instructions and notices, will bereported to the issuing command.
j. Source, Maintenance and Recoverability (SM&R) code discrepancies and change
recommendations will be submitted per NAVAIRINST 4423.12.
NOTES: 1. When JDRS is not accessible, CAT I and CAT II DRs will be transmitted bynaval message in the format shown in the HMR Report Message Template (Figure10.9-1), Category 1 Technical Publication Deficiency Report (Figure 10.9-2) or
Baseline Trouble Report Message (Figure 10.9-3). Priority precedence will be used
for CAT I DR messages. Routine precedence will be used for CAT II messages.
2. If the FST, Quality Team, or SWPT cannot be determined, contact the JDRS
Clearinghouse Representative via JDRS using the Technical Dialog tool or the“Help Menu”, under the “Contract Us” link.
3. Uploading classified information or images to AWIS, JDRS, or PDREP AIS
websites is strictly prohibited.
10.9.3.2 Report Control Number (RCN)The originating activity must assign a RCN to each DR in the following format:
a. Element (1) – Service Designator Code (N, V, or R) of the originating activity.
•

Use “N” for Navy and Marine Corps aviation non-deploying units.

•

Use “V” for Navy and Marine Corps Aviation Atlantic Fleet operating forces.

•

Use “R” for Navy and Marine Corps Aviation Pacific Fleet operating forces.

b. Elements (2) through (6) – DODAAC/UIC of the originating activity, for example, 54056.

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c. Elements (7) and (8) – Calendar Year, for example, 10.
d. Elements (9) through (12) – Locally assigned control numbers (numeric only), sequentiallynumbered throughout the calendar year without regard for type of report. For example, the firstreport of the year is an AIDR assigned control number 0001; the second report is an HMR
assigned control number 0002; the third report is another AIDR assigned control number 0003;
the fourth report is a TPDR assigned control number 0004.
NOTE: The RCN or message report Date Time Group (DTG) must be referenced on all
correspondence.
10.9.3.3 Aircraft Delivery Deficiency Report (ADDR)
a. ADDRs are submitted by Depot FRCs to document deficiencies associated with inadequate
periodic maintenance (PM) found by Depot FRC Aircraft Examiners during rework, modification,
Planned Maintenance Interval (PMI), Integrated Maintenance Concept/Program (IMC/P), or longterm storage where the Depot FRC has accepted custody.
b. ADDRs will be sent to the squadron that inducted the aircraft.
c. The initial ADDR (including zero deficiency responses) must be submitted via JDRS within
20 calendar days of completion of the initial evaluation. Initial ADDRs will include detailed
descriptions of material condition, corrosion discrepancies, associated O-level periodic maintenanceand requirements, and focus area lists (as applicable). The Depot FRC will upload a picture of thediscrepancy that has a “2” as the second digit of the MAL Code (Exfoliation) and any MAL Codethat has the third digit as a “3” or “4” (Severe or Flight Critical).
d. Depot FRC must submit supplemental ADDRs within 30 calendar days of completion of the
Depot event. Supplement ADDRs are a continuation of the initial ADDR report and uses the same
RCN as the initial ADDR. Add “Supplemental” to the title in block 6, and continue numberingfrom the deficiencies on the initial ADDR. Supplemental ADDRs will include a MaintenanceRequirement Card (MRC) Deck or Interactive Electronic Technical Manual (IETM) Special
Inspection correlation and turnaround and material costs summary, man-hours, engineering hours,
and corrective actions taken by the originator. Remarks must contain details that clearly identify
the problem, corrective actions, and parts required.
e. ADDRs will be submitted via the JDRS website.
10.9.3.4 Acceptance Inspection Deficiency Report (AIDR)
a. An AIDR must be submitted for all newly manufactured, modified, or newly reworked
aircraft, including Planned Maintenance Intervals (PMI) and other scheduled Depot events.
b. AIDRs will only list those deficiencies attributed to the manufacture, modification, or
rework processes. Discrepancies not directly pertaining to the quality of rework, manufacture, or
not covered in the negotiated work package or rework specification will not be reported in an
AIDR.

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NOTES: 1. An AIDR is required even if no deficiencies attributable to manufacturing,
modification, or rework processes are found. In this case, no deficiencies will belisted, and JDRS will auto-default to a “No Deficiency Noted, AIDR”.
2. An AIDR is not required for Depot In-Service Repairs (ISR). Document
discrepancies with ISR work on a Field Maintenance Team Feedback Report per
local instructions.
3. Do not use an AIDR to report equipment shortages, ferry or shipping damages,
or deterioration during pool storage. Contact the providing activity for resolution.
4. Malfunction Code “174” will be used on AIDRs, Work Order (WOs), andMaintenance Action Forms (MAFs) related to AIDR deficiencies.
c. AIDRs (including No Deficiencies Noted reports) will be submitted via the JDRS website
within 5 calendar days after completion of the acceptance inspection functional check flight. If nofunctional check flight is required, the AIDR will be submitted within 5 calendar days after
completion of the acceptance inspection. The AIDR will include discrepancies noted by the ferry
aircrew, if attributable to manufacture, modification, or rework process.
NOTES: 1. Manufacturing, modification, or rework process deficiencies found within 30
calendar days of the initial AIDR will be reported on a supplemental AIDR using a
new RCN. Add “Supplemental” to the title in block 6; i.e., change from Initial
AIDR to Supplemental AIDR.
2. Components or parts deficiencies discovered during initial acceptance of newly
manufactured, modified, or reworked aircraft must also be reported on a PQDR per
paragraph 10.9.3.4. The PQDR will be referenced in block 3B of the AIDR.
d. AIDR for aircraft that were reworked, modified, or stored by a Depot Fleet Readiness Center(FRC Southwest, FRC Southeast or FRC East) will be submitted to the Depot FRC AIDR Quality
Team. Refer to the JDRS ST Look-up tool: Under Aircraft T/M/S, select “Lower Level” and thenselect “ORGANIC” Screening (NAVAIR Reworked).
e. AIDR for aircraft that were manufactured, stored, or modified by an Original Equipment
Manufacturer (OEM) or commercial contractor will be submitted to the Commercial AIDR Quality
Team. Refer to the JDRS ST Look-up tool: Under Aircraft T/M/S, select “Lower Level” and thenselect “COMMERCIAL” Screening (New or COMM Reworked).
f. AIDR remarks must include detailed descriptions of defects, corrective actions taken by theoriginator, and any parts involved. Each AIDR deficiency will be categorized as Critical, Major, or
Minor, using the following guidance:(1) Critical: Defects that create a hazardous or unsafe condition with risk to the
airworthiness of the aircraft or the safety of personnel.
NOTES: 1. Critical Deficiencies on components or parts discovered defective during initialacceptance of newly manufactured, modified, or newly reworked aircraft must also

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be reported as a CAT I PQDR per paragraph 10.9.3.9. The PQDR will bereferenced in Block 3B of the AIDR.
2. Critical Deficiencies in systems, for example, fuel system or hydraulic system
contamination, FOD, or logbook errors are Critical in nature and will be
documented as a Critical deficiency without a CAT I PQDR submitted.
(2) Major: Defects that are not an airworthiness or safety risk, but do materially reduce theoperational capability of the aircraft.
(3) Minor: Defects that do not materially reduce operational capability of the aircraft, but
do depart from established quality standards.
10.9.3.5 Baseline Trouble Report (BTR)
a. BTR will be submitted for Naval Aviation Logistics Command Management Information
System (NALCOMIS) Optimized Organizational Maintenance Activity (OOMA) baseline
deficiencies that prevent the issuance of Work Order (WOs) for inspections, Technical Directives(TDs), or unscheduled maintenance against aircraft or tracked components. Baseline deficiencies
include:(1) Wrong work unit code (WUC) to CAGE or part number (P/N) relationship(2) Items with no WUC(3) Incorrect removal intervals for life limited components(4) TDs not in the baseline(5) Incorrect inspections intervals for an aircraft or tracked component, such as aircraft
armament equipment, mission mounted equipment, and aerial refueling storesb. BTRs are submitted via the JDRS website. When JDRS is not accessible, BTRs will be
submitted by priority naval message, addressed to the Baseline Help Desk COMFRC FST HQ
Technical Data Department with info copy to COMNAVAIRFOR (N421) and the appropriate TypeWing, per the Baseline Trouble Report Message (Figure 10.9-3).
10.9.3.6 Conventional Ordnance Discrepancy Reports (CODR), Explosive Event Reports(EER), and Explosive Mishap Reports (EMR)
NOTE: Refer to OPNAVINST 5102.1 and OPNAV M-8000.16 for the authoritative policy on
submitting CODRs, EERs, EMRs and ordnance-related PQDRs.
a. CODRs report incidents where ordnance or weapon systems fail to function per the design or
intent of the system and result in no property damage or injury. This includes improper storage,
explosives, ammunition, explosive systems, or devices, including weapon systems components thatcome in direct contact with the ordnance (e.g., ammunition, explosives, missiles) and AWSE or
Ordnance IMRL items used to manufacture, fire, handle, test, load, deliver, store or transportordnance. CODRs will be reported and monitored via the All Weapons Information System(AWIS) website (https://awis.navair.navy.mil/AWIS/index.asp).

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b. EERs report accidents or incidents involving conventional ordnance, ammunition,
explosives, explosive systems and devices resulting in an unintentional detonation, firing,deflagration, burning, launching of ordnance material (including all ordnance impaction off range),leaking or spilled propellant fuels and oxidizers (less OTTO fuel II), or chemical agent release.
This pertains to all events that do not meet the severity classification of a Class A, B, or C mishap
per OPNAVINST 5102.1. EERs will be reported and monitored via the All Weapons Information
System (AWIS) website (https://awis.navair.navy.mil/AWIS/index.asp).
c. EMRs report accidents and incidents defined as explosive mishaps which meet a severity
classification of class A, B, or C per OPNAVINST 5102.1. EMRs will be reported using Risk
Management Information (RMI), even if an ordnance system works as designed, and human error
contributed to an incident or accident. Any explosive event not meeting one of these severity
classifications will be reported as an EER. EMRs will be reported to Risk Management
Information (RMI) and monitored via the Air Force Safety Automated System website(https://afsas.safety.af.mil/).
d. Ordnance PQDRs will be submitted via the JDRS website (https://jdrs.mil), per theprocedures of 10.9.3.9.
NOTE: If a Weapons Department is receiving AWSE maintenance support from an I-level
activity, the Weapons Department and I-level activity will provide each other with acopy of submitted AWSE DRs.
10.9.3.7 Engineering Investigation (EI)
a. An EI is a physical examination of discrepant material conducted by the designated Fleet
Support Team (FST) to determine the root cause of defects and deficiencies.
b. Deficient material reported via HMR or PQDR (CAT I or II) is automatically considered for
an EI. Activities may also submit an EI (CAT I or CAT II) request for the following reasons:(1) To support investigations of material associated with aircraft or grand mishaps, lightning
strikes, electromagnetic interference, and stray voltage problems(2) To investigate a component rejected by the Navy Oil Analysis Program (NOAP) after all
authorized repairs are attempted(3) To support the mandatory investigation requirements of Activated Aircraft Emergency
Egress Systems per OPNAVINST 3750.6(4) When aircraft readiness is seriously impaired due to poor material reliability (including
Support Equipment)(5) When directed by higher authority.
c. The FST engineer for the discrepant material or equipment is responsible for determining
whether an EI will be conducted, closed with a final response, or closed administratively.
d. Refer to paragraph 10.9.4 for EI material handling procedures.

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10.9.3.8 Hazardous Material Reports (HMR)
a. HMRs will be submitted on any material deficiency, which, if not corrected, could result indeath or injury to personnel, or damage to or loss of aircraft, equipment, or facilities.
NOTE: An HMR must be submitted regardless of how or when the discrepant condition was
detected.
b. All HMRs are considered Category 1 safety discrepancies and must be submitted within 24
hours of discovery of any of the following conditions:(1) Malfunction or failure of a component, which, if not corrected, could result in death or
injury to personnel, or damage to or loss of aircraft, equipment, or facilities.
(2) A configuration deficiency in aircraft, engines, support equipment (SE), or componentsthat creates a safety hazard.
(3) A design flaw that allows incorrect installation of parts resulting in possible system
malfunction or failure.
(4) In-flight or ground loss of aircraft parts (things falling off aircraft (TFOA)) in which
maintenance or material factors are involved.
c. HMR material will be processed in accordance with paragraph 10.9.4.
d. HMRs are submitted via the JDRS website.
NOTES: 1. When JDRS is not accessible; HMR will be reported by priority precedence
message, within 24 hours of discovery, using the HMR and PQDR Message
Template (Figure 10.9-1).
2. For HMR incidents where lack of training or improper training in maintenanceprocedures is a contributor to the discrepancy or incident, the Center for Naval
Aviation Technical Training Unit, Pensacola, FL will be included in the “info” blockof the HMR PLA: CENNAVAVNTECHTRA PENSACOLA, FL.
3. Things falling off aircraft related to Aircraft Armament System (AAS) parts orcomponents will be dual-reported as an HMR per this instruction and a CODR per
OPNAVINST M-8000.16.
4. Due to DOD service differences in JDRS terminology, an HMR is submitted in
JDRS as a “CAT I EI with HMR intent.”
10.9.3.9 Product Quality Deficiency Report (PQDR)
NOTE: PQDRs directly support SECNAVINST 4855.3, Product Data Reporting and
Evaluation Program (PDREP) objectives.
a. PQDRs will be submitted for new or newly reworked material, products, and software with
deficiencies attributable to the use of poor quality material, or substandard workmanship by the
supplier, contractor, or rework facility. The deficiency must have been discovered during receipt

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inspection or during the initial installation, initial operational check, or first flight with the material
installed. PQDRs will also be submitted for materials that fail prematurely during the specified
warranty period and for materials manufactured or maintained under a Performance Based Logistics(PBL) or Contract Logistics Support (CLS) contract.
NOTES: 1. New material is defined as material procured under contract from a commercial
or government source, or manufactured by a Depot. Material is considered new for
PQDR purposes until it has been proven in actual operation.
2. Newly reworked material is defined as material which has been overhauled,rebuilt, repaired, or modified by a Depot or commercial activity. Material will beconsidered newly reworked for PQDR purposes until it has been proven during
actual operation.
3. Warranted material is considered new for PQDR reporting purposes until
warranty expiration.
4. Deficiencies that impact safety and are discovered after initial use will bereported as a CAT I EI (with the HMR indent checked). If safety is not an issue but
an EI is considered necessary, submit a CAT II EI request.
5. PQDRs will not be submitted for material repaired by an I-level activity.
Defective material received from an I-level activity will be returned to Supply as a
Y-Code action, and will be investigated by the repairing I-level activity’s Quality
Assurance (QA) per Chapter 7 procedures.
6. Material suspected of being counterfeit will be reported on a PQDR, regardlessof the cost of the material. Annotate the “Suspect Counterfeit” intent box and enter“Suspect Counterfeit” in the description (Block 3B) and include a clear and concise
description of the defect. Enter code 766 (Specification, Out of) in block 3C
Malfunction Defect Code.
7. Technical Directives (TD) must be issued to recall and inspect quality deficientcomponents per NAVAIRINST 5215.12. JDRS will not be used to recall quality
deficient components.
8. Do not submit PQDRs for materials in TD Modification Kits found defective
during installation. TD Modification Kit deficiencies will be reported to the TD
Modification Kit manager specified in the TD.
9. Foreign Military Sales (FMS) PQDR will be submitted to NAVSUP WSS as a
Supply Discrepancy Report (SDR). If appropriate, NAVSUP WSS will convert the
SDR to a PQDR and forward it to the applicable NAVSEA or NAVAIR Screening
Point for review and further processing.
b. CAT I PQDRs will be submitted for quality deficiencies with the potential to cause death,injury, or severe occupational illness; loss of or major damage to a weapons system; critically
restrict combat capabilities; or result in a production line stoppage at original equipment
manufacturer (OEM), contractor, and depot manufacturing and rework facilities. Discrepancies that
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potentially impact a safety critical characteristic on a product specified as a critical safety item
(CSI) will be categorized as a CAT I PQDR. Discrepancies with CSIs that do not impact safety
will be categorized as CAT II PQDR.
c. CAT II PQDR will be submitted for quality deficiencies that do not affect safety or impair
combat efficiency.
d. PQDR submission procedures:(1) Submit PQDRs via the JDRS website.
(2) Submit a CAT I PQDR within 24 hours of discovery. Submit a CAT II PQDR within
three calendar days of discovery.
NOTE: If JDRS is unavailable, report CAT I PQDRs by priority precedence message per the
HMR and PQDR Message Template (Figure 10.9-1) within 24 hours of discovery.
(3) Verify the last rework activity and the manufacturer information is correct. Upload a
copy of the Ready for Issue (RFI) tag or the Certificate of Conformance, the original Issue Release
or Receipt Document Number (DD Form 1348-1A), and the contract number (if applicable) into
JDRS. Additional support documentation may also be uploaded, such as photographs, test reports,
and other pertinent data. Write the PQDR RCN on all uploaded documents.
NOTE: Failure to submit the RFI tag or Certification of Conformance, the original Issue
Release or Receipt Document Number (DD Form 1348-1A), and the contract number(if applicable) may result in premature record closure without an investigation being
performed and/or loss of credit for the defective material.
(4) For Depot Level Repairable (DLR) material, include the supporting Supply Department
points of contact as information addressees.
(5) Process PQDR material exhibits per paragraph 10.9.4.
10.9.3.10 Supply Discrepancy Report (SDR)
NOTE: Refer to DLM 4000.25, Chapter 17 vice NAVSUP Publication 723 for theauthoritative policy on submitting SDRs.
a. SDRs are used to report discrepancies related to incorrect packaging, preservation, marking,handling, overage, shortage, expired shelf life, or misidentified material attributable to the supplierof the material (including U. S. Government and commercial sources).
b. SDRs are submitted via the Product Data Reporting and Evaluation Program AutomatedInformation System at (https://www.pdrep.csd.disa.mil/).
10.9.3.11 Technical Publications Deficiency Report (TPDR)
a. TPDRs will be submitted to correct deficiencies in Maintenance Requirement Cards (MRC),
Checklists, Shop Process Cards, Maintenance Instruction Manuals (MIM), Interactive Electronic
Technical Manual (IETMs), Weapons or Stores Loading Manuals, Conventional or Nuclear

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Weapon Checklists, Stores Reliability Cards (SRC), Illustrated Parts Breakdown (IPB), andTechnical Directives (TD).
NOTES: 1. NAVAIR Fleet Support Teams (FST) will use the JDRS Fast Track TPDR tocorrect deficiencies and to initiate changes to technical publications under theirengineering authority, for example to incorporate new data, such as TD changes.
2. TPDR are not used to report problems with instructions or notices.
3. Conflicts between procedures in technical publications and HAZMAT or
HAZWASTE Environmental Compliance Regulations must be reported to the FST
on an environmental report, HMR, or TPDR with the Fleet Readiness Center
Southeast (FRCSE) (Code 4.3.4) and Aircraft Controlling Custodian (ACC) or Type
Commander (TYCOM) as information addressees.
4. Recommendations for improvements (vice corrections) to procedures in technicalpublications are reported by letter to the applicable Fleet Support Team (FST).
5. Discrepancies in aircraft NATOPS manuals are reported per CNAF M-3710.7.
b. CAT 1 TPDRs will be submitted on safety related technical publication deficiencies that
could result in death or injury to personnel, or damage to or loss of aircraft, equipment, or facilities.
Submit CAT 1 TPDRs to the JDRS website (or via Interactive Electronic Technical Manual (IETM)JDRS interface, if available) within 24 hours of discovery. If JDRS is unavailable, CAT 1 TPDRs
will be submitted by naval message on a Category 1 Technical Publication Report (Figure 10.9-2),
with NATEC SAN DIEGO CA as an addressee.
c. CAT 2 TPDRs will be submitted for non-safety related technical publication deficiencies thatcause maintenance delays of 8 hours or more. All non-safety related measurement value
discrepancies, such as position sensitive indicator, rate of flow, torque values, or electrical readings
will be submitted as a CAT 2 TPDR. List of Effective Pages errors will be reported as CAT 2
TPDR. In addition, P/N discrepancies causing a maintenance delay of 8 hours or more will be
submitted as a CAT 2 TPDR.
d. CAT 3 TPDRs will be submitted for non-safety related technical publication deficiencies
that cause maintenance delays of less than 8 hours. In addition, P/N discrepancies resulting in
supply requisition errors causing maintenance delays of less than 8 hours will be submitted as a
CAT 3 TPDR.
e. CAT 4 TPDRs will be submitted for non-safety related technical publication deficiencies of a
non-technical or administrative nature that do not delay maintenance. CAT 4 TPDR includes
misspelled words or typographical errors. CAT 4 will not be used to report List of Effective Pageerrors, errors in measurement values (position sensitive indicator, rate of flow, torque values,
electrical readings, or other measurement readings), or illegible or incorrect P/N. These types oferrors must be reported as CAT 1, 2 or 3 TPDR, as applicable.
f. General TPDR procedures:

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(1) Submit a separate TPDR for each deficiency, whether the deficiencies are in the same ora different publication. This facilitates tracking and final resolution of the TPDR. IETM users will
also submit separate TPDRs for each deficiency.
(2) Contact the JDRS Clearinghouse, listed on the JDRS website under the “Help” menu,“Service Contacts” link or the local JDRS Clearinghouse Representative for assistance in resolving
problems with submitting a TPDR via JDRS. For additional information on TPDR, contact the
NATEC TPDR Clearinghouse Coordinator (COMFRC FST HQ Technical Data Department) at
DSN 735-1888, or COMM (619) 545-1888. Information is also available in NAVAIR 00-25-100.
(3) TPDR status is tracked on the JDRS website. The TPDR Drafter and Submitter will
receive e-mail notification of changes in the status of the TPDR. Additionally, if e-mail addresses
are provided during TPDR submission, the originator and other addressees will also receive status
feedback.
(4) Requests for deviation to TPDR submission policy will be addressed via naval letter ormessage to COMFRC FST HQ Technical Data Department, subject “JDRS TPDR Waiver
Request.”10.9.3.12 Transportation Discrepancy Report (TDR)
NOTE: For the authoritative policy on submitting TDRs, refer to Defense Transportation
Regulation DTR 4500.9-R, Part II - Cargo Movement, Chapter 210.
a. The purpose of a TDR is to document the loss, shortage or damage to Government material
to support the filing of claims against Transportation Service Provider (TSP). TDRs reporttransportation discrepancies involving motor, air, water, rail, and small package TSPs for:
(1) Astray freight (see Defense Transportation Regulation (DTR) Chapter 209)(2) Shortage(3) Pilferage(4) Theft(5) Damage(6) Vandalism(7) Material overage(8) Contract and/or accessorial services ordered but not provided(9) Non-conformance with HAZMAT shipping requirementsb. TDRs are submitted via https://www.sddc.army.mil/tdr/default.aspx

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10.9.4 Exhibit Handling Procedures for EI, HMR, and PQDR (CAT I and CAT II) Material
NOTES: 1. Exhibit handling procedures must be strictly followed to ensure EI material
exhibits are properly prepared, stored, shipped, and delivered to the FST or Quality
Team responsible for conducting the investigation.
2. EI exhibits will only be stored or shipped by activities identified in block 20A of
the Deficiency Report.
3. All exhibits must be turned into the Supply Department, except forenvironmentally sensitive material, which must be held in a HAZMAT storage area,
and Communications Security Material System (CMS) material, which must be
turned over to the CMS vault or stored in a CMS approved safe (as applicable)
pending disposition instructions.
a. The Work Center responsible for the item will protect and package the exhibit immediately
upon removal in order to prevent corrosion, contamination, or other damage. Protection andpackaging requirements:(1) Use electrostatic discharge caps or tape on all electrostatic discharge sensitive exhibits.
(2) Cap or plug all fluid openings to prevent contamination or loss of fluids.
(3) Do not adjust, disassemble, or perform any type of cleaning on the exhibit. If any
adjustment, disassembly, or cleaning was done during a local investigation, attach a memorandum
to the material describing the actions in detail.
(4) Maintain all exhibits in an “as is” condition. Do not attempt to reassemble fragments offailed material or remove any component for future use. Wrap each fragment separately to prevent
additional damage.
(5) When feasible, forward associated accessories, components, or materials suspected ofcontributing to the malfunction.
(6) Mark the turn-in WO or MAF with “EI” or “PQDR” in 3-inch red letters. Do not
obscure other data on the WO or MAF.
(7) Annotate the RCN in the discrepancy block of the WO or MAF.
(8) Annotate BCM-8 and EI or PQDR in the Corrective Action block of the WO or MAF.
NOTE: Consumables will be treated as repairable items and placed in BCM-8 status so theexhibit can be placed in Litigation “L” Supply Condition Code by the Supply
Department.
b. The reporting activity’s QA Department will prepare exhibits as follows:(1) Whenever possible, take photographs showing the condition of the exhibit when the
deficiency was discovered. Digital pictures will be uploaded to the JDRS website in the
Miscellaneous Attached Message/Document section of the Report Summary page.

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(2) Prior to packaging the exhibit, ensure all pertinent information is recorded.
(a) Scan or digitally photograph the Ready For Issue (RFI) Tag (DD 1574) and upload
or attach to the DR, prior to submittal. If the RFI Tag is added after submission of the DR, upload
it in the Miscellaneous Attached Messages/Documents section of the Report Summary page in the
JDRS website. Including the RFI Tag will assist the Quality Team in determining and verifying therepair activity.
(b) Record the contract number under which the material was manufactured or repairedin block 13A of the DR. The contract number may be found on the Manufacturer’s Invoice (DDForm 250), on the Requisition and Invoice/Shipping Document (DD Form 1149) or DD Form
1348-1 Issue Release/Receipt Document, on package markings, or stamped or printed on thedefective item or data plate. Use logistic tools, such as FEDLOG, to assist in determining thecontract number.
(c) Record the Original Requisition Number/Turn-in Document Number in block 13B.
The requisition number is mandatory for a charge reversal.
(3) Attach the WO or MAF, PQDR Exhibit Tag (DD Form 2332), a copy of the PQDR or EI
request, and a copy of the shipping instructions (Preliminary Disposition Report) to the component
or assembly.
(4) Verify all associated service records, for example, SRC, EHR, ASR, MSR, or AESR,
have the appropriate logbook entries. Ensure the correct record accompanies the exhibit and isproperly stored in the shipping container.
(5) For aircraft engine and gas turbine compressor or engine related EI and PQDR exhibits,
annotate the engine logbook as transferred for EI or PQDR investigation.
(6) Forward fluid samples in a clean, sealed, and authorized container. If contamination issuspected, annotate the sample bottles accordingly.
(7) Request special shipping instructions from the FST if any hazardous conditions areevident.
c. Supply Department must:(1) Verify the exhibit is correctly packaged and marked in accordance with NAVSUP P700. The exhibit WO or MAF and external packaging will be clearly marked “EI” or “PQDR” in 3inch red letters.
(2) Quarantine and store the exhibit separately from material being processed throughnormal repair channels.
(3) Place the exhibit in Supply Condition Code “L” within the eRetrograde Management
System (eRMS), and hold the exhibit until disposition instructions are received from the NAVAIR
Screening/Action Point. If shipping instructions are not received within 20 calendar days from thedate the EI or PQDR was submitted, contact the NAVAIR Screening/Action Point and request
status. Do not BCM any EI exhibit due to a pending carcass charge without authorization from the
NAVAIR Screening/Action Point and the TYCOM.
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NOTE: The technical dialogue within JDRS is critical to providing a permanent record andtimeline of follow-up action taken via phone calls or e-mail correspondence. If
multiple follow-ups have been made without disposition instructions being provided,
Supply will request assistance from the JDRS Clearinghouse. If no response received,contact COMFRC Quality Commercial/Interservice Department, COMM 301-7578716.
(4) Once disposition instruction is received and BCM action is completed, process and markall EI and PQDR material using Supply Condition Code “L” in the eRetrograde Management
System (eRMS).
NOTE: Components held in Supply Condition Code “L” will not generate a carcass bill for
45 days vice 30 days for components held in Supply Condition Code “F”.
(5) Verify the following information is correct and properly entered into the eRMS website:
Document number, National Stock Number (NSN), and Serial number(6) Process the exhibit document number through eRMS for shipment to Advanced
Traceability and Control (ATAC) (afloat units) or in accordance with local shipping procedures(shore activities) for further transfer to final destination.
NOTES: 1. Unless otherwise directed by the FST or Quality Team, all EI and PQDR exhibits
must be shipped using the Premium shipping tool on the JDRS website.
2. Under no circumstances will shore activities ship EI or PQDR exhibits within the
ATAC system.
3. Afloat units will process all Non-Ready For Issue (NRFI) retrograde components,
including EI or PQDR exhibits, via eRMS using “BEI” or “BQD” Document
Identifier and ship via ATAC for further transfer to final destination.
4. Regardless of the method of shipment, all EI or PQDR exhibit shipments must be
documented in JDRS to enable the JDRS Material Management Branch and all
POCs involved with the investigation to track the shipment.
5. A request for Tracer Response can only be generated by the Originating Unit
Submitter or Exhibit Holding Point personnel having Ship Exhibit with Tracer
assigned user roles within JDRS (DR) Message Release Authority.
6. The COMNAVAIRSYSCOM JDRS Clearinghouse will provide assistance inresolving JDRS website shipping issues, overweight and oversized exhibits,
connectivity issues, and waybill assistance. The JDRS Clearinghouse can be reachedat 1-888-832-5972 or by contacting the local Clearinghouse Representative, listed on
the JDRS website under the “Help” menu, “Service Contacts” or “Contact Us” link.
7. Material to be released to an authorized contractor’s representative or shipped
directly to a contractor’s plant will be processed through the supporting Supply
Department. Supply may issue the material on a custody basis only after receiving
authority from the FST or Quality Team Action Point. DLR exhibits sent to

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commercial contractors will be shipped per the instructions received from the Action
Point.
d. JDRS Customer Service Team (CST) will:(1) Complete the JDRS Exhibit Receipt tool upon receipt of an EI or PQDR exhibit per
Discrepancy Report Workload Priority (Figure 10.9-4).
(2) Complete D-level Repairable Carcass Tracking or TIR.
(3) Assist all POCs when tracking lost exhibits.
(4) Complete the JDRS Material Disposition tool, when the FST or Quality Team hascompleted their investigation, returned the material from Condition Code “L”, and placed thematerial back into supply per disposition instructions.
(5) Approve EI Exam Plans.
NOTE: After record closure, the JDRS Exhibit Receipt tool remains live to allow the
Customer Service Team to document the receipt of shipments or notify the POCs if
exhibits were not received and are assumed lost.
10.9.5 O-level and I-level Activity Responsibilities
10.9.5.1 Type Wing or Marine Aircraft Group (MAG)a. Act as the ADDR final approver or closing authority for aircraft under their cognizance.
b. Coordinate actions to meet the ADDR Process Timeline (Figure 10.9-10).
c. Review the ADDR report for accuracy, completeness, and validity.
d. Use the JDRS website to verify accurate information has been received from the originator.
When incomplete or incorrect information is noted, contact the originating Depot to make thenecessary changes.
e. Follow-up on ADDRs not received from the Depot within 45 calendar days after the aircraft
is transferred to the Depot.
f. Ensure squadrons investigate discrepancies identified in the ADDR.
g. Review the squadron’s investigative report for completeness and validity.
h. Conduct the necessary follow-up action to reduce the possibility of like occurrences.
i. Provide closing or final response, via JDRS website, on all ADDRs as soon as possible, but
not later than 30 calendar days after receipt of the squadron’s investigative report and applicable
FST corrective actions or resolutions.
j. Evaluate ADDRs and squadron responses to identify T/M/S trends and take action to prevent
recurrence.
10.9.5.2 Maintenance Officer (MO)

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a. Enroll in JDRS as a DR Submitter (Approve and Submit website DR Message Release
Authority).
NOTE: The MO may delegate DR Submitter role to the AMO, QA Officer, or NAMDRP
Program Manager.
b. Review and authorize DRs, prior to submission in JDRS.
c. Designate DR Submitters (Approve and Submit website DRs Message Release Authority)
and DR Drafters (draft only). Designation will be in writing via ASM or Subject Matter Expert(SME) listing.
d. Forward ADDR investigation results to the Type Wing or MAG for screening and closing.
NOTE: ADDR final response timeline may be extended to permit a thorough quality
investigation. Submit technical dialog, via JDRS Technical Dialog tool, informing
the originator of the investigation progress every 30 days until the final response issubmitted. Include the originator and all concerned activities in the distribution of
the investigation report.
e. If a mishap was involved, coordinate with the Mishap Board and the Aviation Safety Officer(ASO) prior to releasing DRs.
10.9.5.3 Quality Assurance (QA) Officer
a. Enroll in JDRS as a DR Submitter (Approve and Submit website DRs Message Release
Authority) (if delegated).
b. Designate the Quality Assurance Supervisor or a Quality Assurance Representative to be the
NAMDRP Program Manager. Designation will be in writing via the Monthly Personnel Plan
(MPP) per 10.1 (O and I-level) or SME listing (Depot FRC)..
NOTE: The NAMDRP Program Manager must be assigned for a minimum of 12 months.
c. Review DRs for accuracy and completeness prior to forwarding to the MO.
d. Manage and coordinate the submission of DRs within specified timeframes.
e. Provide copies of DR correspondence relating to aviation ground, flight, flight related, andexplosive mishaps to the ASO.
f. Review NAMDRP Computerized Self-Evaluation Checklist (CSEC) audits and direct
corrective actions for process improvement.
g. Take corrective action to preclude or minimize the reoccurrence of deficiencies.
h. Investigate and address each deficiency listed on the ADDR within ADDR Process Timeline(Figure 10.9-10). The investigation will include a determination, if FST assistance is required toresolve ADDR deficiencies, and if maintenance procedures need to be modified to mitigate
discrepancy trends.
10.9.5.4 NAMDRP Manager
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a. Perform a CSEC program manager audit within 60 days of designation as Program Manager
and annually thereafter per 10.7.3.8.
b. Keep current on the DR requirements of DTR 4500.9-R, NAVAIRINST 4423.12, NAVSUP
Publication 485, NAVSUP Publication 723, OPNAVINST 3710.7, OPNAVINST 3750.6,
OPNAVINST 5102.1, OPNAV M-8000.16, SECNAVINST 4855.3C, and this NAMPSOP.
c. Assist work centers with determining which DRs are needed, and assist them with preparing
DRs.
d. Prior to submission to the QAO, screen DRs and verify all data fields are complete andaccurate, and the discrepancies are sufficiently detailed and clearly described.
NOTE: DRs with missing, incomplete, or inaccurate data are at risk of not being investigatedand prematurely closed due to “Missing Documentation”.
e. Review DRs for discrepancy trends and provide the QAO with recommendations forcorrective action to resolve deficiencies.
f. Respond to ADDRs, via the JDRS Acknowledge Receipt tool and within the ADDR Process
Timeline (Figure 10.9-10).
NOTE: If the ADDR was not sent to the correct squadron, the program manager will use the
JDRS Acknowledge Receipt tool to reject the ADDR to the originating D-level
activity. Immediate Acknowledge/Reject action will be taken to ensure the correct
squadron completes the Acknowledge Receipt process within the ADDR Process
Timeline (Figure 10.9-10).
g. Maintain an RCN log to ensure each DR, including EER, EMR, and CODR, is assigned aunique RCN. For detailed procedures refer to paragraph 10.9.3.2. The RCN log must contain thefollowing:(1) Date(2) RCN(3) DR Type
(4) Nomenclature(5) BUNO Number (for AIDRs).
(6) P/N(7) S/N. (if applicable)(8) NSN or NIIN
(9) Brief description of deficiency(10) Status (filled in upon issuance of final or closing report)

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h. Review JDRS technical dialog pertaining to the unit’s DRs. Initiate JDRS FST Input
Request or technical dialog correspondence to the FST and Quality Team when:(1) DR responses have not been received within prescribed timeframes.
(2) Shipping instructions have not been released within 20 days of DR submission.
(3) DRs have not met process timeline goals specified in AIDR Process Timeline (Figure10.9-5), EI Process Timeline (figure 10.9-6), and PQDR Process Timeline (figure 10.9-7).
(4) Support is required to resolve ADDR deficiencies, or ADDR trends indicate the need foran update to maintenance procedures/specifications.
i. Provide JDRS training to DR Drafters and DR Submitters.
NOTE: JDRS handbooks are available under the JDRS “Help” menu, “Handbooks” link toassist users with tool operation.
j. Perform a monthly validation and update of personal information, such as phone number, email address, PLA, office code, rank, and job title, for DR Drafters and DR Submitters, and notify
JDRS via the “Contact Us” tool update or delete profiles.
k. Maintain a program file to include:(1) Program POCs.
(2) FST, Quality Team or manufacturer responses received external to JDRS. Retain for
one year or until final FST, Quality Team, or manufacturer response (closing response/action) is
received, whichever is greater.
(3) Follow-up messages or correspondence and JDRS technical dialogs.
NOTE: DRs and technical dialog correspondence stored on JDRS do not require hard copy
files. JDRS maintains electronic copies of all DR and related correspondence andclosing reports. A paper copy of the DR may be retained when connectivity withJDRS is an issue.
(4) References or cross reference locator sheets.
(5) Most current completed CSEC program manager audit and program audit.
10.9.5.5 Division Officers
a. Enroll in JDRS as a DR Drafter.
b. Review DRs submitted by the division and coordinate with QA when recurring deficiencies
are noted.
10.9.5.6 Work Center Supervisors:a. Enroll in JDRS as a DR Drafter.
b. Submit DRs to QA whenever a discrepancy occurs that meets the reporting requirement.

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c. Verify NAMDRP indoctrination training is provided to personnel per 10.1.4.7.
10.9.6 NAVAIR Activity Responsibilities
10.9.6.1 FST and Quality Teams for ADDRs, AIDRs, EIs, EI/HMRs, and PQDRs
a. Respond to DRs, via JDRS Website (https://jdrs.mil) in the Acknowledge Receipt tool,
within the AIDR Process Timeline (Figure 10.9-5), EI Process Timeline (Figure 10.9-6), and PQDR
Process Timeline (Figure 10.9-7):(1) One calendar day after receipt of a CAT I EI, CAT I PQDR, or CAT 1 TPDR
(2) Three calendar days after receipt of a CAT II PQDR
(3) Four calendar days after receipt of an AIDR(4) Thirty calendar days after receipt of a CAT 2, 3, or 4 TPDRNOTES: 1. Acknowledging receipt of a DR is considered a response.
2. DRs submitted via command e-mail will be imported into JDRS upon receipt by
the FST or Quality Team. The FST, or Quality Team will make every effort toacknowledge the DR within this instruction’s timeframes.
3. DRs received during scheduled facility shutdown periods (weekends/holidays)
will be acknowledged the next working day.
b. Take timely action on all EI requests per COMNAVAIRSYSCOM Research andEngineering Group EI Process Timeline (Figure 10.9-6). FST may request assistance in completing
an EI or initiating an EI within the FST organization when a problem is suspected and has not beenreported.
c. If the FST is unable to complete an EI because of equipment or facility limitations,specialized engineering discipline requirements, or other reason(s), FST will request assistancefrom an appropriate Navy technical activity or contractor establishment. Assistance from other
FSTs will be requested by message with an information copy to the PMA and
COMNAVAIRSYSCOM. Assistance from other Navy technical activities or contractors will be
requested by the FST to the appropriate COMNAVAIRSYSCOM code on the Partial Listing of
FST (Equipment Supported) (Figure 10.9-8). When contractor assistance is required and a support
contract exists, request for assistance may be sent directly to the appropriate ACO by message.
Approval by the PMA is required prior to obligating funds for any contractor assistance services.
d. Process investigations as follows:(1) Determine if the HMR or PQDR was sent to the correct FST, or Quality Team. If not,readdress the request to the correct FST, or Quality Team, via JDRS website Acknowledge Receipt
tool, for action and inform the originator of the action taken.
(2) If the correct FST, or Quality Team cannot be identified, forward the report to the JDRS
Clearinghouse, via the JDRS website Acknowledge Receipt.

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NOTE: Immediate acknowledge receipt or forward action must be taken to ensure thecorrect FST, or Quality Team completes the acknowledge Receipt Process within
AIDR, EI, and/or PQDR Process Timelines (Figures 10.9-5, 10.9-6, and 10.9-7).
(3) Liaison with the report originator (as required) to obtain amplifying or clarifying
information on the reported discrepancy or failure.
(4) Study the history of failures and determine if an EI is needed on the equipment ormaterial in question.
(5) Confirm the criticality (CSI, CAI, or noncritical) of the discrepant item or establish thecriticality if a determination had not previously been made. Every HMR, EI, and PQDR processed
through JDRS contains a link by which criticality determinations or recommendations can besubmitted to appropriate Critical Item Managers. This facilitates updating the official Critical Item
database to ensure the DOD community is aware and responsive to issues relating to critical parts.
(6) Close deficiency reports and/or EI requests via a JDRS Closing Report when an
investigation will not be conducted.
NOTE: Include the Supply Department or unit holding the material as an action addressee
within the Closing Report. Provide instructions stating the material will not be
required for investigation and may be released for repair via normal supply
channels.
(7) Complete the JDRS website Go or No Go tool to determine the engineering risk, cost
analysis, or other factors that indicate whether an investigation is required. Use the Technical
Dialog tool to communicate with the report originator or other POCs when additional informational
is required.
(8) When it is determined that an investigation is required, assign an Investigation Control
Number (ICN) and provide the JDRS Preliminary Disposition Report/Shipping Instructions, for thediscrepant equipment or material or describe the arrangements for an onsite investigation. All
exhibits must be shipped as directed by the Preliminary Disposition Report/Shipping Instructions.
(9) Use the ICN numbering system, for example, WC3EI-AV8-0001-04S, for deriving ICNs
per the following:(a) The first elements of the ICN must be the three-character D-level identifier(Organization Code) per the Deckplate Organization Code Translator athttps://deckplate.navair.navy.mil/#/, then References and select Organization Lookup, followed by“EI” or PQDR” and a dash (-).
(b) The second element of the ICN must be the two-, three-, or four-character system
identifier (H60, T400, ACCY, ELEC, AVNC, etc.), followed by a dash (-). For PQDR, theinvestigative quality organization may be used vice system identifier.
(c) The third element of the ICN must be a four-character sequentially assigned number
beginning with “0001” for the first assigned HMR/PQDR in a new calendar year, followed by adash (-).

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(d) The fourth element of the ICN must be the two-digit calendar year identifier, (ex.
“07” for calendar year 2007), followed by a request urgency indicator of “R” for Routine (CAT II),“S” for Safety, or “M” for Mishap related (CAT I).
(10) Develop an Exhibit Examination Plan via JDRS. Ensure the examination plan isprovided to the investigating activity and customer service team. Notify local investigating activity
receiving personnel of the request for the equipment/material exhibit can be properly identified androuted when received.
(11) Follow-up on equipment or material non-receipt. Under normal circumstances, followup must be made within four calendar days for CONUS (eight calendar days for OCONUS
shipping) after the response message. The period may be extended if it is known that shipment willtake longer than 20 calendar days. Follow-up includes a JDRS Tracer Request to the originator andsupply activity responsible for shipping the material. Checks are also conducted with the local
supply activity, Customer Service Team charged with receiving the material, site delivery points,
and repair receiving points to ensure the material is delivered to the correct destination.
NOTE: All possible follow-up actions must be taken, particularly on equipment/material
related to CATI EIs and PQDRs, and aircraft mishaps.
(12) Conduct or arrange for the completion of the EI. EIs must be assigned Priority 1 or 2
depending on the FSTs assessment of the probable impact or effect of the reported problem. EIs insupport of aircraft mishaps must be assigned Priority 1.
NOTE: The originator’s recommended or requested priority must be given serious
consideration.
(13) Convert the EI to a PQDR if the investigation determines the failure was the result ofpoor quality.
(14) If completion of an investigation requires assistance from another FST, or Quality Teamrequest assistance directly from the FST, or Quality Team with information copy to the PMA. If
another Navy technical activity or a contractor will complete the investigation, forward a letter ormessage to the appropriate COMNAVAIRSYSCOM program office requesting assistance. In
either case, the report originator must be officially notified of the change in Action Points andprovided with new contact points. Any Navy activity or contractor performing an investigationmust submit a report of findings, conclusions, and recommendations to the FST/Acton Point only.
The FST/Action Point will review or amend the report, and then issue a final report or closing
action.
(15) Final Reports must be completed within the prescribed timeframes shown within eachindividual Process Timeline (Figures 10.9-5, 10.9-6, or 10.9-7). Total time allowed to complete the
Final Reports from receipt of the exhibit (or the beginning of the Examination Cycle) varies
dependent upon whether the investigation is a result of a CAT I mishap, a CAT I non-mishap, or a
CAT II failure. If the final report cannot be completed within the timeframe shown within eachindividual Process Timeline (Figures 10.9-5, 10.9-6, or 10.9-7), an interim report or message must
be provided to the originator at the specified intervals until the Final Report is released.

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(16) Return, or provide for the return of, the unserviceable equipment or material to the CST
for disposition. Use the JDRS website (https://jdrs.mil) Material Disposition tool to inform the CSTof the condition of the material and disposition direction. Serviceable RFI material will be certified
as such, and applicable documentation (RFI Tag, etc.) will accompany the component. If theequipment or material or extensively disassembled and salvageable, it may be inducted for reworkand should be entered into the Supply System inventory under the proper condition code. In thecase of EIs and/or PQDRs supporting mishap investigations, no disposition of the equipment ormaterial will be made until released by the senior member of the AMB per OPNAVINST 3750.6.
NOTE: Mishap material must be managed and maintained by the cognizant FST. It is the
responsibility of the Engineering Team to conduct follow up actions or disposition
requests to the AMB. Once the AMB approves the material disposition, theEngineering FST will contact the JDRS Clearinghouse for workflow assistance toreopen the DRs Disposition tool. The FST will then dispose of the material, via
normal Material Disposition means. The Customer Service Team (CST) will returnthe material from “L” condition to either “A” “F” or “H” as instructed and processaccordingly.
(17) FSTs will support the processing of PQDRs for assigned material per paragraph10.9.6.1. Activities responsible for investigations must take action on PQDR requests per
requirements of COMNAVAIRSYSCOM Quality Management Group.
NOTE: The D-Level Quality Department will serve as the lead for coordinating the internal
effort to ensure PQDR are processed, investigated, and responded to within the
PQDR Process Timeline (Figure 10.9-7).
10.9.6.2 AIDR Quality Teams
NOTE: For additional policy concerning the processing of AIDRs refer to NAVAIR
Standard Work Package Acceptance Inspection Deficiency Report Screening andInvestigation SWP 6412-002 located under the NAMDRP tab at:https://myteam.navair.navy.mil/air/60/SitePages/AIR6.4.aspx.
10.9.6.2.1 AIDR Screening Point
a. The AIDR Screening Points are:(1) The D-level activity for those aircraft reworked (organic) under their cognizance.
(2) COMNAVAIRSYSCOM (cognizant PMA) for aircraft manufactured or reworked undercommercial contracts.
(3) The FST for aircraft reworked under Depot Maintenance Inter-Service Support
Agreement.
(4) The cognizant government PCO for aircraft manufactured or reworked undercommercial contract or inter-Service agreement not administered by COMNAVAIRSYSCOM
PCO.

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(5) FRC WESTPAC for those aircraft reworked under their cognizance or at contractor
facilities under their cognizance.
b. AIDR Screening Points must:(1) Determine if the AIDR has been sent to the correct Quality Team or AIDR Screening
Point. If not, use JDRS Acknowledge Receipt tool to readdress the request to the correct Quality
Team or AIDR Screening Point for action and inform the originator of the action taken.
(2) If the correct FST cannot be identified, forward the report to the JDRS Clearinghouse,
via JDRS Acknowledge Receipt tool for acton.
NOTE: Immediate acknowledge receipt or forward action will be taken to ensure the correct
Quality Team completes the Acknowledge Receipt Process within the AIDR Process
Timeline (Figure 10.9-5).
(3) Evaluate all incoming and outgoing AIDR to determine urgency, action required, andcategory, using JDRS.
(4) Review the AIDR report for accuracy, completeness, and validity. When incomplete orincorrect areas are noted, obtain the necessary information by contacting the originator. Make thenecessary changes via the JDRS Data Review or Data Edit tools, and complete the JDRS processing
prior to issuing a closing or final report.
(5) Follow-up on AIDR not received from the aircraft reporting custodian within 45
calendar days after the aircraft is delivered to the reporting custodians.
(6) Identify those deficiencies requiring a response from the AIDR Action Point.
(7) Request the AIDR Action Point investigate discrepancies identified.
(8) Review the AIDR Action Point’s investigative report for completeness and validity.
(9) Provide final response, via JDRS website, on all reported AIDR deficiencies as soon as
possible, but not later than 45 calendar days after receipt of the AIDR. The final response timeline
may be extended for a thorough quality investigation. A technical dialog will be submitted, via
JDRS Technical Dialog tool, informing the originator of the investigation progress every 45 days
until the final report is submitted. Include the originator and all concerned activities in the
distribution of the investigation report.
(10) Review all AIDR for compliance to D-level maintenance specifications.
(11) Conduct the necessary follow-up action to reduce the possibility of like occurrences.
(12) Adhere to the AIDR Process Timeline (Figure 10.9-5).
10.9.6.2.2 AIDR Action Point
a. Perform an investigation and address each deficiency as requested by the AIDR Screening
Point.

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b. Forward Investigative results to the AIDR Screening Point as soon as possible, but no later
than 45 calendar days from the date of AIDR submission.
c. Take corrective action to preclude/minimize repetitive deficiencies.
d. Adhere to the AIDR Process Timeline (Figure 10.9-5).
NOTE: Some D-level activities serve as both the AIDR Screening and Action Points.
10.9.6.3 ADDR Support Point
FST must provide the following ADDR Support:
a. In the event the squadron needs assistance in resolving deficiencies listed in the ADDR,
they will request support via the JDRS FST Input Request Tool. FST will screen and acknowledge
all incoming ADDR FST Input Requests within 3 working days of receipt.
b. Provide resolution or issue corrective actions for squadron requested ADDR support within
30 days of receipt of FST Input Request.
c. Initiate changes to the T/M/S O-level periodic maintenance requirements to correct
deficiencies noted in the FST or squadron investigation.
d. Initiate changes to T/M/S D-level PMI specifications to correct deficiencies noted in the FST
or squadron investigation.
NOTES: 1. An interim response will be provided via JDRS technical dialog if resolution is
not determined within 30 days and a status update every 30 days thereafter, until
final resolution.
2. Corrective action is defined as a TPDR, IRAC, RAC, change or revision to theapplicable technical publication(s). Corrective actions will be tracked via the JDRS
Action Tracker tool.
10.9.6.4 Baseline Trouble Reporta. COMFRC FST HQ Technical Data Department is designated as the process owner for
NALCOMIS OOMA baseline management and will ensure that a baseline manager is assigned toeach T/M/S that utilizes NALCOMIS OOMA. BTRs are the medium used to report NALCOMISOOMA baseline deficiencies. Baselines manager responsibilities within the BTR process include,
but are not limited to, the following:(1) Maintain a record of all baseline changes utilizing JDRS. Changes are broadcast via theBaseline Trouble Report Daily Summary located on the NATEC TMAPS website.
(2) Acknowledge receipt of each BTR and assign action, as required, within 1 working day
after receipt of a BTR.
(3) Research all BTRs for applicability and content.

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(4) Coordinate all actions required to resolve the reported issue. Provide status updates tothe affected parties via the Tech Dialog function within JDRS if resolution will require more than 3
working days to complete.
(5) Monitor BTR submissions and if warranted provide change recommendations for
NALCOMIS OOMA application deficiencies, process improvements, baseline management or
NAMP policy changes to the COMFRC FST HQ Technical Data Department process owner for
review and consideration.
(6) Ensure that all changes to approved reference material required to resolve baseline issues
are coordinated with the applicable PMA/FST.
b. PMA or FST Baseline Managers:(1) Follow-up each BTR to ensure corrective action is completed.
(2) Provide BTR status to ACC or TYCOM and Type Wings, MAGs, or CVWs.
10.9.6.5 PQDR Quality Teams
10.9.6.5.1 PQDR Quality Team Screening PointNOTE: For additional policy concerning the processing of CAT I and CAT PQDRs refer to
NAVAIR Standard Work Package Product Quality Deficiency Report Screening andInvestigation SWP6412-001 under COMFRC Instructions, Standard Work Process(SWP) Documents at:https://myteam.navair.navy.mil/frc/COMFRC/SitePages/Home.aspx/.
a. Examine the PQDR request to determine if the DR has been sent to the correct Quality
Team. If not, readdress the request to the correct Quality Team, via JDRS website Acknowledge
Receipt tool, for action and inform the originator of the action taken.
b. If the correct Quality Team cannot be identified, forward the report to the JDRS
Clearinghouse, via the JDRS website Acknowledge Receipt tool, for action.
NOTES: 1. COMFRC Inter-Service Screen Point (ISPT-NAVAIR) acts as the Screening
Point for PQDR when the FST cannot be determined or for commercial contracts
administered by a COMNAVAIRSYSCOM PCO.
2. Immediate acknowledge receipt or forward action will be taken to ensure thecorrect Quality team complete the Acknowledge Receipt within the PQDR Process
Timeframes in accordance with figure 10.9-7.
c. Evaluate incoming and outgoing PQDR to determine urgency, action required, and category
using JDRS. When incomplete or incorrect areas are noted, obtain the necessary information bycontacting the originator, make the necessary changes using either the Data Review tool or the Data
Edit tool, and complete the required processing as follows:(1) Import PQDRs received by D-level via command e-mail message into JDRS.

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(2) Use the JDRS Data Review tool to verify accurate information has been received fromthe originator via JDRS Technical Dialog tool. When incomplete or incorrect areas are noted,
obtain the necessary information by contacting the originator, make the necessary changes via the
Data Review tool, and complete JDRS processing.
(3) Determine if the PQDR category (CAT I or CAT II) assigned by the originator isproperly assigned. Using the Data Review tool, the Screening Point may make necessary changes
in category assignment, but must notify and provide justification to the originator via JDRSTechnical Dialog tool within five calendar days of the date of change.
(4) Provide an immediate reply, via JDRS Technical Dialog tool, to other participating
components (to include engineering FST) and activities when the report concerns safety in peculiar
and common use items.
(5) Determine (where possible) if a contract warranty applies or initiates any special actions
required. When the deficiency involves an item covered under a reliability improvement warranty,
the PQDR must be processed (unless a Warranty Clause governs this workload).
(6) Identify material processed or reworked by another service component, such as Army,
Coast Guard, or Air Force. Send the original PQDR to the inter-service PQDR Quality Team
Action Point via JDRS Data Review tool. Provide the originator a copy of the request ortransmittal.
(7) Forward PQDR, via JDRS, to COMFRC Government Furnished Equipment/InProduction PQDR (ISPT-NAVAIR) when the Screening Point is unknown.
(8) Forward PQDR to the appropriate PQDR Quality Team Action Point, via JDRS, within
the following timeframes:(a) CAT I PQDR within 1 calendar day after Acknowledge Receipt(b) CAT II PQDR within 10 calendar days after Acknowledge Receipt
10.9.6.5.2 PQDR Quality Team Action Point
a. CAT I PQDR Exhibits. Provide an Interim Reply or a Closing/Final Report within 28
calendar days from Acknowledged Receipt for CAT I PQDRs not requiring an exhibit or 45
calendar days after the exhibit has been received.
b. CAT II PQDR Exhibits. Provide an Interim Replay or Closing/Final Report within 45
calendar days from Acknowledged Receipt for CAT II PQDRs not requiring an exhibit or 60
calendar days after the exhibit has been received.
c. Complete JDRS Shipping Instructions (Preliminary Disposition Report) to provide
disposition instructions to the Supply Activity holding the PQDR exhibit.
d. Initiate a Tracer Request to the holding activity via JDRS for overdue delivery of requested
exhibits or samples. Under normal circumstances, Tracer Requests will be made 20 calendar days
after Preliminary Disposition Report release, but the period may be extended if it is known thatshipment will take longer than 20 calendar days. At a minimum, the Tracer Request must include

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action addressees to the PQDR originator, the supply activity holding the exhibit, and the Customer
Service Team responsible for receipt of the exhibit.
e. Follow-up on equipment or material related to safety.
f. Determine if the deficiency has been previously reported.
g. Determine if the previously reported deficiency is under investigation or has been resolved.
h. Notify the originator, within the timeframes previously outlined, that the problem is underinvestigation or has been previously resolved.
i. Determine if a quality investigation should be conducted, what action will prevent
recurrence, and what reports of findings will be required from affected support points. Provide
affected support points with action copies stating desired support.
j. Initiate appropriate action on CAT I PQDR to inform other activities (to include engineeringFSTs), that may have received material with similar defects, and identify specific lot shipment
suspected.
k. Initiate appropriate action to the Inventory Control Point (ICP) or Procurement Contracting
Officer (PCO) or Administrative Contracting Officer (ACO), which could preclude further
procurement or acceptance of deficient material. The ICP and PCO or ACO will request
distribution activities, inspect or screen their stock, and issue ALERT notifications (when needed).
l. Provide an immediate reply, via JDRS Technical Dialog tool, to other participating
components (to include engineering FST) and activities when the report concerns safety in peculiar
or common items.
m. Determine if a contract warranty applies and initiate any special actions required. When the
deficiency involves an item covered under a reliability improvement warranty, the PQDR will beprocessed for information only.
n. Verify CAT I Final Reports are reviewed by the Engineering FST. The Quality Team must
send their final draft, via JDRS Technical Dialog tool, allowing the engineering team 24 hours toprovide any comments and/or changes.
o. Adhere to the PQDR Process Timeline (Figure 10.9-7).
p. Process assigned FMS PQDR investigations via JDRS. Conduct communications with the
FMS customer via NAVSUP WSS and D-level FMS Coordinator, to include requests for additional
documentation, funding, exhibits, and material disposition instructions.
10.9.6.5.3 PQDR Support Point
a. When requested, assist the PQDR Quality Team Action Point under the establishedtimeframes. Provide Interim Reply’s containing current findings and any additional testing to the
Action Point every 30 calendar days after receipt of the exhibit until root cause has been
determined.
b. Furnish report of findings as requested by the PQDR Quality Team Action Point.

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c. Review and take appropriate action on PQDRs received from cross-component lines (Army,
Air Force, Coast Guard, NASA, FMS, etc. source of supply).
10.9.6.6 Technical Publication Deficiency Report Teama. NATEC (FST HQ Tech Data Dept) Provide a TPDR Clearinghouse function staffed tocoordinate TPDR actions, FST responsibilities, reassignment of TPDR between sites, FST, and tomonitor, follow up, and ensure responses are provided within prescribed timeframes.
b. Maintain an active and historical record of all technical publication deficiencies within the
JDRS website and the TMAPS link on the NATEC website (https://mynatec.navair.navy.mil).
c. Monitor the status of all CAT 1 TPDR and assign an action to the responsible FST, if
acknowledgement has not taken place within 1 working day after receipt of a CAT 1 TPDR by the
TDA.
d. Coordinate action with responsible technical publication authoring activities ( FST, OEMs,or subcontractors) to ensure correction of technical publication(s).
e. Provide TPDR status (as requested).
f. FST must provide the following TPDR support:(1) Screen and acknowledge all incoming TPDR to ensure they have been submitted using
the correct categories (CAT 1, CAT 2, CAT 3, or CAT 4). Change or update status on each within
the JDRS Website. TPDR acknowledgement timeframe is defined as:(a) Acknowledge within 1 working day of receipt of a CAT 1 TPDR.
(b) Acknowledge within 30 working days for receipt of a CAT 2, 3, or 4 TPDR.
(c) Safety triage screening within 5 working days of acknowledgement of CAT 2, 3, or 4
TPDR to ensure TPDR does not contain any safety issue(s) which requires submission as a CAT 1
TPDR.
(2) Provide resolution of TPDRs per the following timeframes:(a) CAT 1 TPDR. Issue corrective actions within 30 days of receipt of CAT 1 TPDR,
corrective action is defined as an IRAC, RAC, change, or revision to applicable technicalpublication(s).
NOTES: 1. If resolution is not determined within 5 working days of receipt of CAT 1 TPDR,a preliminary response must be provided. In all cases, a response or report must be
provided within 5 working days of receipt of a CAT 1 TPDR. Responses may be apreliminary response message or a final report message, including the actual IRAC,
or a combination thereof. Responses to CAT 1 TPDR must be via JDRS message
format and addressed to the same PLA as the original CAT 1 TPDR.
2. If resolution is not determined within 30 days and for every 30 days thereafter,
an interim response(s) must be provided until final resolution.

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3. On final resolution, a final report will be provided indicating final dispositionand ending/closing action(s). A final report may take the place of a preliminary
response, if final resolution is determined within 5 working days of receipt of CAT 1
TPDR.
(b) CAT 2 TPDR. Complete validation and annotate TPDR status within JDRS toindicate validity and additional steps to be taken. Every effort must be made to complete resolution
and issue corrective action within 120 days of receipt of CAT 2 TPDRs. Corrective action for CAT
2 TPDRs must include incorporation into a planned technical publication change or revision, issue
as a separate emergent change or revision, or as urgency demands, issue as an IRAC or RAC to theapplicable technical publication(s). Multiple CAT 2 TPDRs may be consolidated and resolved in asingle corrective action.
(c) CAT 2, 3, and 4 TPDRs. Screen for safety related technical publication deficiencies
within 5 working days and acknowledge that the “Safety triage has been completed” within JDRS
website.
NOTES: 1. If changing the category of a CAT 2, 3, or 4 TPDR to a CAT 1 TPDR, FST must
create a new CAT 1 TPDR within JDRS by selecting the “upgrade” feature, toinitiate a Category 1 TPDR Priority Message. FSTs must indicate in the message
that the original CAT 2, 3, or 4 TPDR has been upgraded.
2. Before downgrading a CAT 1 TPDR to a CAT 2, 3, or 4 TPDR, FSTs must
contact the TPDR originator to discuss the reason(s) for downgrading the TPDR. If
the decision to down grade is made, the FST will select the “Downgrade” feature in
JDRS, to indicate the TPDR has been downgraded to a CAT 2, 3, or 4.
3. CAT 3 and 4 TPDRs must be held for additional review, validation, andincorporation as funding permits. The FST will attempt to incorporate CAT 3 and4 TPDR with higher priority manual changes. Program offices will review thevolume of CAT 3 and CAT 4 TPDR accumulated against active technicalpublications biannually and fund their incorporation, at a minimum, once every 3
years.
(3) Provide TPDR status to the ACC, TYCOM, or PMA.
(4) Coordinate with the NATEC TPDR Clearinghouse to resolve problems with theidentification of responsibilities, to ensure they are:(a) Assigned to the correct engineering and data management authorities.
(b) Managed effectively to provide technical publication users timely and accurate
corrective actions.
(c) Initiate changes to technical publications under their engineering authority, to correct
deficiencies found by the FST or to revise publications by incorporating acquisition related
technical data, such as formal TDs. The FST will use JDRS “Fast Track” option to initiate TPDRs
for any changes made to their publications, using each TPDR initiated to establish a Technical
Manual Source Data Record as the authorized method of effecting a change to a publication.
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HMR and PQDR Message Template
Precedence:
Priority for CAT I or Routine for CAT II
FM:
Message Originator PLATO:
PLA of NAVAIR FST or Screening Point AIG 423
INFO:Enter PLAs of other activities, as applicable
SUBJ:(ex. FA-18 CAT II PQDR)
REFS:(include COMNAVAIRFORINST 4790.2)
RMKS(ex. VFA-122/09355)
1. Reporting Custodian/UIC
2. PLA of FST Unit
(ex. FRCSE NORTH ISLAND CA)
3A. RCN(ex. R09355-03-0030)
3B. Description of failure/discrepancy(Narrative Field)
3C. Malfunction Defect Code(ex. 766, Specification, Out of)
4. Julian Date/Location Deficiency Discovered(ex. 03126/NAS LEMOORE CA)
5. COG Symbol, NSN, SMIC
(ex. 7RH, 1234-00-123-1234, EY)
6. Nomenclature(ex. TRANSDUCER, MOTION PICK-UP)
7. Operating time at failure/Measurement Unit
(ex. 0430 FLIGHT HOURS)
8. Manufacturer’s Part Number(ex. 140-203-1)
9. Mfr CAGE, Mfr Name, City, State(ex. 81982, NOMO MFG CO, ALBANY, NY)
10. Qty Received, Qty Inspected, Qty Deficient, (ex. 1, 1, 1, 3)
Qty In Stock
11. Serial Number, Lot or Batch Number,(ex. 172, N/A, N/A)
Haz Mat/Procedure/ DMWR/TM
12A. New, Reworked, or Repaired(ex. NEW)
12B. Date Manufactured, Reworked, or(ex. DDMMMYYYY)
Repaired
12C. LRA CAGE, LRA Name, City, State(ex. 54321, GOOD2GO INC., NEWARK, DE)
13A. Contract Number(ex. N12345-01-C-1234)
13B. Re-Order Requisition/Turn-in Document(ex. N03300-5032-GD00) (for EIs: enter N/A)
Number
NOTE: For AVDLRs, the Re-Order Requisition/Turn-in Document Number is required for credit or
charge reversal.
13C. Purchase Order Number
13D. Dollar Value of Deficient Material, ManHours to Repair, Estimated Cost/Net Price
14. Government Furnished Material? (Yes, No,
N/A or UNK)
15A. Item under warranty?

(ex. N1234599PO1234)(ex. 5790.00 DOLLARS, 3 MHRS, 500.00
DOLLARS)(ex. NO)(ex. UNK)

Figure 10.9-1 (page 1): HMR and PQDR Message Template

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15B. Warranty expiration date
16. WUC
17. NHA NSN, Nomenclature, Part Number,
Serial Number, Cage
18. End Item NSN, Nomenclature, Part
Number, Serial Number, Cage
19. Action/Exhibit Disposition

20A. Identify Supply Unit to Ship Exhibit
20B. Action/Disposition Narrative
21. Requested Exhibit Action (Replacement,
Credit, Repair, Other)
22A. How Safety of personnel or activity
mission is affected
22B. Number of similar deficiencies in like
items reported by the originating activity
22C. How deficiency was detected or confirmed
22D. Storage and handling information
22E. Indicate if supporting documents will be
supplied
22F. Description of incorrectly identified newmaterial
22G. Recommendations
22H. Name of Submitting Official
22I. Aircraft model and bureau number
22JEngine model, Serial number, TSN, TSO
22K. TFOA? (Yes or No)
22Kl. Date Last Repaired/Replaced
22K1. Last maintenance performed
22K1. Date of last major inspection (ISO,Phase, HPO, HSC, etc.)
22K2. Description of damage to TFOA item
and any remaining portions attached to aircraft
22K3. Type mission and mission profile(DDMMMYYYY)(ex. 13A1210)(ex. 4321-00-321-5432, WHEEL ASSY,
617018, N/A, 81982)(ex. UNK, FA-18E, UNK, 161201, UNK)
(ex. HOLDING EXHIBIT; RELEASED FOR
INVESTIGATION; RETURNED TO STOCK;DISPOSED OF; REPAIRED; or OTHER(explain in Block 20B).
(ex. NAS LEMOORE SUPPLY)(ex. HOLDING TRANSDUCER PICK-UP
EXHIBIT AT NAS LEMOORE SUPPLYPENDING DISPOSITION INSTRUCTION)(ex. REQUEST CREDIT)(Describe Operational, Safety, Suitability, orEffectiveness Impacts)(ex. FIVE IN THE PAST FOUR MONTHS)(ex. DURING ACCEPTANCE INSPECTION)(ex. PHOTOGRAPHS AVAILABLE)(EI: N/A; PQDR: Fleet - N/A, Depot - list
process recommendations)(ex. Name, Phone Number, E-mail address,
Deployed)(ex. SH-60F / 164069)(ex. F404-GE-402, 0360419, 1.5 HOURS, 0
HOURS(ex. NO)(EI: enter date; PQDR: enter N/A)
(EI: enter description; PQDR: enter N/A)
(EI: enter information as required; PQDR: enter
N/A)(EI: enter description; PQDR: enter N/A)
(EI: enter description; PQDR: enter N/A)NOTE: Do NOT display information that will make the DR Classified.

Figure 10.9-1 (page 2): HMR and PQDR Message Template
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PRIORITY
FM USS RONALD REAGAN
TO NATEC SAN DIEGO CA//TPDR//NAVAIRWARCENWPNDIV CHINA LAKE CA AIG FOUR TWO THREE
INFO COMSTRKFITWINGSPAC LEMOORE CABT
UNCLAS //N04790//
MSGID/GENADMIN/USS USS RONALD REAGAN //SUBJ/CAT 1 TPDR NES-12 PARACHUTE ASSY//
REF/A/DOC/COMNAVAIRFORINST 4790.2//
REF/B/DOC/NA 13-1-6.2//
NARR/REF A IS NAVAL AVIATION MAINTENANCE PROGRAM.//REF B IS EMERGENCY PERSONNEL AND DROGUE PARACHUTE SYSTEM MANUAL.//
RMKS/1. USS RONALD REAGAN AIMD/03370
2. NAVAIRWARCENWPNDIV CHINA LAKE CA
3. R20993-96-0014
4. 6010/USS RONALD REAGAN
5. 0513-LP-000-2150
6. THROUGH 21. NA
22. DETAILS
A. NA 13-1-6.2
B. NES-12 PARACHUTE ASSY
C. 01 OCT 95
D. NA
E. NA
F. 15-12C
G. 15-18A-14
H. 15-12C
I. THROUGH K. NA
L. ASSY INDUCTED INTO AIMD FOR SCHEDULED REPACK AND USE AS A TRAINING AID BY PARALOFTPERSONNEL. DURING TRAINING AND ACTIVATION OF THE FOUR LINE RELEASE SYSTEM, THE DAISY CHAIN
SECURING LINES 1 AND 2 FAILED TO UNCHAIN. INVESTIGATION REVEALED THAT THE FF THREAD ENTERS AND
EXITS THE FLUTE TOO CLOSELY, THE INDIVIDUAL THREADS OF THE FLUTE WEBBING WILL BREAK INSTEAD OF
THE FF THREAD. IF THE LAST LOOP OF THE DAISY CHAIN IS NOT PULLED INTO THE FLUTE TO POSITION IT
DIRECTLY UNDER THE ENTRY AND EXIT POINTS OF THE FF THREAD IN THE FLUTE, THE THREAD WILL BREAK
BUT COULD BE PULLED THROUGH THE FLUTE WEBBING AND BE OF SUFFICIENT LENGTH TO BECOMEENTANGLED IN THE DAISY CHAIN. THIS COULD CAUSE A LOCKING OF THE REMAINING DAISY CHAIN AS IT DID
IN THIS CASE. IF THE FF THREAD DOES NOT PIERCE THE LANYARD THROUGH THE CENTER, BUT ONLYCATCHES A PORTION OF THE OUTER CASING, IT IS POSSIBLE TO RUPTURE THE OUTER CASING OF THE
LANYARD AND FAIL TO BREAK THE FF THREAD TACKING. PHOTOGRAPHS ARE AVAILABLE UPON REQUEST.
M. RECOMMENDATIONS:
1. RECOMMEND FOLLOWING WARNING BE INSERTED BETWEEN STEPS 13 AND 14 OF PARA 15-18A OF REF B:
WARNING - ENTRY AND EXIT POINTS OF THE FF THREAD ARE AT LEAST 1/4 INCH APART. THE LAST LOOP OF
THE DAISY CHAIN IS PULLED FAR ENOUGH INTO THE FLUTE TO POSITION IT DIRECTLY BENEATH THE ENTRY
AND EXIT POINTS OF THE FF THREAD.
2. RECOMMEND FIG 15-12C BE CHANGED TO SHOW EMPHASIS ON SEPARATION OF ENTRY AND EXIT POINTS OF
THE FF THREAD AND POSITIONING OF THE LAST LOOP.
N. J. P. TURNER, PRCM, ALSS LCPO, DEPLOYED//BT

Figure 10.9-2: Category 1 Technical Publication Deficiency Report (Example)

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PRIORITYFM STRKFITRON TWENTY TWO
TO COMNAVAIRSYSCOM PATUXENT RIVER MD//PMA-265//
INFO COMNAVAIRFOR SAN DIEGO CA
COMSTRKFITWINGPAC LEMOORE CAFRC SAN DIEGO CA//BT
UNCLAS //04790//
MSGID/GENADMIN/VFA-22//
SUBJ/BASELINE TROUBLE REPORT FOR F/A-18C TD PPC 117//
REF/A/DOC/COMNAVAIRFORINST 4790.2/15FEB08//
AMPN/REF A IS NAVAL AVIATION MAINTENANCE PROGRAM//
RMKS/1. VFA-22/PA3/09561
2. F/A-18C/PMA-265.
3. BTR VFA-22 CALENDAR DATE/SN
4. 00118/NAS LEMOORE CA
5. F/A-18C/96406/3103821-01
6. PPC 117
7. COMNAVAIRFOR 291630Z APR 04
8. N/A
9. TD PPC 117 IS MISSING FROM IN THE OPTIMIZED OMA BASELINE.
10. CHANGE BASELINE TO REFLECT PPC 117.
11. J. L. TACKETT, AMCS, LCPO, DSN 949-1111, COMM 409-998-1111
BT

Figure 10.9-3: Baseline Trouble Report Message (Sample)

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Discrepancy Report Workload Priority
Priority Number & Type of Work Load
1. Special Projects. Reserved for specific assignment by COMNAVAIRSYSCOM to fulfill
emergency requirements of the CNO. Examples: Investigations required by aircraft accident
boards, boards of investigations, boards of inquiry, or safety DRs (CAT I EIs and CAT I PQDRs)
under JDRS.
2. CAT II PQDRs under JDRS. Prototypes and projects of an urgent nature directed by
COMNAVAIRSYSCOM.
a. Component Level Schedule Level One B08.
b. Emergency in-use SE requirements (carrier deployments, aircraft down for SE).
3. Acceptance and transfer of aircraft/missiles in delivery. Aircraft in COMNAVAIRSYSCOM
field activity custody awaiting delivery and requiring correction of discrepancies/compliance withmandatory technical directives (including modifications).
a. Manufacturing, B08 weekly level two (including SE components).
b. Emergency repairs to missiles, aircraft, power plants, components, and customer services tomeet operational requirements established by command authority.
c. Regularly scheduled in- use SE requirements, including calibration and related support
activities.
d. Industrial field team modifications and on-site SE (including calibration) industrial fieldteam support.
4. Programmed D-level industrial workloads. Aircraft SDLM; rework of missiles, power plants,
B08 weekly three or four level requirements (including SE components), SE and related routine
supporting programs. Routine prototypes and projects not specified under priority 2 above.
5. Preparation of aircraft for delivery to long term storage points. Salvage and reclamation.

Figure 10.9-4: Discrepancy Report Workload Priority

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T13
AIDR Total Cycle
Commercial and Organic:
45 Calendar Days

T11
Screening/Action Pt Response Cycle
10 Calendar Days

T1
Acknowledge Receipt Cycle
04 Calendar Days

AIDR
Submission

Screening
Point
Acknowledge
Receipt
RequestReassign

T1A

AIDR
Submission

T2
Data Review Cycle
03 Calendar Days

T3
Action Point Acknowledge Receipt Cycle
03 Calendar Days

Data Review

Action Point Acknowledge
Receipt

Record Closed

Acknowledge
Receipt

T1B

T7
Examination Cycle
35 Calendar Days

T1C

Reassign
T1B
Clearinghouse Reassignment Cycle
02 Calendar DaysNOTES: 1. AIDR process timeframes may be extended for a thorough quality investigation
to be performed. A “Technical Dialog” will be submitted informing the originatorof the progress of the investigation every 45 days after receipt of an AIDR.
2. AIDR process timeframes do not include scheduled facility shutdown periods(weekends/holidays).

Figure 10.9-5: AIDR Process Timeline
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T13 EI Total Cycle(Goal: CAT I (Mishap) –60 Days, CAT I (Other) – 90 Days, CAT II – 130 Days)

T12 Final Report Response Cycle(Goal: CAT 1 (Mishap) – 50 Days, CAT I (Other) – 80 Days, CAT II – 120 Days)
T11 FST/PMA Response Cycle(Goal: CAT I - 10 Days, CAT II – 20 Days)

T10 Recommendation Cycle(Goal: CAT I – 05 Days, CAT II – 09 Days)

Acknowledge Receipt

T1 Acknowledge Receipt
Cycle
Goal:
CAT I – 02 Days,
CAT II – 04 Days

T2 FST
Evaluation Cycle
Goal:
CAT I – 03 Days,
CAT II – 05 Days

T3 PMA
Decision Cycle
Goal:
CAT I – 02 Days,
CAT II – 04 Days

FST
Recommendation
EI Submission

RequestReassign
T1A
EI
Submission

Acknowledge
Receipt
T1B

T1C
Reassign

Final Report
Approval

Exhibit Shipped

PMA Decision

T4 FST Prelim
Report Cycle
Goal:
CAT I – 03 Days,
CAT II – 07 Days

T5 Supply
Response Cycle(Goal: 7 Days)

T6 Shipping Cycle(Goal: 3 Days)

Preliminary Report
Approval

T7 FST EI Examination
Cycle Goal:
CAT I (Mishap) 30Days
CAT I (Other) 60 Days,
CAT II – 90 Days

Exhibit Received

T8 FST/CS Exhibit
Disposition Cycle(Goal: 10 Days)

Record Closed

T9 Closing Report Cycle (No Go Decision until Closing Report Approval)(Goal: 07 Days)

T1B
Clearinghouse Reassignment Cycle(Goal: 2 Days)

NOTE: Goals deployed on timeline reflect the average TAT goal for each process step andinclude additional time to allow for weekends and holidays.

Figure 10.9-6: EI Process Timeline

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T13
PQDR Total Cycle
CAT I= 75 Calendar Days
CAT II= 93Calendar Days

T12
Final Report Response Cycle
CAT I = 68 Calendar Days
CAT I I= 86 Calendar Days
T11
Screening/Action Point Response Cycle
CAT I = 09 Calendar Days
CAT II = 12 Calendar Days

T1
Acknowledge Receipt
Cycle
CAT I = 01 Calendar
Day
CAT II = 4 Calendar
Days

T2
Data Review Cycle
03 Calendar Days

T3
Action Point Acknowledge
Receipt Cycle
02 Calendar Days

RequestReassign

T1A

PQDR
Submission

T5
Supply Response
Cycle
07Calendar Days

Preliminary Report
Approval

Data Review

PQDR
Submission

T4
Preliminary Report
Cycle
03 Calendar Days

Acknowledge
Receipt

T1B

T6
Shipping Cycle
07Calendar
Days

T7
Examination Cycle
CAT I= 45 Calendar
Days
CAT II= 60 Calendar
Days

Exhibit
Received

T8
Exhibit Disposition Cycle
07 Calendar Days
Charge Reversal Decision
Cycle

RecordClosedT9
Closing Report Cycle(PQDR Submission
Closing Report Approval)

T1C

T1B
Clearinghouse Reassignment Cycle
02 Calendar Days

Reassign

NOTES: 1. PQDR process timeframes may be extended for a thorough quality investigation
to be performed. An “Interim Report” will be submitted informing the originatorof progress of the investigation every 45 days after receipt of a CAT I exhibit, or 60
days after receipt of a CAT II exhibit.
2. PQDR process timeframes do not include scheduled facility shutdown periods(weekends/holidays).

Figure 10.9-7: PQDR Process Timeline

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Partial Listing of Fleet Support Teams
ProgramManager
PMW-187
PMA-201

Fleet Support Team Equipment Supported
NAV FSTCSW FSTCAD FST
AAE FST

PMA-202

AECS FSTAOS FSTLSS FST
NVS FSTCB FST

PMA-205
PMA-207

TS FSTCA FST

PMA-208
PMA-209

TRGT FSTACE FST
ACE/OOP FST

PMA-213
PMA-225

ATC/LS FST
WWMM FSTPMA-226

H-46 FSTF-4 FST
E-2/C-2 FST

PMA-231

Navigation Systems, GPS
Conventional/Precision Strike Weapons, LCDB, JDAM, JSOW,
SLAM-ER, SDB II, DMLGB, LGB, and General Purpose Bombs
Explosive Cartridges, CADs, PADs, Rockets, JATO, NACES
Thermal Batteries
Bomb Racks, Aircraft Missile Launchers
Aircrew Escape and Crashworthy Systems (AECS), GRU-EA7,
SJU-5/6, SJU-4/13/14, NACES Ejection Seats, Parachute Systems,
Fixed/Rotary Wing Crashworthy Systems, Crashworthy Seating
Systems
Aircrew Oxygen System (AOS), LOX Converters, O2 Regulators,
O2 cylinders, O2 Hoses, OBOGS, OBOGS Support Equipment,
Smoke Masks, Emergency O2 Systems (including seat pan
emergency O2), Portable Fire Extinguishers
Life Support Systems (LSS), Survival Equipment, Bail Out
Parachutes, Radio/Survival Electronics
Night Visions Systems (NVS), AN/AVS-9, SNVS
Chemical Biological (CB) Aircrew Protective Chemical BiologicalEquipment
Aviation Training Equipment/Devices
Commercially Supported Aircraft/Engines. TC-4C, C-9B, C-12,C20, C-26, UC-35, C-37, CT-39G, T-39N, C-40, DC-130, C-130J,
MD-369, T-34C, T-44A, TH-6B, TH-57, JT8D, PT6A, JT12,
MK511, MK5298X, MK611, T56-A-9, 250-20N, AE2100D3
Aerial Targets and Decoys Systems
Air Combat Electronics (ACE), ARC-182, ARC-210, AYK-14,
APX-100, GPWS
Out of Production ACE Systems
Air Traffic Control and Landing Systems
Worldwide Multi-Mission Systems, AGM-65, AGM-88, AGM114, BGM-71
H-46, T58
QF-4
E-2/C-2, ATDS

Figure 10.9-8 (page 1) Partial Listing of Fleet Support Teams

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PMA-233
PMA-234
PMA-242
PMA-248
PMA-251

MPS FST
EA-6B FSTDSS FSTTTR FST
ALRE FSTPMA-257
PMA-258
PMA-259
PMA-260
PMA-261

AV-8 FSTSOAD FSTAAW FSTSE FST
H-53 FSTEXHELO FSTUAS FSTUAS FSTASW FST
F/A-18 FSTUAS FSTUAS FSTASC FSTEWS FST

PMA-262
PMA-263
PMA-264
PMA-265
PMA-266
PMA-268
PMA-271
PMA-272
PMA-273
PMA-275
PMA-276
PMA-280
PMA-281PMA-282
PMA-290
PMA-299
PMS-210
VariousPrograms

T-45 FST
T-6 FST
V-22 FST
H-1 FST
TOMAHAWK FST
CM FST
CMCC FSTWCS FST
P-3 FST
S-3 FSTARS FST
MMH FST
AMCM FSTTM FSTBAT FSTAPU FSTATS FST
PROP FSTXMSN FSTMission Planning Systems, JMPS, TAMPSEA-6B, J52-P-408
Defense Suppression Systems, AGM-65, AGM-88, AGM-114, BGM-71
Tactical Training Range Systems, KGV-23, JTCTS, LATR, TACTS
Aircraft Catapults and Arresting Gear, Helicopter Landing Systems,
Visual and Optical Landing Aids, Shipboard Aviation DataManagement Systems, Wind Measuring Systems, Shipboard Aviation
Marking and Lighting, USMC Expeditionary Airfield Equipment,
Afloat Navy Aircraft Fire-Fighting Equipment
AV-8B, TAV-8B, F402
Standoff Missile Systems, AGM-84, AGM-119
Air to Air Weapons, AIM-7, AIM-9
Aviation Common Support Equipment, CASS
CH-53, MH-53, T64
VH-60, VH-3
Persistent Maritime UAS
Small Tactical UAS
Air ASW Systems, Sonobouy, Sensors, GASS
EA-18, F/A-18, F404, F414
Multi-Mission UAS
NUCAS
Airborne Strategic Communications Systems, E-6, TC-18, CFM56
Tactical Aircraft Electronic Warfare Systems, ASPJ, IDECM, ALR-67,
AAR-47, ALE-29, ALE-39, ALE-47, MWS, and IRCM
T-45 TS, T-6, F405
T-6
V-22, T406 (AE1107C)
AH-1/UH-1, T400, T700
Tomahawk Cruise Missile
Cruise Missiles
Cruise Missile Command and Control Systems
Tactical Weapons Control Systems
Maritime Surveillance Aircraft. P-3, EP-3, T56
S-3, ES-3, TF34, P-8
Aerial Refueling Systems
Multi-Mission Helicopters. H-60, SH-2G
Airborne Mine Countermeasures
Technical Publications
Aircraft Batteries
APU, Auxiliary Power Units, GTC, GTCPAir Turbine Starter (ATS), Ram Air Turbine, Starters, Cooling
Turbines, Valves/Regulators, Heat Exchangers
Propellers
Gearbox Bearings, Transmissions

Figure 10.9-8 (page 2): Partial Listing of Fleet Support Teams

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Maintenance Technologies Points of Contact
FRCE CHERRY POINT NC
Aircraft Confined Space
Composite Repair
Elastomeric Materials
Failure Analysis
Fluid Contamination
Inorganic Coatings
Welding/Brazing(252) 464-7345; DSN 451
-7159
-9341
-9889
-9767
-7154
-8999

FRCSE JACKSONVILLE FL
Materials Testing (Mechanical Testing & Chemical Analysis)
Paint/Organic Coatings
Thermal Spray(904) 790-6402; DSN 942
-6398
-6417

FRCSW NORTH ISLAND CA
Adhesive Bonding/Sealants
Bearings
Canopies/Transparencies
Corrosion Prevention/Control
Heat Damage Evaluation
Heat Treating
Nondestructive Testing/Inspection
Preservation
Tires(619) 545-9732; DSN 735
-0027
-9732
-0027
-9732
-9732
-9732
-0027
-8675/9732

COMNAVAIRSYSCOM PATUXENT RIVER MD
Aircraft Wiring
Fiber Optics/Networks(301) 342-0810; DSN 342-9115

NAVAIRWARCENACDIV PATUXENT RIVER MD
Engine Composites
Fuels
Lubricants(301) 342-8010; DSN 342(301) 757-3406; DSN 757-3413

NAVAIRWARCENWPNDIV CHINA LAKE CA
Airborne Weapons Materials(760) 939-2060; DSN 437

NAVAIRWARCENWPNDIV POINT MUGU CA
Airborne Weapons and Targets Maintenance/Handling(805) 989-5380; DSN 351

NAVSURFWARCENDIV CRANE IN
Energy, Power and Interconnect Technologies Division
Electrical/Electronic Assemblies/Electrostatic Discharge(812) 854-4103; DSN 482-1973

Figure 10.9-9: Maintenance Technologies Points of Contact

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NOTES: 1. ADDR process timeframes may be extended to enable a thorough investigation tobe performed. A “Technical Dialog” will be submitted informing the originator of
the progress of the investigation every 30 days after receipt of an ADDR.
2. ADDR process timeframes do not include scheduled shutdown periods(weekends/holidays).

Figure 10.9-10: ADDR Process Timeline

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10.10 Technical Directive (TD) Compliance Program (NAMPSOP)
10.10.1 Referencesa. NAVAIR 00-25-300, Naval Air Systems Command Technical Directives System.
b. OPNAVINST 8000.16, Naval Ordnance Management Policy Manual.
c. NA500C Aeronautical Technical Directive Index Report.
d. DECKPLATE-TDRS, NAT02, SE TD Listing.
e. DECKPLATE-TDRS, NAT04, Aviation Aircrew Equipment TD Listing.
f. DECKPLATE-TDRS, REP07, Technical Directive Compliance Report.
g. DECKPLATE-TDRS, LIST01, Technical Directive Applicability Listing.
h. DECKPLATE-TDRS LIST 02, TD Requirements.
i. DECKPLATE-TDRS LIST 04, Incorporation (INC) Listing for Equipment.
j. DECKPLATE-TDRS LIST 04H, Historical INC Listing for Equipment.
k. NATEC San Diego, COMFRC FST HQ Technical Data Department, Weekly Summary for
Issued TDs.
l. NAVAIRINST 13100.17, Red Stripe Memorandum System.
m. NAVAIR 00-25-100, Naval Air Systems Command Technical Publications LibraryManagement Program.
10.10.2 Introduction
The Technical Directive (TD) Compliance Program directs procedures for TD compliance by Olevel, I-level, and D-level activities.
10.10.2.1 NAVAIR issues TDs for inspecting or altering the configuration of aircraft, engines,
systems, weapons, or equipment. NAVAIR 00-25-300 is the guiding instruction for creating,approving, and issuing TDs.
NOTE: OPNAVINST 8000.16 is the guiding instruction for TDs applicable to weapons.
10.10.2.2 TDs are assigned to four categories based on type, urgency, and purpose:a. Immediate Action - Assigned when unsafe conditions exist which, if uncorrected, could
result in fatal or serious injury to personnel, or extensive damage or destruction of valuable
property; and the conditions embody risks calculated to be unacceptable.
b. Urgent Action - Assigned when potentially hazardous conditions exist which, if uncorrected,
could result in personal injury or damage to valuable property or reductions in operational
readiness; and conditions that would compromise safety or embody risks calculated to be
acceptable within defined time and performance limits.

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c. Routine Action - Assigned to retrofit changes when the urgency does not warrant assignmentof Immediate Action or Urgent Action categories, and the risk is acceptable within broad time
limits.
d. Record Purpose - Assigned to Formal Change TDs issued to document configuration
changes that were incorporated in all affected equipment by the change designer or originator
before the TD was issued. The Record Purpose TD serves as the official record of an engineeringchange in the Technical Directive Reporting System (TDRS) database.
10.10.2.3 NATEC San Diego, COMFRC HQ Technical Data Department, publishes the Weekly
Summary for Issued Technical Directives of all TDs issued during the previous week. This naval
message report is available on the NATEC website (https://mynatec.navair.navy.mil).
10.10.2.4 The primary DECKPLATE TDRS reports and lists used in managing TD complianceare:a. TDRS reports:(1) NA500C, Aeronautical TD Index Report, provides a list of active TDs, applicable toeach type/model/series (T/M/S) aircraft and engine.
(2) NAT02, SE TD Listing (with index codes B and D), provides information by Type
Equipment Code and is used to screen for active and completed Support Equipment (SE) TDs.
(3) NAT04, Aviation Aircrew Equipment TD Listing (with index codes B and D), is used toscreen for active and completed Aviation Life Support Systems (ALSS) TDs.
(4) REP07, TD Compliance Report, provides a complete list of incorporated TDs for
specific component serial numbers (S/N), used to validate prior incorporations.
b. TDRS lists:(1) LIST01, TD Applicability Listing, provides a quick reference to Airframe Change(AFC) and Airframe Bulletin (AFB) TDs based on applicability range and series information for
specific T/M/S aircraft.
(2) LIST02, TD Requirements Listing, provides a list of Not Incorporated (NINC) AFBs
and AFCs for individual aircraft, and Power Plant Bulletins (PPB) and Power Plant Changes (PPC)
for engines.
(3) LIST04, Incorporation (INC) Listing for Equipment, provides a list of Incorporated(INC) AFBs and AFCs for individual aircraft; and PPBs and PPCs for engines.
(4) LIST04H, Historical Incorporation Listing for Equipment, provides a list of historical
INC AFBs and AFCs for individual aircraft, and is used to validate prior compliance.
10.10.3 Requirements
10.10.3.1 Configuration Changes

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No configuration changes will be made to naval aviation systems including aircraft, engines,
airborne weapons, airborne systems and system components, aircraft launch and recovery
equipment, aviation SE, and training systems, unless directed by a TD. Exceptions:a. Aircraft Controlling Custodian (ACCs) and Type Commander (TYCOMs) may authorize
one prototype installation of a proposed change. Approval to do more than one prototype requires
COMNAVAIRSYSCOM concurrence.
b. COMNAVAIRSYSCOM may authorize Record Purpose TDs for incorporation prior toapproval of the Formal Change TD.
10.10.3.2 TD Compliance
Aircraft, engines, SE, equipment, and components will be restricted from use, if assigned TD
category (Immediate Action, Urgent Action, or Routine Action TDs) are not complied with, before
expiration of the specified due date, time, or event.
NOTES: 1. Corrected Copy TDs do not require any action.
2. The Target Completion Date (TCD) listed on a TD is an administrative entry of
the issuer’s estimate of when the TD will be completed for all affected equipment.
Expiration of the TCD does not invalidate the TD, and does not require a deviationor any other action by Fleet activities.
3. A Notice of Ammunition Reclassification (NAR) is not an authorized medium fordirecting or authorizing the removal/replacement of installed aircraft or ALSS
cartridges/pyrotechnics/CADs/PADs or for affecting aircraft availability. The TD
system was established for that purpose. If a TD has not been received within threedays of receipt of a NAR affecting CADs, PADs, or aircraft availability, thereporting custodian will request assistance from the ACC or TYCOM who in turnwill request status from COMFRC FST HQ Technical Data Department.
a. Immediate Action TDs must be complied with prior to the next flight or use of the affectedaircraft, engine, or equipment.
b. Immediate Action TDs affecting RFI spare engines, modules, SE, equipment, andcomponents must be complied with prior to issuance of the item, unless the using activity is thelevel designated to incorporate the TD. For example, an I-level activity does not have toincorporate Immediate Action and Urgent Action O-level TDs before declaring the item RFI.
c. Urgent Action TDs affecting operational aircraft must be complied with prior to launching
the aircraft on a mission that will exceed the compliance due date, time, or event.
NOTE: I-level activities may submit requests to the ACC Class Desk to incorporate D-levelTDs if material, tools, technical data, and skills are available.
d. Unless directed by the ACC, D-level activities will only incorporate O-level and I-level TDs
if the aircraft or item is sufficiently disassembled during normal D-level processing, incorporation
does not require a controlled kit, parts are readily available, and compliance adds no additional
direct man-hour cost. D-level activities will comply with O-level and I-level TDs if incorporation
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is needed in order to modify a part required to complete depot rework. Rapid Action Minor
Engineering Changes (RAMEC) will not be incorporated during depot rework, unless directed by
the ACC.
e. O-Level Inspection TD Compliance. Aircraft currently undergoing a Phase or Special
Inspection at the time of TD issuance, with a compliance due of that type inspection, will adhere to
the following:(1) Immediate Action TDs issued while an aircraft is undergoing a Phase or Special
inspection must be incorporated regardless of whether or not completed work has to be redone.
(2) Urgent Action TDs with safety impact issued while an aircraft is undergoing a Phase orSpecial inspection must be incorporated regardless of whether or not completed work has to be
redone. A request for authorization to defer until next like inspection will be sent to the ACC for
approval. Deviation procedures of 10.10.3.4.c apply.
(3) Urgent Action TDs without safety impact and Routine Action TDs issued while anaircraft is undergoing a Phase or Special inspection will be incorporated only if no completed work
has to be redone. If TD incorporation requires unnecessary rework and will not be incorporated
during the inspection, the compliance due will be the next like inspection. Activities that desire
deviation of Routine TDs that do not require work to be redone due to operational necessity may
submit a one-time deferral. Deviation procedures of 10.10.3.4.b. apply.
f. I-level and D-level Item TD Compliance. Items currently undergoing Repair or Inspection at
the time of TD issuance, with a compliance due of that type of Repair or Inspection, will adhere to
the following:(1) Immediate Action TDs issued while an item is undergoing disassembly, repair,reassembly, or test must be incorporated regardless of whether or not completed work has to be
redone.
(2) Urgent Action TDs with safety impact that are issued while an item is in the repair,reassembly, or test cycle must be incorporated regardless of whether or not completed work has tobe redone. A request for authorization to defer until next like inspection will be sent to the ACC for
approval. Deviation procedures of 10.10.3.4.c apply.
(3) Urgent Action TDs without safety impact and Routine Action TDs issued while an item
is in the repair, reassembly, or test cycle will be incorporated only if no completed work has to be
redone. If TD incorporation requires unnecessary rework and will not be incorporated during theinspection, the compliance due will be the next like inspection.
NOTES: 1. “Item” applies to component, subcomponent, engine, ALSS, or SE.
2. For aircraft or items deferred until next like inspection or repair under
10.10.3.2.e.(3) or 10.10.3.2.f.(3), the reporting custodian will make a logbook entry
indicating deferral with compliance of next like inspection or repair following
procedures of 10.10.3.4.d.
10.10.3.3 I-level and D-level Engine TD Compliance

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a. Immediate Action TDs issued while an engine or engine module is undergoing disassembly,
repair, reassembly, or test must be incorporated regardless of whether or not completed work has tobe redone.
b. Urgent Action TDs with safety impact that are issued while an engine or engine module is in
the repair, reassembly, or test cycle must be incorporated regardless of whether or not completed
work has to be redone. If not specifically addressed in the TD, a request for direction to incorporate
or not incorporate an Urgent Action TD issued while an engine is in the post-assembly test cycle
will be sent to the ACC Engine Class Desk.
c. Urgent Action TDs without safety impact and Routine Action TDs issued while an engine orengine module is in the repair, reassembly, or test cycle will be incorporated only if no completed
work has to be redone.
10.10.3.4 Compliance Deviation Procedures
a. Operational Commanders may authorize deferral of compliance for Immediate Action,
Urgent Action, and Routine Action TDs, if required due to combat operational necessity. Deviation
procedures of paragraph 5.3.10.6 apply.
b. O-level Commanding Officers (COs) may approve a one-time deferral of compliance for
Routine Action TDs if parts or kits are on order, but not received, or if the ability to accomplish
mission-essential flight operations will be affected by downing the affected aircraft or equipment.
Conditions for approval:(1) Deferral will be granted to a specific bureau number (BUNO) aircraft or serial number(SERNO) equipment or component.
(2) The affected aircraft or equipment has not already been granted a compliance deferral
for the subject TD.
(3) Deferral cannot exceed the next compliance due date, time, or event, for example, next
Phase Inspection.
NOTE: Deferral beyond the one-time CO contingency deviation requires ACC approval.
c. A naval message must be sent to the ACC, Type Wing or MAW, and CVW or ACE to
inform them of the contingency deviation. The message will contain details on the conditions of
the deviation, to include:(1) T/M/S and BUNO (aircraft) or nomenclature, model number and serial number(equipment).
(2) TD number and a summary of the TD requirement.
(3) Compliance due date, time, or event specified on the TD and when due for the affectedaircraft or equipment.
(4) Circumstances necessitating the deviation, for example “COMPLIANCE DEFERRALIS REQUIRED DUE TO LACK OF PARTS.” or “COMPLIANCE DEFERRAL IS REQUIRED

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TO MEET MISSION ESSENTIAL FLIGHT OPERATIONS.” If deferral is needed due to lack ofparts or kits, the NIIN and part number, requisition number, and estimated delivery date will be
included.
(5) Length of time deferral is needed, for example “TD WILL BE COMPLIED WITH
UPON RECEIPT OF PARTS” or “TD WILL BE COMPLIED WITH NO LATER THAN NEXT
PHASE.”
d. Compliance deviations not covered by Operational Commander combat deviations or CO
one-time contingency deviations must be requested from the ACC by naval message, with theinformation listed in paragraph 10.10.3.4c.
e. Compliance deviations will be recorded in the Miscellaneous/History record of the CM ALS
or aircraft logbook, Aeronautical Equipment Service Record (AESR), Module Service Record(MSR), Repair/Rework/Overhaul/Exceedances section of the Assembly Service Record (ASR),
maintenance record of the Equipment History Record (EHR), or repair/rework/overhaul section of
the Scheduled Removal Component (SRC) card. SE TD compliance deviations will be documented
in Section VI Miscellaneous History Record of the SE Custody and Maintenance History Record.
Entries must include the name and title of the approving activity, and the S/N and Date Time Group(DTG) of the authorization letter or message. Activities with Aircraft Component Tracking System(ACTS) must also make the entry in the ACTS component record.
Example 1 - Routine Action PPC 123 deferred for compliance due to lack of parts, in accordancewith COMNAVAIRFORINST 4790.2D Commanding Officer one-time deferral authority.
Reference message STRKFITRON ONE TWO THREE 310001Z OCT 16.
Example 2 - Routine Action PPC 123 NINC due to issuance while engine was in the reassembly
stage. Waiver granted until next induction to I-level or D-level for repair, per
COMNAVAIRLANT N421M Engine Class Desk message COMNAVAIRLANT NORFOLK VA
150001Z NOV 2016.
Example 3 - Routine Action AFC 456 NINC due to lack of parts. Waiver granted until next
induction for PMI per COMNAVAIRLANT N421 F/A-18 Class Desk ltr Ser 4790/001 dated 01
December 2016.
f. ALSS TD compliance deviations will be documented by attaching a copy of the deviation
message to the Parachute Record (OPNAV 4790/101), Seat Survival Kit Record (OPNAV
4790/137), Aircrew Systems Record (OPNAV 4790/138), or Aircrew Personal Equipment Record(OPNAV 4790/159), and entering the information in the CM ALS Miscellaneous History section.
10.10.3.5 TD Compliance Verifications
a. A “BASELINE” TD compliance verification must be conducted upon receipt of aircraft,
engines, SE, maintenance trainers, and serial numbered weapon system components physicallyassigned to the activity’s custody.
b. After completion of the BASELINE verification, “SUBSEQUENT” TD complianceverifications will be completed every 12 months (at a minimum) of all TDs issued, incorporated, or
cancelled in the previous 12 months. The first SUBSEQUENT verification will be completed no10-147

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later than (NLT) 12 months after the BASELINE review. After completion of a SUBSEQUENT
verification, the applicable TDRS report will be updated with current status and labeled“SUBSEQUENT”. The most recent SUBSEQUENT report will be filed on top of the BASELINE
report in the aircraft historical file or AESR manila envelope, or other location directed by the TD
Compliance Program Manager.
NOTE: NA (administrative) amendment TDs in the “BASELINE” report do not have to bereviewed during the “SUBSEQUENT” review.
c. A verification of NINC TD compliance due dates will be completed prior to each aircraft
phase inspection and prior to transfer. After completion of the transfer verification, the applicable
TDRS report will be updated with accurate status and labeled “TRANSFER”. The report will be
filed in the aircraft historical or AESR manila envelope.
d. The following reports will be reviewed during verifications:(1) NA500C(2) NAT02(3) NAT04
NOTES: 1. Activities utilizing NTCSS Optimized OMA NALCOMIS (OOMA), will verify
the Outstanding TD Report upon completion of aircraft NA500C verification. All
discrepancies will be corrected and the report will be retained with the BASELINE
verification as a permanent document.
2. Removal of a TD from TDRS reports does not relieve reporting custodians ofresponsibility to verify the status of the TD. Cancelled, completed (process ofremoving TDs from TDRS reports), or superseded TDs will not be deleted from theequipment record until the item the TD applies to has been replaced with a new partnumber or removed due to obsolescence.
e. (Aircraft and Engines) NA500C report verification procedures:(1) Download the NA500C report from DECKPLATE(https://deckplate.navair.navy.mil/#/). Select the NA500C and applicable T/M/S from the drop
down menu, and enter the fourth digit of the TEC in the TEC series block to obtain specific T/M/S
NA500C reports.
(2) Annotate TD status as INC (Incorporated), NINC (Not Incorporated), CANCELLED, or
NA (Not Applicable) next to each TD. Figure 10.10-1 is an example of an annotated NA500C
report.
NOTES: 1. NA annotations must include a reason, for example, “NA this BUNO,” “NA thisPart Number,” “extends TCD,” or “Updates Cog” (Admin Change is not
authorized).
2. TDs logged on specific EHR, SRC, ASR, MSR, and AESR must include thefollowing annotation on the NA500C report: “Refer to (nomenclature) (respective

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cards).” Examples: “Refer to O2 Concentrator EHR card” or “Refer to Aileron
SRC card.” A final TD status is still required such as INC, NINC, NA (with reason
for NA).
3. For INC TDs that are not on LIST04/04H and have not been verified with
REP07, verification is required (to ensure actual compliance of all assets).
(3) File the completed NA500C report in the aircraft historical file or AESR manila
envelope, or other location directed by the TD Compliance Program Manager.
f. (SE) TDRS NAT02 Report verification procedures:(1) Download the NAT02 report each month from DECKPLATE(https://deckplate.navair.navy.mil/#/). Select the NAT02 report with Index Codes B & D for“BASELINE” verifications and Index Code B for “SUBSEQUENT” verifications. Compare thisreport to the previous “SUBSEQUENT” verification and research any differences noted.
(2) Annotate TD status applicability to specific equipment held within the activity.
Annotation can either be done electronically or by hard copy.
(3) Maintain a current annotated NAT02 with applicable TDs in the location directed by the
TD Compliance Program Manager.
(4) Document performance of NAT02 “BASELINE” verification and annual“SUBSEQUENT” verification on the SE Custody and Maintenance History Record (OPNAV
4790/51) Section VI Miscellaneous History Record and NALCOMIS OOMA CM ALS
Miscellaneous section.
g. (ALSS) TDRS NAT04 Report verification procedures:(1) Download the NAT 04 report each month from DECKPLATE(https://deckplate.navair.navy.mil/#/). Select the NAT 04 report with Index Codes B & D.
Compare this report to the previous report and research any differences noted.
(2) Annotate TD status applicability to specific ALSS equipment held within the activity
electronically or by hard copy.
(3) Maintain a current annotated NAT04 with applicable TDs in the ALSS work center orother location as directed by the TD Compliance Program Manager.
10.10.3.6 TD Applicability Reviews
O-level and I-level activities will use the Technical Directive Review Checklist (Figure 10.10-2) todocument the review of newly received TDs.
10.10.3.7 TD Compliance Documentation
A work order (WO) or maintenance action form (MAF) will be used to document TD compliance,
per Chapter 15 and 16 procedures. If more than one work center is involved, a separate TD Assist
WO or MAF will be written for each assist work center to document their portion of the TD. If the

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TD has multiple parts, a separate WO or MAF must be initiated for each part. The WO or MAF
will be annotated as follows:a. The Discrepancy block will be annotated with the due NLT compliance time or event, forexample, “Comply with NLT next Phase inspection” or “Comply with NLT next 10 flight hours.”
If compliance is based on an operating time (such as operating hours or number of arrested
landings), annotate the actual “Due NLT” time at which point the aircraft or equipment is restrictedfrom flight or use. For example, if current operating hours = 4321 and the specified compliancetime is NLT 10 hours after receipt of the TD, the Due NLT compliance time is 4321 + 10 = 4331
maximum aircraft or equipment hours before the TD is due.
b. Annotate time compliance in the system reason block (up to 25 characters). Example: “AFB
566/DUE NLT JD:21027” or “AFC 771/NXT PHS B A7227.0”
NOTES: 1. Activities operating OOMA will NOT complete TD tasks within the Task
Properties of CM Inventory Explorer. If a TD is confirmed to be incorporated, aseparate WO will be issued to report compliance up line.
2. The TD compliance time will be calculated from the DTG for TDs issued bymessage and by the date of the letter for TDs issued by letter. For example, for TDs
requiring compliance based on flight hours, determine the time since new of theaircraft or component as of the date of the message DTG (or date on the letter forletter-type TDs), and add the comply NLT flight hours to calculate the compliancedeadline.
3. SE being documented by “lot” will have a separate WO or MAF for each item of
SE requiring a TD action per paragraph 10.17.3.4b NOTE. Activities are notauthorized to issue a single WO or MAF to incorporate a TD on an entire lot.
Review the SE PMS NAMPSOP paragraph 10.17.3.4 for further information on“lot” documentation procedures.
4. A TD Compliance WO or MAF is not required for TDs specified as action for adifferent level of maintenance. For example, O-level activities do not have to issue a
WO for TDs specified for I-level or D-level action.
5. Removal (de-configuration) of a previously-completed TD modification will be
documented in the same manner as TD incorporation, except for block A35 and the(H-Z) record. TD Status Code Q will be entered in block A35 and the (H-Z) record
will be left blank per Chapter 15 and 16.
c. The following Transaction Codes will be used:(1) Transaction Code 41 - Used for compliance with no P/N change and for non-serializedcomponents.
(2) Transaction Code 47 - Used for compliance on all serialized components, regardless ofwhether there is a P/N change. Use of Transaction Code 47 requires the (E) and (G) sections of the
WO or MAF to be completed.

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d. Compliance logbook, record, and report entries:(1) TD compliance will be documented on TDRS Lists Nos. 02 and 04, and in SE Custodyand Maintenance History Record (OPNAV 4790/51), Auto Log Sets, and component history cards
per Chapter 8.
(2) New AFC and AFB TDs will be added to TDRS List No 02
NOTE: If any item of SE documented as part of a lot did not receive the required TD action,
annotate (in pencil) the reason for noncompliance on the SE Custody and
Maintenance History Record (OPNAV 4790/51) in Column B of Section VI (next to
the S/N for that item). Once the TD has been complied with, erase the reason fornoncompliance from Section VI and record the item S/N in the remarks column ofSection IV (TD Section).
10.10.4 Responsibilities
10.10.4.1 COMNAVAIRSYSCOM Program Officesa. Thoroughly validate and verify TDs per the requirements of NAVAIR 00-25-300 prior toissuing the TD.
b. Follow the procedures of NAVAIRINST 13100.17 when issuing grounding TDs.
c. Validate the currency of the NA500C every six months, and as required coordinate withType Wings or MAWs and ACC Class Desks to verify data accuracy.
10.10.4.2 ACC Aircraft or Equipment Class Desksa. Coordinate TD verifications prior to releasing to the Fleet for compliance. Verification will
include:(1) Testing by at least one Fleet activity to confirm adequacy and clarity of technicalcontent, verify activities have the equipment and manpower to accomplish the TD, and to verify the
man-hours required. TDs that contain separate O-level and I-level actions will be sent to both asquadron and an I-level activity for validation.
(2) Confirmation of the availability of parts or kits, consumable materials, SE, technicalmanuals, manpower, and funding required to accomplish the TD.
(3) Operational impact of out of service time and man-hour requirements.
(4) Feasibility of meeting the compliance due time or event.
(5) A written response (email, letter, or message) to the Program Office on concurrence or
non-concurrence and any changes required.
b. Maintain a current schedule of the estimated compliance date or event, by BUNO, foraircraft TDs with TYCOM directed compliance. The schedule will be provided to applicable Type
Wings and MAWs.
c. Coordinate with the Program Office on TD abeyance and amendment or revision messages.
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d. Formally respond to TD compliance deviation requests via letter or naval message.
e. Act as final approver for requests to perform one-time prototype changes.
10.10.4.3 NATEC
NATEC will post the Weekly Summary of Issued TDs messages on the NATEC website(https://mynatec.navair.navy.mil).
10.10.4.4 Type Wing or MAW
Type Wing or MAW will designate a Wing TD Compliance Program Manager to:a. Coordinate with the ACC Class Desks to assign Fleet activities to accomplish TD
verifications.
b. Track TD compliance and assist activities to resolve logistics constraints.
c. Coordinate with ACCs, I-level activities, D-level activities, and Supply to obtain andprioritize support for O-level TD compliance.
d. Coordinate with ACC Class Desks on planning compliance date or event for TDs withTYCOM directed compliance, and provide subordinate commands with information on theestimated compliance date or event for assigned BUNOs.
10.10.4.5 Commanding Officer (CO)a. Review and act as final approval or disapproval authority for one-time Routine Action TD
compliance deviations meeting the requirements of paragraph 10.10.3.4.
b. Review and approve the release of requests for TD compliance deferral per paragraph10.10.3.4.
10.10.4.6 Maintenance Officer (MO)a. (O and I-level). Designate the Maintenance Material Control Officer (MMCO) or
Production Control Officer (PCO) as the TD Compliance Program Manager (TDPM). Designation
will be in writing via ASM. If not using ASM, designation may be documented in a list included as
an enclosure in the Monthly Personnel Plan (MPP) per 10.1.5.3.e.
b. (Depot FRC) Designate a SME as the TDPM. Designation will be in writing via the SME
listing.
10.10.4.7 TD Compliance Program Manager (MMCO or PCO)
a. Perform an audit of the TD Compliance Program within 60 days of designation as Program
Manager, and annually thereafter per paragraph 10.7.3.8.
b. Designate a collateral duty Technical Directive Program Coordinator (TDPC). The TDPC
must be an E-6 or above or civilian equivalent assigned to Maintenance or Production Control.
Designation will be in writing via ASM. If not using ASM, designation may be documented in alist included as an enclosure in the MPP per 10.1.5.3.e.

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NOTE: I-level activities operating satellite Production Controls and Logs and Records in
Divisions (such as Power Plants and SE), the TD Program Manager will designate
Divisional TDPCs responsible for TDPC duties within the satellite Production
Control.
c. Publish a list of outstanding TDs, by BUNO or type equipment. The list will contain any TD
requiring action by the activity’s assigned maintenance level, and the due date, time, or event forcompliance.
Example 1: A squadron list will have the TD Number and the date, time, or event the TD is due forcompletion for each individual BUNO.
Example 2: The I-level MMP will have the TD Number and the equipment affected (T/M/S engine,component nomenclature and P/N, etc.) and the work center responsible for compliance.
d. Review, sign, and date completed NA500C report verifications.
NOTE: The TDPM may delegate the NA500C verification review to any E-7 or above or
civilian equivalent assigned to Maintenance Control or Production Control, otherthan the TDPC.
e. Request assistance from the Type Wing or MAW to resolve TD compliance problems.
f. Verify a QAR has determined a TD to be not applicable (NA) and has signed the TD Review
Checklist (Figure 10.10-2) before a TD is documented as NA in the aircraft or equipment logbook.
g. Inform supporting Supply Departments and I-level activities of aircraft configuration
changes caused by TDs, for example, requirement to purge existing stock of items requiring
modification or replacement.
h. (O-level) Inform the Type Wing or MAW if parts or equipment needed to comply with a TD
are not available.
i. Maintain a program file to include:(1) POCs(2) Program related correspondence and message traffic, such as deviations andcorrespondence from Type Wing, MAW, or ACC Class Desk concerning TYCOM directed andscheduled TD incorporations(3) Reference or cross-reference locator sheets(4) Most current Computerized Self Evaluation Checklist (CSEC) audit
10.10.4.8 TD Compliance Program Coordinator (TDPC)a. Complete Safe For Flight or Production Control PQS and the following CNATT courses: C555-0059 Configuration Management for Organizational and Intermediate Activities and C-5550053 Naval Aviation Maintenance Control Management for Optimized Organizational Maintenance
Activity.

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b. Initiate a WO or MAF for TDs determined to be applicable by Quality Assurance (QA) per
paragraph 10.10.3.6. If more than one work center is involved, initiate a separate TD WO or MAF
for each work center to document their portion of the TD. The primary work center involved incompliance will be issued the TD Compliance WO or MAF and the other work centers will be
issued a TD Assist WO or MAF to document compliance.
NOTES: 1. Activities operating OOMA will NOT complete TD tasks within the Task
Properties of CM Inventory Explorer. If a TD is confirmed to be incorporated, aseparate WO will be issued to report compliance up line.
2. No WO or MAF is required for a TD that QA determines to be NA.
3. TDs for components with CM ALS that have S/Ns of “XXX” must be physicallyverified prior to determining applicability, if verification is within the activity’s levelof maintenance.
c. Provide a compliance plan to the TD Compliance Program Manager and track completion.
d. Coordinate with Logs and Records to review and verify compliance status of applicable TDs.
e. Review the NATEC Weekly Summary for issued TDs per paragraph 10.10.2.3 for T/M/S
and General Series TDs, and coordinate with the CTPL to obtain applicable TDs that have not been
received.
f. Order TD parts and kits for affected aircraft or equipment, and verify Material Control
assigns a Document Date and Serial Number (DDSN). Review the status of parts or kits
requisitions at least once per week. Upon receipt, verify the correct parts or kits were received andare complete, label them with the BUNO or SERNO they are for (if applicable), and control parts
and kits until ready for installation.
NOTES: 1. Excess or spare parts and kits are not authorized. Activities will order only the
number needed to comply with the aircraft and equipment in their custody.
2. Contact the NAWC AD Operating Material and Supplies Branch Kit Manager
for assistance in resolving availability issues with whole kits and individual kit parts.
g. Add newly issued TDs applicable to assigned aircraft or equipment to the NALCOMIS TD
configuration file.
h. Verify Maintenance or Production Control changes TD WO or MAF status to “down” assoon as the compliance time or event becomes due.
i. (O-level) Prior to a deployment, coordinate with the Material Control Officer to either cancel
TD material requisitions or make arrangements with station Supply Department to have themshipped to the deployment site. A cut-off date must be established to terminate shipment, forexample, 45-60 days prior to the return of the squadron.
j. (I-level) Issue a Supply Asset Technical Directive Review Checklist (Figure 10.10-3) when
supply assets need to be screened for I-level TD compliance. If supply assets require an I-level TD:

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(1) Document the S/Ns of affected components on the Supply Asset Technical Directive
Review Checklist (Figure 10.10-3), and provide the checklist to Production Control.
(2) Production Control will update the TD Configuration File for those S/Ns listed.
(3) Initiate a TD MAF for each affected component using Supply job control number (JCN).
10.10.4.9 Quality Assurance (QA) Officer
a. Verify SME QARs or Collateral Duty Quality Assurance Representatives (CDQARs) review
NATEC Weekly Summary for Issued TDs applicable to T/M/S.
b. Verify SME QARs or CDQARs review newly-received TDs for applicability.
NOTE: If a TD is determined to be NA, to include administrative action only amendments orrevisions not requiring additional maintenance, the reviewing QAR or CDQAR must
annotate the Technical Directive Review Checklist (Figure 10.10-2) with a detailed
description of why the TD is NA.
10.10.4.10 Central Technical Publications Librariana. Upon receipt of a new TD, initiate a Technical Directive Review checklist (Figure 10.10-2)
and deliver the checklist and a copy of the TD to a QAR with rating or MOS expertise in the TD. If
the QAR determines the TD is applicable:(1) Apply a control stamp at the top of all copies with the activity, copy number, location,and the date the TD was received, per NAVAIR 00-25-100, WP 013 00:
VMFA-323
COPY NUMBER 001
LOCATION 04A(2) Create records in the Enhanced Library Management System (ELMS) program for the
master copy and any additional copies located in work centers.
(3) Once the Technical Directive Review checklist (Figure 10.10-2) is completed, attach a
copy to the master copy of the TD.
NOTES: 1. Immediate Action and Urgent Action TDs will be reviewed immediately uponreceipt. The review of Routine Action TDs will be completed within 5 working daysof receipt.
2. Squadrons transitioning to a new T/M/S aircraft (for example, P-3C to P-8A) will
only create TD review checklists for TDs determined to be applicable during theacceptance “BASELINE” NA500C verification. TDs determined to be NA by QA
during the “BASELINE” do not require a TD review checklist.
b. Issue controlled copies of Aviation Life Support System (ALSS) TDs to the ALSS work
center for inclusion with the applicable technical publication.

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c. Maintain copies of the Weekly Summary of Issued TDs with TDPC annotations per
paragraph 10.10.4.8e on file for a period of 6 months. The file of TD summaries may be in either
paper or digital format.
d. Upon return of work center copies of TDs, update the ELMS TD records per the proceduresof NA 00-25-100.
NOTES: 1. Maintaining paper copies of TDs issued in electronic format is optional.
2. Copies of historical TDs (no longer on active TDRS reports) are not required to
be kept on file, however the TD entry in ELMS must remain. Historical TDs will be
moved to the ELMS history (“dead”) file, and will not be deleted from the history.
Deletion will permanently remove TD records and issue/return data from historical(dead) files.
3. If paper copies are kept, master copies must be filed in binders by T/M/S in TD
number sequence, with the most current on top. Additional copies not issued towork centers must be placed in a pending file.
10.10.4.11 Supply Departmenta. Coordinate with the supported I-level activity to determine applicability of TDs to shelf stockand take action as specified in the TD.
b. Remove RFI shelf stock that requires I-level TD action, and induct into the I-level activity
for compliance, using a Supply JCN.
c. Coordinate with deploying activities to determine disposition of outstanding TD requisitions.
TD materials sent to deployed activities will be shipped by traceable means. TD materials that are
not shipped to the deployed activity must be retained by the Supply Department until the activity
returns.
10.10.4.12 Logs and Records Clerk (Navy) or Maintenance Administration (Marine Corps)
a. (I-level activities) Add applicable TDs to the NALCOMIS TD Configuration file.
b. (O-level activities) Update CM Inventory Explorer by removing non-applicable andadministrative TD tasks that do not apply.
NOTE: O-level activities cannot remove AFBs or AFCs because they are written against a
specific BUNO and can only be removed by the Baseline Manager, via submission of
a Baseline Trouble Report (BTR).
c. Make logbook, record, and report entries specified in paragraph 10.10.3.7.
NOTE: NA status will not be entered in the logbook or AESR unless verified as NA by QA
and documented NA on the Technical Directive Review Checklist (Figure 10.10-2).
d. Add new AFC and AFB TDs to TDRS List 02.
e. Upon receipt and transfer of aircraft, engines, components, SE, AWSE, and ALSS.

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(1) Compare TD requirements listed in the applicable Lists 02 and 04 (aircraft only), SE
Custody and Maintenance History Record (OPNAV 4790/51) (SE only), component Auto Log Sets,and component cards.
(2) Notify the TD Compliance Program Coordinator of any discrepancy requiring
compliance action, such as an applicable TD that was not listed or a TD recorded as NA that is
applicable.
f. Download new TDRS Lists 02 and 04 each quarter in January, April, July, and October,compare the new Lists 02 and 04 against the previous lists, additional information can be found in
Chapter 8, paragraph 8.5.5. Return the updated copy of the new TDRS List 02 to COMFRC FSTHQ Technical Data Department within 30 days of download.
g. Download a new TDRS List 04H Mailing Report each year in January. Verify the accuracyof the new List 04H and insert it into the aircraft logbook. Remove and destroy the old list.
h. In coordination with the TDPC, review the NA500C for T/M/S aircraft, TDRS NAT02,
NAT04, and Weekly Summary for Issued Technical Directives. If there are discrepancies incompliance documentation, research the historical files and the TDRS REP07. If documentation is
missing, notify the TDPC that TD compliance cannot be verified.
10.10.4.13 Work Center Supervisors
a. Verify personnel receive TD Compliance Program indoctrination training per 10.1.4.7.
Training must include TD compliance responsibilities specific to their job.
b. Be aware of all TDs affecting aircraft and equipment repaired by the work center, andvalidate the TD currency of equipment and components repaired or used to perform repairs.
c. Coordinate with the TDPC to develop the TD incorporation plan.
d. Document completion of TDs on WOs or MAFs per paragraph 10.10.3.7.
e. Track accomplishment of TDs utilizing the Outstanding Work Load report, and notify
Maintenance Control or Production Control and the TDPC if a TD cannot be incorporated.
NOTE: Activities operating OOMA can use the Assembly Explorer function to review
applicable TDs for specific P/Ns.

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NOTE: The recommended method for annotating NA500C review is to download the reportand save it as an MS Excel or MS Word document, and enter the information into
the electronic file. Handwriting the information directly on a hardcopy NA500C is
also acceptable. Annotate the NA500C Report as follows:(1) At the top of the report, write the word "BUNO" and enter the BUNO of theaircraft that was reviewed.
(2) To the right of the BUNO, write the word "Baseline" or the word
"Subsequent" to indicate which type of verification was performed.
(3) To the left of the report column labeled "TD Cd”, write the word "Status",
and then enter the status next to each TD listed on the report. TD status can only beentered in one of four ways: NA (not applicable), INC (incorporated), NINC (notincorporated) or CANX (cancelled).
(4) In the top right margin on the NA500C, just below the NAVAIR logo, write
the words "TDPM signature", and then sign the report. The TDPM (TD Program
Manager) is the only required signature. The signature must contain name and rankof the TDPM. If the TDPM delegated the verification review, the individual that
performed the verification must sign the report.

Figure 10.10-1: Baseline Deckplate TDRS Report (Sample)
TECHNICAL DIRECTIVE REVIEW CHECKLIST
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TD number and subject: _______________________________________________________
Date issued (DTG/date on message/letter): _________________________________________
1. CTPL Librarian:a. Stamp and date original TD, then file as the master copy.
b. Stamp and date a copy, then route to QA for review.
CTPL Librarian Certification:
Date: ______________________________________
Name: _____________________________________
Signature: __________________________________----------------------------------------------------------------------------------------------------------------------------2. QA Review:a. TD DOES NOT APPLY. (Notify TDPC and return checklist to CTPL).
b. Reason TD does not apply: _________________________________________________
c. TD applies to the following Aircraft/Equipment in custody:
Aircraft/Equipment T/M/S: _____________________________________________
BUNOs/SERNOs: ____________________________________________________
d. Level of maintenance:

O

I

D

e. Compliance due no later than: _______________________________________________
f. Comply subsequent to or concurrent with (refer to “TD Application" section of the TD):___________________________________________________________________________
g. Additional information: ____________________________________________________
QAR/CDQAR Certification:
Date: ______________________________________
Name: _____________________________________
Signature: __________________________________----------------------------------------------------------------------------------------------------------------------------3. TD Compliance Program Coordinator:
a. For OOMA: Verify the TD configuration file has been updated by the T/M/S Baseline Manager. If
the baseline has not been updated, direct the System Administrator to submit Baseline Trouble Report(BTR). Attach the task to the CM Module then initiate Work Orders.
b. For OIMA: Enter the TD information into the TD Configuration file to establish the baseline, andinitiate MAFs.

Figure 10.10-2 (page 1): Technical Directive Review Checklist (Example)

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c. Order parts and kits.
d. I-level only: Submit Supply Asset Technical Directive Review Checklist.
TD Compliance Program Coordinator Certification:
Date: ______________________________________
Name: _____________________________________
Signature: __________________________________--------------------------------------------------------------------------------------------------------------------4. Maintenance Control/Production Control:a. Review the incorporation plan with the TDPC and verify WOs/MAFs have been issued.
b. Notify affected Work Center Supervisors and direct actions for incorporation.
Maintenance/Production Control Certification:
Date: ______________________________________
Name: _____________________________________
Signature: __________________________________--------------------------------------------------------------------------------------------------------------------5. TD Compliance Program Manager:
a. Update the list of outstanding TDs in the MMP.
b. (Squadron) Screen for Weight and Balance affects.
TD Compliance Program Manager Certification:
Date: ______________________________________
Name: _____________________________________
Signature: __________________________________--------------------------------------------------------------------------------------------------------------------6. Logs & Records Clerk (Navy)/Maintenance Administration (USMC):
Add applicable TDs to the corresponding MSR, ASR, SRC, EHR Cards, and SE Custody and Maintenance
History Record with appropriate status, for example "NINC" (until incorporated). Activities with Aircraft
Component Tracking System (ACTS) must also make the entry in the ACTS component record.
Logs & Records Certification:
Date: ______________________________________
Name: _____________________________________
Signature: __________________________________

Figure 10.10-2 (page 2): Technical Directive Review Checklist (Example)

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Date: __________________
From: _______________________ Technical Directive Compliance Program Manager(I-level activity)To:_______________________ Supply Department(NAS/MALS/CVN/L-Class)
Subj: SUPPLY ASSET TECHNICAL DIRECTIVE REVIEW
1. The following TD applies to items stocked by the Supply Department. Any RFI assets requiring
the TD must be inducted for incorporation.
a. TD Number: _____________________________________________________________
b. Purpose: ________________________________________________________________
c. Applies to: Part Number: ________________________________________________
NIIN: ___________________________________________________________________
2. Point of contact for any questions is ______________________, __________, ___________.
(Rate/Rank Name, Division/work center, Phone number)
Signature: ___________________________
Date: _______________------------------------------------------------------------------------------------------------------------Date: __________________
From: _______________________ Supply Department(NAS/MALS/CVN/L-Class)To:_______________________ Technical Directive Compliance Program Manager(I-level activity POC)
Subj: SUPPLY ASSET TECHNICAL DIRECTIVE REVIEW
1. The following stock assets require the TD and will be inducted for incorporation:
SERNO ____________ SERNO ____________ SERNO ____________SERNO ____________ SERNO ____________ SERNO ____________SERNO ____________ SERNO ____________ SERNO ____________
2. Point of contact for any questions is _____________________, ___________, ___________.
(Rate/Rank Name, Division/work center, Phone number)
Signature: ___________________________ Date: ___________________

Figure 10.10-3: Supply Asset Technical Directive Review Checklist (Example)

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10.11 Foreign Object Damage (FOD) Prevention Program
10.11.1 Referencea. OPNAVINST 3750.6, Naval Aviation Safety Management Systemb. COMNAVSURFOR/COMNAVAIRFOR/MARINE CORPS ORDER 4790.3, Prevention of
Foreign Object Damage on CVN and LHD/LHA Class Ships
10.11.2 Introduction
10.11.2.1 The FOD Prevention Program directs actions to identify, eliminate, and report the causesof FOD. FOD presents a risk to aircraft, equipment and personnel, wastes maintenance man-hours
and reduces operational readiness. Preventing FOD is a command wide effort and must be
supported by individuals involved with naval aviation, regardless of their duty assignment.
10.11.2.2 Potential FOD is a condition where a foreign object is in a position to cause damage
when a product or system is used. FOD can be attributed to poor housekeeping, improper
maintenance practices, or carelessness, to include:a. Tools, aircraft hardware, rags, and other foreign objects left near, or in the migratory path ofengine inlets, or in flight control areas (cockpit and other areas where flight control rods or
actuators move).
b. Tools, hardware, or debris left near, or in aircraft operating areas, such as runways, ramps,
taxiways, engine test cells, and hush houses.
c. Tools, hardware, or debris left near, or in the migratory path of the steering system for selfpropelled support equipment (SE).
d. Metal or wire clippings, solder balls, and other debris left near, or in electrical terminals,
circuitry, connectors, or components.
10.11.2.3 Primary actions for reducing FOD are:a. Strict accounting of tools, equipment and materials used in performing maintenance tasks.
b. Thorough post maintenance cleaning and inspection of work performed and work areas.
c. Pre-operational inspections of engine inlets and flight control areas.
d. Periodic FOD Walk Downs to collect debris.
10.11.3 Requirements
10.11.3.1 All Navy and Marine Corps activities, commercial and other government activities
operating naval aircraft, directly supporting flight operations, or repairing or maintaining aircraft,
engines, components, or SE must comply with the FOD Prevention Program.
10.11.3.2 Activities operating naval aircraft or conducting aircraft, engine, or SE maintenance musthave a FOD Prevention and Investigation Team. The team will consist of the FOD Prevention
Program Manager, Quality Assurance (QA) FOD Program Monitor, Power Plant Supervisor, and a

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Safety Department Representative. Air capable ships and air stations will have a FOD Prevention
and Investigation Team that includes at least one person from each ship or station department thatworks in areas where aircraft operate or are maintained.
10.11.3.3 Activities operating aircraft must inspect assigned hangar and flight line or flight deckareas prior to the first flight of the day and throughout the day, as needed, to sustain a FOD free
operating environment.
10.11.3.4 I-level and D-level activities that repair aircraft engines must inspect engine repair areas
and engine test facilities for potential sources of FOD at the beginning of each shift.
a. I-level activities must perform a Quality Assurance Representative (QAR) or Collateral Duty
Inspector (CDI) inspection for potential sources of FOD in engines, modules, components, and SE
prior to certifying Ready For Issue (RFI).
b. D-level activities must perform a QA FOD inspection of aircraft, engines, modules,
components, and SE prior to certifying RFI.
10.11.3.5 Aviation capable ships must inspect the flight deck and hangar bays for potential sourcesof FOD prior to commencement of flight operations and periodically throughout the day to sustain a
FOD free flight deck and hangar bays.
10.11.3.6 Air stations and other commands supporting shore based aircraft operations must inspectrunways and taxiways for potential sources of FOD prior to opening the airfield for take offs orlandings.
10.11.3.7 Aircraft that have not flown for 30 days or more must be inspected for potential sourcesof FOD by a QAR or CDQAR personnel prior to releasing aircraft Safe for Flight. The inspection
must be documented on a work order (WO).
10.11.3.8 Aircraft compartments and migratory routes must be inspected for potential sources of
FOD by QAR or CDI personnel prior to closure. FOD free certification is voided if additional
maintenance is performed in the area after the QAR or CDI inspection.
NOTE: Inaccessible areas that contain foreign objects that cannot be removed will be notedby an entry in the Miscellaneous History Section of the logbook or auto log-set(ALS).
10.11.3.9 Tools, equipment, hardware, parts and other materials must be inspected, inventoried,
and accounted for prior to, during, and after maintenance completion.
NOTES: 1. Missing fasteners on aircraft, engines, SE, and other equipment used for aviation
maintenance and support must be marked and documented on a WO or
Maintenance Action Form (MAF).
2. Loose fasteners that present a FOD hazard must be removed and replaced per
T/M/S maintenance technical manuals. Loose fasteners determined by QA not to be
a FOD hazard must be marked and documented on a WO or MAF.

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10.11.3.10 Work spaces will be kept free of debris to minimize the risk of foreign objects
migrating to areas where aircraft or engines are operated.
10.11.3.11 Training Requirements. Indoctrination training on the FOD Prevention Program will begiven to all newly reporting personnel, and refresher training will be given to all personnel at least
once per year, per the Aviation Maintenance In-Service Training NAMPSOP paragraph 10.1.3.7.
FOD Prevention Program training will be conducted using a standardized FOD training syllabus.
The syllabus must include:
a. Types of FOD, how and where FOD occurs, and consequences of FOD.
b. Identification of FOD prone areas specific to the types of aircraft, engines, and equipment
operated/supported.
c. Identification of FOD hazards specific to the command’s operational and maintenanceenvironment.
d. FOD prevention methods, with emphasis on the individual’s specific job assignment.
NOTE: FOD prevention training must be included in the training syllabus of personnel that
operate motor vehicles or self-propelled SE on the flight line or flight deck.
10.11.3.12 Engine FOD Incident Investigation and Reporting.
10.11.3.12.1 Engine FOD Incident Reports are used to notify Wing, Aircraft Controlling Custodian(ACC), and Fleet Support Team (FST) staff of major engine damage caused by foreign objects.
The intent of these reports is to determine if changes to aircraft or equipment configuration or
maintenance procedures are required to minimize the potential for FOD. FOD Incident Reports(FOD-IR) are submitted via the Joint Deficiency Reporting System (JDRS) website(https://jdrs.mil/), which facilitates automatic routing of the report to the cognizant Wing/MAW,
FST, FRC/MALS, PMA APML, and TYCOM Engine Class Desk.
NOTE: Naval message FOD Incident Reports (Figure 10.11-1) will only be submitted if JDRS
connectivity is unavailable.
10.11.3.12.2 Engine FOD is defined as damage caused by ingestion of objects not organic to theengine (including FOD due to natural causes, such as birds or ice) while operating in an aircraft oron a test cell or stand.
NOTES: 1. Damage caused by failure of internal engine components is not FOD. Internal
engine failures must be documented per Chapter 15 (O-level) or Chapter 16 (I-level)
procedures. If flight safety is involved, the internal failure must be reported via
Hazardous Material Report (HMR) per Chapter 10.9 procedures. A mishap report
may also be required per OPNAVINST 3750.6.
2. Minor roughness or erosion of blades/vanes within serviceable limits are not
FOD.
10.11.3.12.3 Engine FOD is categorized as reportable and non-reportable:

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a. Reportable engine FOD requires removal of the engine or an engine module, or replacementof an engine fan blade, or turbine.
b. Non-reportable engine FOD does not require engine or module removal, or replacement of
any engine fan blade, or turbine.
10.11.3.12.4 The FOD Prevention and Investigation Team must investigate all incidents of engine
FOD, regardless of reportable or non-reportable categorization. Procedures:a. If determined to be reportable FOD, submit an Engine FOD Incident Report via JDRS
website (https://jdrs.mil/) within 5 working days of discovery. Submit Supplemental Engine FOD
Incident Reports whenever additional information becomes available after the initial Engine FOD
Incident Report.
NOTES: 1. If two or more engines on a multi-engine aircraft incur reportable FOD during asingle incident, report all affected engines on a single Engine FOD Incident Report.
2. If warranted, submit a Naval Aviation Maintenance Discrepancy Reporting
Program (NAMDRP) Report (Hazardous Material Report (HMR), Product Quality
Deficiency Report (PQDR), or Technical Publications Deficiency Report (TPDR))
on material defects or technical publication deficiencies that resulted in a FOD
incident.
3. An Engine FOD Incident Report does not satisfy mishap reporting requirementsof OPNAVINST 3750.6. A separate mishap report may also be required.
4. A copy of the Engine FOD Incident Report must accompany each part removed
and turned in for repair with FOD.
5. Reportable FOD must be documented in the Aeronautical Equipment Service
Record (AESR)/Module Service Record (MSR)/ALS Miscellaneous History sectionof the engine or module. Entry must include extent, cause, and disposition of theengine or module job control number (JCN) of the WO or MAF, serial number, anddate time group (DTG) of the Engine FOD Incident Report (Figure 10.11-1).
Reportable FOD must be documented in the Aeronautical Equipment Service
Record (AESR)/Module Service Record (MSR)/ALS Miscellaneous History sectionof the engine or module. Entry must include extent, cause, and disposition of theengine or module job control number (JCN) of the WO or MAF, serial number, anddate time group (DTG) of the Engine FOD Incident Report (Figure 10.11-1).
b. If determined to be non-reportable FOD, submit a written report of the incident. The reportmust contain the elements required in an Engine FOD Incident Report naval message (Figure
10.11-1). The report must be signed by the Maintenance Officer (MO) and reviewed by theCommanding Officer (CO). The written report will be retained by QA until the engine istransferred.
10.11.3.12.5 I-level and D-level repair facilities must inspect all engines/modules entering therepair or maintenance cycle for evidence of FOD. If an engine or module is found to havereportable FOD that was not documented on an Engine FOD Incident Report by the last operating
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activity, the repair facility must submit an initial Engine FOD Incident Report and include the lastengine operating activity as an information addressee. If the last engine operating activity
submitted an Engine FOD Incident Report, the repair facility must submit a Supplemental Engine
FOD Incident Report that cites the actual or evident cause of the FOD, foreign objects involved,
residual material recovered, location, pattern, distribution, type and extent of damage, and estimatedcost to repair.
10.11.3.12.6 When FOD is a direct result of an aircraft mishap, the WO for engine or module
removal will use Malfunction Description Code (MAL) 030 (mishap damage). The aircraft mishap
report must state justification for assigning MAL 030, and provide details of the damage the engine
or module sustained, per OPNAVINST 3750.6.
10.11.4 Responsibilities
10.11.4.1 Air Field and Air Capable Ships Commanding Officer (CO)a. Designate a FOD Prevention Program Manager and FOD Prevention and Investigation
Team, in writing, per paragraph 10.11.3.2.
b. Review and trend FOD incidents attributed to foreign objects on flight decks, runways, andtaxiways, and direct actions to correct deficiencies in FOD prevention.
c. (Air Fields) Publish local command procedures (LCP) per Appendix D to direct specific
FOD prevention procedures related to airfield operations.
d. (CVN and L-Class Ships) Comply with the shipboard FOD prevention procedures of
COMNAVAIRFOR/COMNAVSURFOR Instruction 4790.3.
10.11.4.2 Aircraft Controlling Custodians (ACC)a. Conduct rolling 24 month trending of the FOD rate per flight hour for each T/M/S aircraft
operated, to include specifics on causal factors.
b. Coordinate with NAVAIR Program Offices to correct deficiencies in aircraft or material
design or maintenance procedures considered to be causal factors to FOD.
10.11.4.3 Type Wings or Marine Aircraft Wing (MAWs)
a. Designate a FOD Prevention Program Manager, in writing.
b. Publish an LCP per Appendix D to direct specific geographic, T/M/S, operational, or other
FOD prevention actions not addressed in this NAMPSOP.
c. Publish a FOD training syllabus covering the elements of paragraph 10.11.3.11, for each
T/M/S aircraft supported.
d. Conduct rolling 24 month trending of the FOD rate per flight hour for each T/M/S aircraft
supported, to include specifics on causal factors, command, and operational site of the FOD. Type
Wings or MAW will:

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(1) Provide the FOD trend to commands and ACC with recommendations for actions to
reduce the potential for FOD.
(2) Coordinate with CO of air stations to reduce FOD incidents that occur on runways,
taxiways, or other aircraft operational areas that are not the responsibility of the squadrons tomaintain.
(3) Coordinate with the ACC T/M/S Aircraft Class Desk to correct deficiencies inaircraft/material design or maintenance procedures considered to be causal factors to FOD.
NOTE: Training Wing (TRAWING) FOD Prevention Officers serve as the point of contact(POC) on all matters pertaining to FOD, and will liaison with the local Chief ofNaval Air Training (CNATRA) Detachment to verify program and contractual
compliance.
10.11.4.4 Navy Carrier Air Wing (CVW), Marine Corps Air Combat Element (ACE), andOther Composite Aviation Units
a. Designate a FOD Prevention Program Manager to lead FOD prevention efforts while
conducting composite unit training or deployed operations. Designation will be in writing.
b. Organize and lead a FOD Prevention and Investigation Team comprised of members fromeach assigned aviation activity.
c. Publish LCP per Appendix D to direct specific FOD prevention procedures related to theunit’s ship/shore operational environment.
d. Review and trend FOD incidents occurring during unit operations, and direct actions tocorrect deficiencies.
10.11.4.5 Maintenance Officer (MO)a. Designate a FOD Prevention Program Manager and a FOD Prevention and Investigation
Team per paragraph 10.11.3.2. Designation will be in writing via ASM (O and I-level) or SME
Listing (Depot FRC).
b. Publish an LCP per Appendix D, if required to direct geographic, T/M/S specific, or other
FOD prevention procedures not addressed in this NAMPSOP or Type Wing/MAW LCP.
Command LCP must be submitted to the Type Wing or MAW for review.
c. Approve the release of aircraft that Maintenance Control has specifically restricted fromflight due to the potential for FOD from missing objects (tools, fasteners, etc.), for example,
fasteners found missing forward of the intake or within areas containing flight controls. Aircraft
will be released only after the QA investigation is complete and the missing objects are determined
to not be a threat to airworthiness. Completion of the investigation and the MO’s release of theaircraft will be documented in the corrective Action Block of the WO required by paragraphs
10.11.4.9b and 10.12.3.9.c (2).
NOTE: The AMO will assume MO responsibilities if the MO is not available.

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d. Promote all hands participation in FOD Walk Downs.
e. Review FOD trend charts and FOD Program audits, and direct actions to correct deficiencies.
10.11.4.6 FOD Prevention Program Manager
a. Perform an audit within 60 days of designation as Program Manager and annually thereafter,
per paragraph 10.7.3.8.
b. Use the Type Wing or MAW training syllabus to provide indoctrination and annual refresher
training for all command personnel, regardless of their rate. Provide feedback to the Type Wing or
MAW on areas deemed deficient.
c. Coordinate actions of the FOD Prevention and Investigation Team in completing FOD
investigations and reports, per paragraph 10.11.3.2.
d. Conduct spot checks of FOD prone areas, such as parking ramps, engine turn-up areas, work
spaces, test cells, hangar bays, runway, or flight deck, or taxiway, catwalks, and SE for evidence ofcompliance with FOD prevention practices.
e. Serve as POC to the Air Station or Ship FOD Prevention Officer for coordinating unit
participation in Ship or Station FOD walk downs.
f. Assist QA in determining the source of foreign objects found during FOD Walk Downs, andcoordinate actions to correct the sources of foreign objects.
g. Monitor participation in FOD walk downs and inform the MO of lack of participation by any
department.
h. Maintain a program file to include:(1) Copies of reportable and non-reportable Engine FOD Incident Reports and Supplemental
Engine FOD Incident Reports (retain for two years)(2) POCs(3) Program references, or cross-reference locator sheets, correspondence, messages, andlesson guides(4) Most current Computerized Self Evaluation Checklist (CSEC) audit
10.11.4.7 Quality Assurance (QA) Officer
a. Designate a QAR as the FOD Prevention Program Monitor. Designation will be in writing
via the Monthly Personnel Plan (MPP) per 10.1 (O and I-level) or SME listing (Depot FRC).
b. Provide the MO with a recommendation to release or not release affected aircraft or engines
for operation whenever missing objects are a threat to airworthiness and are not found.
10.11.4.8 QA FOD Program Monitor
a. Perform program audits per paragraph 10.7.3.7

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b. Brief contractor and field maintenance teams on FOD Prevention Program requirements andperiodically spot check work in progress to verify compliance.
c. Document material collected during FOD Walk Downs on a locally developed FOD Walk
Down Diagram (Figure 10.11-2). Documentation will include:(1) Location found (flight line, flight deck, hangar bay, taxiway, on or under aircraft, on orunder SE, work space, etc.)(2) Type (screw, bolt, nut, safety wire, electrical wire, tool, rag, etc.)(3) Number of each type of item collected(4) Probable source (poor maintenance practices, failure to perform post-maintenanceinspection, deteriorating facility, detached from aircraft, broken or worn equipment, etc.)
NOTE: Collected foreign objects will be retained for five calendar days or until investigationof the source is complete, whichever occurs first.
d. Conduct rolling 90 day trending of foreign objects collected during FOD Walk Downs. The
trend data must contain the total number of all objects collected by category.
e. Periodically, conduct spot checks of workspaces and work in progress for compliance with
FOD prevention practices.
f. (O-level only) Maintain a database of missing fasteners to include the following: aircraft
BUNO and MODEX (or equipment serial number), location of the missing fastener, and WO MCN
and JCN. For example: BUNO 165161, MODEX 001, panel 12L, MCN L7Q7N7Q, and JCN
QL0286001. Whenever a trend is noted, for example, recurring missing fasteners on a particularpanel, investigate the cause and provide corrective action recommendations to the Program
Manager, on a particular panel, investigate the cause and provide corrective action
recommendations to the Program Manager.
10.11.4.9 Maintenance Control
a. Direct Maintenance Department personnel to participate in FOD walk downs to inspectassigned hangar and flight line or flight deck areas prior to the first flight of the day and throughout
the day, as needed, to sustain a FOD free operating environment. .
b. Issue a downing discrepancy WO against affected aircraft whenever missing objects are
determined to be a potential threat to airworthiness, for example, when tools used to perform
maintenance on the aircraft are missing or when fasteners are found to be missing forward of theintake or within areas containing flight controls. Completion of the investigation and the MO’s
release of the aircraft will be documented in the Corrective Action block of the WO.
c. Issue a downing discrepancy “FOD Free” Inspection WO for aircraft that have not flown for
30 days or more. Aircraft will be released only after the QA investigation is completed and themissing objects are determined not be a threat to airworthiness. Completion of the investigationand the MO’s release of the aircraft will be documented in the Corrective Action block of the WO.

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d. Verify pre-closure FOD inspections are being performed and documented on WO.
10.11.4.10 Division Officers
a. Periodically inspect division workspaces and work in progress to verify compliance with
FOD prevention requirements.
b. Promote participation in FOD walk downs by all members of the division.
10.11.4.11 Work Center Supervisors
a. Train personnel on how their job relates to the FOD Prevention Program. Document initial
job-related and annual refresher training in the individual's qualification/certification record or
ASM.
b. Direct work center personnel to participate in FOD walk downs.
c. Report FOD hazards to Maintenance Control or Production Control and FOD Prevention
Program Manager.
d. Control uninstalled parts (panels, components, lines, etc.) and fasteners (screws, bolts,
washers, quick disconnect pins, etc.) stored in the work center or in the hangar bay during work
stoppage or during complex, long repair processes such as engine changes or major inspections.
Stored components must be identified with local tags and loose parts or hardware must be stored in
MAF bags or other means allowing attachment to the component, and must be marked with thefollowing information:(1) Work Center(2) Aircraft BUNO or SE SERNO the component goes on.
(3) Hardware bags will contain nomenclature and count. Example: “Door fasteners, 10
pieces” or “Hydraulic pump hardware, 4 nuts with washers.”(4) Name of CDI certifying fastener count.
e. (I-level) Verify SE is being inspected for hardware integrity prior to temporary issue. If any
hardware is missing and cannot be replaced prior to issue, the area will be marked with a red grease
pencil or marker. The discrepancy will be documented on a MAF and a copy kept with the SE
history record until the SE is returned and the missing hardware is replaced. Using the OPNAVForm 4790/64 SE Transaction Report from NALCOMIS OIMA the discrepancy must also beannotated.
f. Immediately initiate a search and notify Maintenance Control and QA whenever tools,
fasteners or other items used in a maintenance task are discovered missing.
10.11.4.12 Maintenance Personnel
a. Immediately remove or correct FOD hazards, such as foreign debris on the flight line orflight deck or hangar deck, and loose fasteners on aircraft or equipment. If unable to correct thehazard, report it to supervisors.

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b. Control all tools, equipment, hardware, and other materials used during a maintenance task.
As a minimum:(1) Maintain positive control of removed components, hardware, and materials while work
is ongoing.
(2) Identify missing or uninstalled fasteners on SE, aircraft components and panels with a“red circle” utilizing a grease pen or marker.
NOTE: An “uninstalled” fastener is not a missing fastener; the fastener was removed and notreinstalled for some reason. The reason for not installing the fastener must be
documented on a WO or MAF, for example “Damaged nut plate in left hand upper
corner of Door 19. Fastener removed and will not be reinstalled until nut plate is
replaced. Fastener stored in W/C 120.” When the fastener is replaced, the grease
pen “red circle” must be removed.
c. Prior to QAR or CDI inspection of a maintenance task, account for all materials used andthoroughly inspect the compartment in which maintenance was performed and in adjacent areas.
Immediately notify supervisors, if anything used during the maintenance task is missing.
d. Inspect engine ducts, plenum chambers, crevices, and cavities prior to engine start.
e. Perform pre and post-operational inspections of SE to verify material integrity.
f. Install doors, panels, duct covers, and other protective devices when not actively engaged inmaintenance on or adjacent to gas turbine engines.
g. Submit a WO or MAF to document missing or loose fasteners on aircraft and SE.
h. Inspect personal equipment for missing or loose parts prior to entering and after leaving theflight line or flight deck.

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NOTE: Naval message FOD Incident Reports (Figure 10.11-1) will only be submitted if JDRS
connectivity is unavailable.
FM ORIGINATOR
TO AIRCRAFT CONTROLLING CUSTODIANTYPE WING or MAG
CVW (If assigned.)
INFO COMNAVAIRFOR SAN DIEGO CA//N42/N421//
COMNAVAIRSYSCOM PATUXENT RIVER MD//NAWC AC PLATFORM LOGISTICS
INTEGRATION DIVISION//
COMNAVSAFECEN NORFOLK VA//12//
CTF/CSG/FMF/MEU
COMFAIRFWD ATSUGI JA//N42// (If deployed in WESTPAC.)
SHIP/NAS/MCAS (Where the FOD occurred.)
SURFPAC SAN DIEGO CA//N42// or SURFLANT NORFOLK VA//N42// (If FOD occurred
onboard a ship)
SUPPORTING INTERMEDIATE MAINTENANCE ACTIVITYDEPOT REPAIR POINTBT
UNCLAS//N04790//
MSGID/GENADMIN/-//
SUBJ/(COMMAND) ENGINE FOD INCIDENT REPORT SERIAL NUMBER (Sequential
number within each calendar year, followed by the last two digits of the calendar year. Usesequential numbering regardless of whether this is an initial or supplemental report.) Example:
VFA-123 ENGINE FOD INCIDENT REPORT SERIAL NUMBER 03-16//
REF/A/DOC/COMNAVAIRFORINST 4790.2C
AMPN/REF A IS THE NAMP.//
POC/NAME/RANK/CODE/PHONE/EMAIL (POC will be the Senior Member of the FOD
Investigation Team)//
RMKS/1. SUMMARY (Summarize the contents of the report in 2 lines or less.)
2. DATA:
A. AIRCRAFT(1) TYPE/MODEL/SERIES (“N/A” if FOD occurred on a test cell)(2) BUREAU NUMBER (“N/A” if FOD occurred on a test cell)
B. ENGINE(S)(1) TYPE/MODEL/SERIES(2) SERIAL NUMBER(S)/PSSN(S)(If applicable)(3) INSTALLED POSITION(S) AT THE TIME OF FOD (“Test Cell” if FOD occurred on atest cell)
C. JULIAN DATE(S)/TYPE OF LAST MAINTENANCE(1) ON AIRCRAFT (“N/A” if FOD occurred on a test cell)(2) ON ENGINE(S)/MODULE(S)
Figure 10.11-1 (page 1): Engine FOD Incident Report Format
D. LOCATION OF ENGINE(S) AT TIME OF FOD (Example: MCAS MIRAMAR, NAS
OCEANA, CVN-72 or FRCSE JACKSONVILLE TEST CELL)
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E. EMPLOYMENT OF UNIT AT TIME OF FOD (Example: FLEETEX, WEAPONS DET, or
I-LEVEL REPAIR ACTIVITY)
F. JULIAN DATE FOD DISCOVERED(1) WHERE DISCOVERED (Example: FLIGHT LINE, FLIGHT DECK, WORK CENTER
41U)(2) HOW DISCOVERED (Example: DAILY, TURNAROUND, PRE-INDUCTION
INSPECTION)
G. DISPOSITION OF ENGINE(S)/MODULE(S)(Example: BLENDING, I-LEVEL TURN IN,
RETURN TO DEPOT)(If turned in, list the receiving activity)
H. PREVIOUS ACTIVITY OPERATING ENGINE(S)/MODULE(S). (State only if a factor, forexample: FOD DISCOVERED UPON RECEIPT FROM VFA-XXX)
I. OTHER REFERENCE(S) TO SAME FOD INCIDENT(1) ETR SERIAL NUMBER(S)(Ensure the Engine FOD Incident Report Serial Number is
included in Remarks Section of the original ETR, listing Reason for Removal Code 5C OR 5D.
NOTE: Reason for Removal Code 3Q will not be used for engines damaged by ingestion offoreign objects.
(2) JCN(S) (Ensure the Engine FOD Incident Report Serial Number is included in the
Discrepancy Field of the Turn-in Work Order.)(3) OTHER APPLICABLE MSG DTG (List each separately)
3. COST DATA
A. ENGINE(S) REPAIR COST (Based on current NAVSAFECEN Reportable Engine Repair
Cost)
B. AIRCRAFT DAMAGE COST (Based on P&E Report, if beyond O/I-level to repair.)C. TOTAL INJURY COST (Refer to APPENDIX 4B OF OPNAVINST 3750.6)
D. OTHER PROPERTY DAMAGE COST
E. TOTAL COST (Total of A, B, C, AND D above)
4. INVESTIGATION
A. WHEN FOD OCCURRED (Example: “IN FLIGHT” or “DURING GROUND TURN”).
B. CAUSAL FACTORS (Describe what caused the FOD, for example, “FASTENER FROMPANEL 4L CAME OUT DURING GROUND ENGINE RUN”, “TOOL LEFT IN INTAKE”)
C. ACTUAL FOREIGN OBJECT INGESTED (NSN and Part Number. If not known, use“UNKNOWN”)
D. SUSPECTED FOREIGN OBJECT INGESTED (Use “N/A” if actual object is reported in
4.c.)
5. DATE/SERIAL NUMBER OF LAST FOD INCIDENT MESSAGE

Figure 10.11-1 (page 2): Engine FOD Incident Report Format

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6. CORRECTIVE ACTION
A. CORRECTIVE ACTION TAKEN TO PREVENT RECURRENCE
B. RECOMMENDED CORRECTIVE ACTION (If corrective action is beyond the capability ofthe originator to implement.)
7. COMMANDING OFFICER'S COMMENTS//

Figure 10.11-1 (page 3): Engine FOD Incident Report Format

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FOD Walk Down

Date ______________Time_____________

FLIGHT LINEHANGAR

NumberCategory
1. Aircraft hardware (nut, screw, bolt, washer, etc.)
2. Maintenance debris (safety wire, rags, etc.)
3. Non-aircraft hardware (SE bolt, etc.)
4. Facility debris (ceiling/roof material, etc.)
5. Environmental (rocks, tree limbs, etc.)
6. Personal Trash (soda cans, coins, etc.)
7. Other ________________________________

Found
Comments______________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

Total: _________
Investigation:___________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

Figure 10.11-2: FOD Walk Down Diagram (Example)

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10.12 Tool Control Program (TCP) (NAMPSOP)
10.12.1 Reference
NAVAIR 17-1, Tool Control Manual (series)
10.12.2 Introduction
10.12.2.1 The Tool Control Program (TCP) NAMPSOP establishes minimum requirements forcontrolling tools used by Navy and Marine Corps O-level, I-level, D-level, and commercial
activities performing maintenance on naval aviation aircraft, engines, components, and equipment.
10.12.2.2 The primary objective of the TCP is the elimination of foreign object damage (FOD) toaircraft and equipment caused by misplaced tools.
10.12.2.3 The basic principles of the TCP are:a. Standardization of tools and the configuration of tool containers.
b. Traceability of tools through the use of unique identification numbers etched, stamped, ormarked on each tool and each container.
c. Strict accounting of tools:(1) Maintaining accurate inventory lists of all tools on hand.
(2) Inventorying tools at the beginning and end of work shifts, and before, during, and after
performing maintenance.
(3) Documenting who has control of the tool and what aircraft or equipment the tool wasused on.
(4) Securing tools when not in use.
(5) Prompt and thorough investigation of missing tools.
10.12.2.4 The NAVAIR 17-1 Tool Control Manual (TCM) provides standardized tools and tool
container configuration for most type/model/series (T/M/S) aircraft. Naval Air Warfare Center
Aircraft Division (NAWC AD), SE and ALRE Installation Branch, is the Fleet Support Team (FST)
for T/M/S aircraft TCMs. Address: NAVAL AIR WARFARE CENTER AIRCRAFT DIVISION,
SE and ALRE Installation Branch, HWY 547, LAKEHURST, NJ 08733-5091, Phone: DSN 6247374/COMM (732) 323-7374.
10.12.3 Requirements
10.12.3.1 Tool Control Manuals (TCM)
a. O-level activities must use the NAVAIR 17-1 TCM for the T/M/S aircraft they maintain. If
a TCM does not exist for the T/M/S aircraft assigned, the operating activity must develop a TCM
using a similar NAVAIR 17-1 T/M/S TCM as a guide and submit it to their Type Wing or MAW
for approval. Once approved, the Type Wing or MAW will forward the TCM to NAWCAD per
paragraph 10.12.2.4 for decision on adding the TCM to NAVAIR 17-1.

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b. Recommendations for changes to NAVAIR 17-1 T/M/S TCMs will be submitted by naval
letter to the Type Wing or MAW (Figure 10.12-1). If the Type Wing or MAW concurs with thechange, they will submit the recommendation to NAWCAD per paragraph 10.12.2.4 as a TechnicalPublication Deficiency Report (TPDR), per paragraph 10.9.3.11.
NOTES: 1. Activities will not make changes until NAWCAD approves the TCM change.
2. Special tools are locally manufactured tools or tools modified from their original
configuration. Special tools listed in the T/M/S aircraft TCM, Interactive Electronic
Technical Manual (IETM), and related Technical Manuals are authorized and do
not require a deviation approval. Special tools are subject to the same tool control
and inventory requirements as standard tools.
3. I-level and D-level activities will use a TCM Change Recommendation form (viceletter) similar to Figure 10.12-1. The form must include documentation of final
disposition.
c. Requests to deviate from a TCM must be submitted by naval letter to the Type Wing or
MAW for approval (Figure 10.12-2). Deviation from T/M/S TCM specifications will only be
granted if required to support maintenance or operational requirements that are different than otheractivities maintaining the same T/M/S aircraft.
NOTES: 1. COMNAVAIRFOR O-level activities without an assigned Type Wing or MAW
will submit TCM change requests and deviation requests to COMNAVAIRFOR
Code N422.
2. COMNAVAIRSYSCOM assigned O-level activities will submit TCM change
requests and deviation requests to their assigned Test Wing. Activities not assigned
to a Test Wing will submit requests to COMNAVAIRSYSCOM Code Aviation
Maintenance Management Branch.
d. I-level activities must publish a TCM tailored to their operational needs. I-level TCMs will
be formatted similar to a NAVAIR 17-1 TCM, and must include test station drawers, wall lockers
used for tool or equipment storage, roll around tool containers, and portable tool containers.
e. Depot FRCs must publish Local Command Procedures per OPNAVINST 5215.17 detailingtheir TCP. Tools and containers used by Depot field activities and field service teams will be
specified.
f. TCMs will be managed and controlled as technical data, per paragraph 10.8.
10.12.3.2 Tool Marking and Serial Numbers
a. All tools must be marked with a serial number containing the activity’s organization code aslisted in DECKPLATE, the work center responsible for the tool, and the number of the container
the tool is assigned to, for example, AC9-110-1.
b. Depot and contractor owned tools may have unique organizational codes and numberingsystems providing identification to the same level of accountability as stated above.

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c. Tools will be marked by mechanical etching. Face shields, goggles, lenses, batteries, andother tools unsuitable for etching will be marked using a permanent marker or indelible ink.
WARNING: BERYLLIUM TOOLS WILL NOT BE ETCHED, CUT, MELTED, WELDED,GROUND, OR OTHERWISE MODIFIED DUE TO THE RISK OF
CREATING BERYLLIUM DUST, WHICH IS A HEALTH HAZARD. TOOLCONTAINER INVENTORIES MUST IDENTIFY ANY TOOL CONTAININGBERYLLIUM ALLOYS BY ANNOTATING THE WORD “BERYLLIUM”
NEXT TO THE TOOL.
d. Multiple piece tool sets with individual pieces that are removed during use, and tools withparts that are routinely replaced during use, will have each piece serialized. Examples include
Allen wrench sets, feeler gauge sets, stamping dye sets, and flashlights.
e. Tool tags maintained in a tool container will be etched in the same manner as the tools in thecontainer, with the addition of a tag number. For example, tool container AC9-110-1 has two tool
tags: One tool tag will be numbered AC9-110-1 (1) and the other will be numbered AC9-110-1 (2).
f. Tools that are too small to be marked must be identified per the procedures of 10.12.3.4.2.
g. Markings will be restored as they become unreadable.
10.12.3.3 Tool Containers
10.12.3.3.1 O-level activities must use the exact tool container configuration directed in the
NAVAIR 17-1 TCM for the T/M/S aircraft they support, with the following exceptions:a. Air Station Operations Departments and squadrons supporting more than one T/M/S aircraft
may consolidate tool containers from each T/M/S TCM, as deemed most efficient for conducting
maintenance.
b. An approved TCM deviation per paragraph 10.12.3.1.c. is required to modify tools or
equipment.
10.12.3.3.2 Tool containers must be numbered with the activity’s organization code, work center
code, and a unique container number, for example, AC3-110-2. If the work center is authorized
more than one of the same type tool container, the additional containers must be identified with anumerical suffix, for example, AC3-110-2-1.
NOTE: Depots and contractors must use a numbering system that provides identification to
the same level of detail (activity identifier, shop assignment, and number).
10.12.3.3.3 Tool container hardware placement (clips, brackets, holes for tools, etc.) must be
exactly as indicated in the TCM drawing.
NOTE: If a tool is not available at the time the container is constructed, the associated clips,
brackets, and holes will not be installed or cut until the tool becomes available. The
uninstalled tool will be recorded on the Tool Container Shortage List (Figure 10.123).

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10.12.3.3.4 The position of each tool must be silhouetted against a contrasting background tohighlight its location within the container. Silhouetting may be accomplished by use of paint,
etching, or other method that does not cause a risk of FOD. Each tool location will be numbered tocorrespond with the tool’s number on the inventory list.
10.12.3.3.5 Tool pouches must be fabricated to hold individual tools in separate positions. Eachtool pouch will have a flap cover that attaches securely on all edges to prevent tools from fallingout.
10.12.3.3.6 The outside of the container must be stenciled with applicable warnings, for example,"CONTAINS TOOLS TOO SMALL TO ETCH", "CONTAINS TOOLS UNSUITABLE FORETCHING”, or "OXYGEN USE ONLY".
10.12.3.3.7 Wall boards and lockers may be used to provide rapid inventory of work equipment not
specified to be in a container, for example, communications cords, electrical cords, and PPE. Items
assigned to wall boards and lockers must be silhouetted and marked per the procedures noted inparagraph 10.12.3.3.4.
10.12.3.3.8 Each tool container, board and locker will have a Tool Inventory List per paragraph10.12.3.4 with the diagram specified in the TCM, and a Tool Container Shortage List (Figure
10.12-3). Lists and diagrams will be firmly attached to eliminate the possibility of FOD.
NOTE: To reduce the possibility of FOD, lists and diagrams for tool pouches and for tools
used in ESD work centers will be kept in a folder separate from the tool container ortool pouch.
10.12.3.3.9 Tools, tool containers, and tool lockers will be kept FOD free and clean ofcontaminants such as grease, oil, hydraulic fluid, dirt, fuel, and corrosion.
10.12.3.3.10 Tool containers and lockers will not be used to store any materials or equipment noton the inventory list.
10.12.3.4 Tool Inventory Lists
10.12.3.4.1 Tool inventory lists will identify each tool by item number, nomenclature, andquantity. Tools with multiple pieces will be identified on the list by annotating the number ofpieces on the right hand side next to the item, for example, “Flashlight, plus 1 spare lens and 2
batteries = 4 total pieces”, “Stamping dye set, 10 pieces plus 2 piece case = 12 total pieces”, “Feeler
Gauge with 14 blades” and “hacksaw with blade”.
10.12.3.4.2 Tools too small or unsuitable to be etched or marked will be identified on the Inventory
List by placing an asterisk (*) on the left hand side of the item’s nomenclature, for example “*Jewel
Scribe”. If the item is a multiple piece tool and only some of the pieces are too small to etch, theinventory will specify each non-etched piece. For example, in a 10 piece Allen Wrench set where
the 3/32 wrench is the only piece too small to etch, the nomenclature would be annotated “Allen
Wrench Set,10 pieces plus case = 11 pieces * 3/32”.

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10.12.3.4.3 Tools requiring hardware to be secured to prevent potential FOD (for example, the locknut on a hex key set or pliers) will be identified on the inventory list by annotating the securingmethod (such as “SPOT WELDED”, “PEENED”, or “ADHESIVE”) next to each affected item.
10.12.3.4.4 Tool Container Shortage Lists (Figure 10.12-3) will be used to document any tools
missing from the container. Procedures:
a. For tools on order:(1) Annotate the nomenclature, drawer, panel, and item number of the tool.
(2) Annotate the number from the Missing Tool Report (Figure 10.12-4) or Broken/WornTool Report (Figure 10.12-5) on the tool container shortage list (Figure 10.12-3). If the tool has
never been in the container, annotate “INITIAL ISSUE”.
(3) Annotate the requisition document number received from the TCP Coordinator. If thetool will be purchased from SERVMART or open purchased, annotate "SERVMART or Open
Purchase" and the date the TCP Coordinator plans to obtain the tool.
(4) The Work Center Tool Control Representative will initial the entry to certify the tool has
been placed on order.
(5) When the tool is received, the Work Center Supervisor must personally verify the tool
has been placed in the container, enter the date replaced, and initial the form.
b. For tools in calibration:(1) Annotate the nomenclature, drawer, panel, and item number of the tool being calibrated.
(2) The Work Center Tool Control Representative will annotate the date the tool was turnedin for calibration and initial the form.
(3) When the tool is received from calibration, the Work Center Supervisor must personallyverify the tool has been placed in the container, enter the date replaced, and initial the form.
10.12.3.5 Tool Security and Checkout Procedures
10.12.3.5.1 Tools must be secured in the assigned container, wall board, or locker when not in use.
Tools not assigned to a work center must be stored in the tool room.
10.12.3.5.2 A tool log will be used to check out portable tool containers, individual tools from theTool Room, shop container, shop support box, tool pouches, PPE, and consumable tools (acidbrushes, wire brushes, razor blades, sand paper, rags, etc.). As a minimum, tool logs must containthe following information:a. Name of person to whom the tool is being issued
b. Assigned container, locker, or wall board number, and the inventory item number
c. Job control number (JCN), MAF control number (MCN), or job order number (JON) for
which the tool is being used

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d. Date and time checked out, and Supervisor or CDI Signaturee. Date and time checked in, and Supervisor or CDI Signature
NOTE: Portable tool containers checked out for an entire shift will be used for performing
maintenance on only one aircraft or piece of equipment at a time.
10.12.3.5.3 Tool tags will be used whenever an individual tool is checked out from a tool
container. Tool tags may also be used to check out individual items of PPE or equipment.
Procedures:
a. Tools, PPE, or equipment will be issued in exchange for a tool tag on a one-for-one basis.
b. The individual checking out the tool must provide a tool tag from a container personallyassigned or checked out to them.
c. The tool tag will be placed in the checked out item’s designated location.
d. If a tool is checked out from a container by an individual without access to a tool tag, thecheckout will be logged in the Work Center Tool Control Log per paragraph 10.12.3.6.1.
NOTES: 1. Tool pouches and "OXYGEN USE ONLY" containers will not have tool tags.
2. Tools from portable containers will not be checked out for simultaneousmaintenance on multiple aircraft or equipment.
10.12.3.5.4 Tools issued with flight packets must be controlled and accounted for. Each flightpacket will have a Controlled Equipage Custody Record (NAVSUP 306), an inventory list, and atool diagram.
10.12.3.6 O-level and I-level Tool Inventories
10.12.3.6.1 Tool containers, wallboards, special tools, and PPE must be sight inventoried at the
beginning and end of each shift by the Work Center Supervisor or Shift Supervisor. Shiftinventories will be documented in a work center tool control log that lists each container and thelegibly printed name and signature of the individual that performed the inventory. Work center tool
control logs will be retained for a minimum of 30 days after the last entry.
10.12.3.6.2 The tool container number must be annotated in the WO or MAF tool box block upontask assignment. The supervisor or a CDI and the technician assigned to the task will jointly
conduct an inventory and inspection of the tool container and its contents prior to starting work on
the task and at each work stoppage.
NOTE: NTCSS Optimized OMA NALCOMIS permits personnel with a QAR, CDI, or Work
Center Supervisor SMQ to correct the tool box number and initials data fields.
Work Center Supervisors, QARs, and CDIs will strictly control changes to the tool
box data field.
10.12.3.6.3 A wall-to-wall sight inventory of all tools, tool containers, and wall boards in work
centers and the tool room must be conducted every six months (semi-annually) by the TCP
Coordinator, to include a comparison of work center inventory lists to the master inventory record

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to verify no unauthorized additions or deletions have occurred. The inventory will be documented
on the Controlled Equipage Custody Record (NAVSUP 306) form that documented issuance of thetools to the work center or tool room, per paragraph 10.12.4.4.e.
10.12.3.7 D-level Tool Inventories
10.12.3.7.1 All assigned tool containers, equipment, and PPE must be inventoried and verified
FOD free at the beginning and end of each shift or task.
10.12.3.7.2 Each inventory will be recorded in a log to include:a. Date and time inventoried or inspected.
b. BUNOs of all aircraft and SERNOs of all equipment worked on.
c. Legibly printed name and signature or imprint certification stamp of the individual who
performed the inventory or inspection.
10.12.3.7.3 Tool control inventories will be documented when maintenance tasks are assigned, atwork stoppage, prior to system check, upon job completion, or when a change of maintenance task
occurs.
10.12.3.7.4 Depot Work Center Supervisors will complete and document the inventory of at least
one tool container each week.
10.12.3.7.5 The Depot Tool Control Program Coordinator will conduct and document a joint
inventory with each shop Tool Control Representative annually.
10.12.3.7.6 Depot artisans assigned to I-level activities will comply with the tool control inventory
and documentation procedures applicable to the I-level site.
NOTE: The artisan’s signing the ACCUM WORK HOURS field on the WO or MAF iscertifying that he or she personally completed the tool inventory.
10.12.3.8 Broken/Worn Tool Proceduresa. Broken or worn tools will be removed from service and replaced as soon as discovered.
b. All broken or worn tools will be given to the activity’s Tool Control Coordinator along witha Broken/Worn Tool Report (Figure 10.12-5).
c. Replacement tools will not be issued without a completed Broken/Worn Tool Report (Figure
10.12-5).
NOTE: A tool with missing pieces must be investigated as a missing tool per 10.12.3.9.
d. If a replacement tool is not immediately provided, an entry will be made on the applicable
Tool Container Shortage List (Figure 10.12-3).
e. All unserviceable tools will be sent to the local Defense Logistics Agency Disposition
Services (DLADS) center. If there is no local DLADS, unserviceable tools will be sent to theservicing Supply Department for disposal. Receipts will be kept on file for one year.

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10.12.3.9 O-level and I-level Missing Tool Procedures
a. Technicians will immediately stop work and notify their Work Center Supervisor as soon as
they discover a tool is missing.
b. Work Center Supervisor actions:(1) Immediately notify Maintenance or Production Control that a tool is missing and provide
information on any aircraft, engines, or equipment that may be affected.
(2) Personally coordinate a thorough search of the work area.
search.

(3) Initiate a Missing Tool Report (Figure 10.12-4) if the tool is not found during the initialc. Maintenance or Production Control actions:(1) Verbally notify the Maintenance Officer (MO), Assistant Maintenance Officer (AMO),
Maintenance Material Control Officer (MMCO), and Quality Assurance (QA) that a tool is missing.
If embarked, also notify the CVW MO or Air Combat Element MO and Flight Deck Control.
(2) Quarantine affected aircraft, engines, equipment, and components, and initiate adowning WO or MAF with the discrepancy “Potential FOD from missing (tool nomenclature andserial number)”. I-level will flag the work center status board and stop production for the job
involved.
(3) (I-level) Notify ASD/S6 Division if any engine, equipment, or component with potential
to have the missing tool was returned to Supply for issue. If a suspect item was issued, notify thereceiving activity that the item is NRFI due to potential FOD and must be turned in with a work
request for FOD check. The I-level QAR or CDI that inspects the suspect item will complete thework request with the remark "CERTIFIED FOD FREE".
(4) Fill in the Maintenance or Production Control section of the Missing Tool Report andforward it to QA.
d. QA actions:(1) Immediately assign a QAR to investigate the missing tool. The investigator will
personally conduct a search for the tool. Whether or not the tool is found, the investigator must fillin the details on the Missing Tool Report and brief the QA Officer.
(2) The QAR that conducted the investigation will complete the WO or MAF that downed
the aircraft, engine, or equipment for potential FOD. If the tool was found during the QA
investigation the corrective action block will read “Missing tool investigation completed. Tool
found.” If the tool was not found, the corrective action block will read “Missing tool investigation
completed. Tool not found.”(3) If the tool was not found, the QA Officer will take the Missing Tool Report to the MO
and provide a recommendation for the affected aircraft, engine, equipment, or component.
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(1) Release aircraft, engines and equipment for flight or operation only after a thoroughinvestigation is completed, and only if satisfied the tool does not present a FOD hazard.
(2) Brief the CO on missing tool incidents.
NOTE: The AMO will assume MO responsibilities for missing tools if the MO is notavailable.
f. If tools are discovered missing during flight or while operating away from home base, theaircrew must:(1) Notify the pilot in command and conduct a thorough search of the aircraft. If the tool is
not found, the flight engineer, crew chief, or senior maintenance technician (in the absence of anassigned crew chief) must initiate a Missing Tool Report (Figure 10.12-4). The senior maintenancetechnician will act as Work Center Supervisor, Maintenance Control, and QA investigator; and thepilot in command will act as the Maintenance Officer.
(2) If not airborne, the aircraft will be grounded until completion of the missing tool
investigation. The pilot in command will not release the aircraft for flight until the investigation iscompleted, and only if satisfied the tool does not present a FOD hazard.
(3) Upon return to home station, the aircrew will give the completed Missing Tool Report toMaintenance Control.
10.12.3.10 D-Level Missing Tool Proceduresa. The artisan discovering a tool is missing must immediately stop work and notify their
Supervisor.
b. All work activity in the affected area of the aircraft or system must cease and a search for theitem will begin immediately.
c. If the tool is not located after completing the search, the artisan must prepare and submit awritten report to their immediate Supervisor. A locally prepared form will be used for the report.
At a minimum, the report must include the date and time the tool was discovered to be missing, the
BUNOs of aircraft and SERNOs of equipment the tool was used on, BUNOs/SERNOs searched,
the date and time the search was completed, the names and codes of key personnel notified or who
participated in the search, whether the tool was found or not found, and whether logbook entries
were made (if required).
d. The Supervisor must:(1) Immediately notify production personnel(2) Identify those areas where work was or may have been performed(3) Stop work in affected areas and supervise a thorough search for the missing tool(4) After completion of the search and before any open areas are closed, advise their
Manager or Supervisor and Quality Verification Personnel of whether or not the missing tool was
found.

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(5) Forward copies of the Missing Tool Report as required by local directives(6) If the missing tool is not found during the same shift it was discovered missing, informthe oncoming Shift Supervisors of actions taken to locate the tool.
10.12.3.11 Special Procedures for Aviation Life Support Systems (ALSS)a. ALSS tools will be kept clean and free of oil and grease at all times.
b. ALSS tools used on oxygen components must be segregated in a separate container marked"OXYGEN USE ONLY."
c. ALSS long bars and paracord stitching fids will not be etched due to potential to snag canopy
material.
d. Tools used on ALSS that cannot be functionally checked prior to use, such as parachutes andfloatation equipment, must be accounted for after the repack or inspection of each item. The QAR
or CDI signing the WO or MAF "Inspected By" block is certifying all tools were accounted for.
10.12.4 Responsibilities
10.12.4.1 Type Wing or MAW
a. Research TCM change recommendations and submit valid recommendations to NAWCAD
Lakehurst, NJ per paragraph 10.12.3.1b.
b. Formally respond to squadron TCM deviation requests per paragraph 10.12.3.1c and submit
a TCM change recommendation per paragraph 10.12.3.1b for deviations with fleet-wide
applicability.
NOTE: Type Wings and MAWs may designate a non-deploying squadron as T/M/S TCM
Model Manager, with authority to approve or disapprove TCM change
recommendations and deviation requests.
10.12.4.2 Maintenance Officer (MO)a. Develop local command procedures per Appendix D, if required, to direct geographic,
T/M/S, or command actions for the Tool Control Program that are not addressed in thisNAMPSOP. Command LCPs will be submitted to the Wing or MAW for consideration ofdeveloping a Wing LCP.
b. Designate the Material Control Officer as the TCP Manager. Designation will be in writing
via the Monthly Personnel Plan (MPP) per 10.1 (O and I-level) or Subject Matter Expert (SME)
listing (Depot FRC).
NOTE: If no Material Control Officer is assigned, the MO will assign the MMCO or
Production Officer or a Quality Assurance Representative (QAR) as TCP Manager.
c. Establish a Tool Room or Tool Control Center to manage tools not issued to work centers.
d. (O-level) Review TCM change recommendations and deviation requests prior to submission
to the Wing or MAW.
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e. Strictly adhere to the procedures for releasing aircraft or equipment for flight or operation
when tools are missing per paragraph 10.12.3.9.
f. Coordinate with the NATOPS Officer to train aircrew personnel in TCP procedures.
10.12.4.3 Tool Control Program Manager
a. Perform a Program Manager audit within 60 days of designation as the Program Manager
and annually thereafter per paragraph 10.7.3.8.
b. Designate a Tool Control Program Coordinator (normally the Tool Room Supervisor) toassist with managing the TCP. Designation will be in writing via the Monthly Personnel Plan
(MPP) per 10.1 (O and I-level) or SME listing (Depot FRC).
c. Plan and budget funds for the procurement of tool containers and hand tools.
d. Review SERVMART, Open Purchase, and supply system requisitions for purchasing tools,
and verify only authorized tools and quantities are being ordered, and review lists at the completionof shopping to verify only authorized tools and quantities were purchased.
e. (O-level) Review TCM change recommendations and deviation requests prior to submission
to the MO.
f. I-level and D-level TCP Managers:(1) Publish a TCM per paragraph 10.12.3.1d.
(2) Be the approving authority for TCM Change Recommendations (Figure 10.12-1).
10.12.4.4 Tool Control Program Coordinatora. Supervise the operations of tool rooms and tool control centers.
b. Maintain an accurate tool inventory list (10.12.3.4) of all replacement tools on hand or on
order. Requirements:(1) The tool inventory list must include the NSN/PN, nomenclature, and current quantity on
hand for each authorized replacement tool.
(2) Replacement tools that are unsuitable to be etched, or have multiple pieces, or have beenpeened, spot-welded or have hardware secured with adhesive will be identified on the replacement
tool inventory per paragraph 10.12.3.4.
(3) The missing tool or broken/worn tool report number, tool container number, requisition
number, and current status must be annotated for all replacement tools on order.
(4) The inventory must be updated upon receipt and issuance of replacement tools.
(5) Tools must be removed from packaging and etched or marked with the activity ORG
code as soon as received.

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c. Upon receipt, peen or spot weld tool hardware that can come loose (for example, the lock nut
on a hex key set or pliers) to eliminate the possibility of FOD. Industrial adhesive will be used
when peening or spot welding would cause damage or affect calibration.
d. Prior to issue, mark replacement tools with the complete identification number (ORG code,
work center, and tool container number).
NOTE: A completed Missing Tool Report (Figure 10.12-4), Broken/Worn Tool Report(Figure 10.12-5) is required before issuing a replacement tool.
e. Issue tool containers by number to the Work Center Supervisor. Tool containers must be
issued on a Controlled Equipage Custody Record (NAVSUP 306), one container per record. Work
Center Supervisors will sign the front page of the Controlled Equipage Custody Record (NAVSUP
306) to acknowledge receipt.
f. (O-level and I-level) Conduct semi-annual tool container inventories with each Work Center
Tool Control Representative per paragraph 10.12.3.6.3. Completion of the semi-annual inventory
will be documented by legibly printing and signing the name of the person that performed theinventory and on the back page of the Controlled Equipage Custody Record (NAVSUP Form 306).
g. (D-level) Conduct and document annual tool container inventories with shop Tool Control
Representatives per paragraph 10.12.3.7.5.
h. Submit SERVMART, Open Purchase, and supply system requisitions to the TCP Manager
for approval prior to placing tools on order, and for review after receipt.
i. (O-level and I-level) Review and update the status of outstanding tool requisitions eachmonth.
j. Dispose of broken/worn tools per the procedures of paragraph 10.12.3.8. Prior to disposal,
broken/worn tools will be segregated from RFI tools by placing them in a locked container clearlymarked "NRFI TOOLS".
k. Review work center TCM change and deviation requests, and prepare the final request for
submission to the TCP Manager.
l. Provide TCP NAMP indoctrination training or verify the indoctrination training is being
completed by a subject matter expert per 10.1.4.7.
m. Maintain a program file to include:(1) Completed Missing Tool Reports (Figure 10.12-4) and Broken/Worn Tool Reports(Figure 10.12-5). Reports will be kept on file for a minimum of one year.
(2) List of primary and alternate Tool Control Representatives.
(3) Outstanding and completed change and deviation requests as long as they are in effect.
(4) The master copy of each individual tool container inventory, layout photograph ordiagram, and copy of Controlled Equipage Custody Record (NAVSUP 306). One master copy may
be maintained for multiple identical tool containers used by the same work center.

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(5) The master copy of the TCM.
(6) Current Aviation Maintenance Advisories (AMA) for the TCP.
(7) Copy of the most current Program Manager audit and QA Audit.
10.12.4.5 QA Officer
The QAO will designate a QAR as the TCP Monitor. Designation will be in writing via theMonthly Personnel Plan (MPP) per 10.1 (O and I-level) or SME listing (Depot FRC).
10.12.4.6 QA TCP Monitor
a. Perform audits per the procedures of paragraph 10.7.3.7.
b. Coordinate QA actions for missing tool investigations per paragraph 10.12.3.9.
c. Maintain a log and assign a report number to each missing tool and broken/worn tool report.
A sequential numbering system will be used, consisting of the year, type of report, and serial
number, for example, 16-M001 (M = missing), 16-B002 (B = broken), or 16-W003 (W = worn).
The logbook must contain the following information: report number, calendar date initiated, work
center, tool nomenclature, serial number, BUNO/Serial Number of last aircraft/equipment the tool
was used on, investigator assigned, and whether or not the tool was found. The log may be in paperor electronic format.
d. Report defective or poor quality tools per paragraph 10.9.
e. Brief assisting contractor and depot field maintenance teams on tool control and FOD
prevention procedures upon initial arrival at the job site. Inspect and inventory all field team tools,
equipment, PPE, and consumables prior to the field team initially beginning work and at thecompletion of the job. The in-brief, initial inventory, and final inventory will be documented on aContractor/Field Maintenance Team Brief (Figure 10.12-6).
f. Randomly monitor work center tool containers and work in progress to verify compliancewith the TCP.
10.12.4.7 Division Officer
a. Review TCM change requests and deviation requests prior to forwarding to the TCPManager.
b. Inspect tools and related documentation during work center audits to verify compliance with
TCP procedures.
c. Review missing tool incidents and the results of TCP audits and direct remedial training, if
warranted.
10.12.4.8 Work Center Supervisor
a. Sign for custody of work center tools per paragraph 10.12.4.4e.
b. Train work center personnel on their TCP responsibilities.

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c. Assign Primary and Alternate Work Center Tool Control Representatives.
d. Randomly spot-check work in-progress to verify TCP procedures are being complied with.
e. Immediately correct tool control discrepancies discovered during work center audits.
f. Supervise the work center’s actions when tools are missing per paragraph 10.12.3.9.
NOTE: The flight engineer, crew chief, or senior maintenance technician (in the absence ofan assigned crew chief) assumes Work Center Supervisor TC responsibilities for inflight maintenance.
10.12.4.9 Work Center Tool Control Representativea. Assist the Work Center Supervisor in managing the TCP.
b. Maintain tools and tool containers in serviceable condition, and verify containers are FOD
free and clean.
c. Conduct semi-annual tool container inventory reconciliations with the TCP Coordinator per
paragraph 10.12.4.4f.
d. Maintain a TCP file, to include:(1) Copies of work center tool container inventories and layout photographs or diagrams.
(2) Copies of TCM change requests and deviation requests.

From: (Requesting activity)
To:
Type Wing or MAW
Subj: (T/M/S) TOOL CONTROL MANUAL CHANGE RECOMMENDATION

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Ref:(a) COMNAVAIRFORINST 4790.2(b) NAVAIR 17-1 (T/M/S) Tool Control Manual

Encl: (1) (Pictures or drawings needed to illustrate the change).
1. Per reference (a), recommend the following change to reference (b):a. TCM Container No.:b. Change:c. Justification: (Provide a detailed justification of the need for the change).
2. Point of Contact: (Rank and name, DSN number, commercial number, and email of command
POC).

M. E. VANOVERNOTES: 1. If the Type Wing or MAW concurs with the change, they will submit it to
NAVAL AIR WARFARE CENTER AIRCRAFT DIVISION, SE and ALRE
Installation Branch as a Technical Publication Deficiency Report (TPDR), per theprocedures of 10.9.
2. IMAs and Depots must develop a form for requesting and documenting approvalor disapproval of change recommendations to their TCM.

Figure 10.12-1: Tool Control Manual Change Recommendation (Example)
From: (Requesting activity)To:(Wing or MAW)

Subj: (T/M/S) TOOL CONTROL MANUAL DEVIATION REQUEST

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Ref:(a) COMNAVAIRFORINST 4790.2(b) NAVAIR 17-1 (T/M/S) Tool Control Manual

Encl: (1) (Pictures or drawings needed to illustrate the deviation).
1. Per reference (a), request the following deviation to reference (b):a. TCM Container No.:b. Deviation:c. Justification: (Provide a detailed justification of the operational need for the deviation).
2. Point of Contact: (Rank and name, DSN number, commercial number, and email of command
POC).

M. E. VANOVER

Figure 10.12-2: Tool Control Manual Deviation Request (Example)
TOOL CONTAINER SHORTAGE LIST

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Tool Container No:
NOMENCLATURE
DRAWER/PANEL/ITEM

TOOL
TOOL CONTROLDATEWC SUPERVISORREPORT DOC NO. REPRESENTATIVEREPLACED INITIALSNO.
INITIALS

Figure 10.12-3: Tool Container Shortage List (Example)
MISSING TOOL REPORT
Date _________ Time ________
Report Originator ________________________ Signature __________________________
Work Center _________________________
Tool Nomenclature and Serial Number___________________
Inventory Item Number ____________
Aircraft BUNO/Equipment SERNO Tool was used on _______________________________

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Circumstances:___________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
Work Center Supervisor _______________________ Signature _______________________
Maintenance/Production Control
1. Notify: MO___ AMO___ MMCO___ QA___ Air Wing MO (afloat)___Flight Deck/Hangar Deck Control (afloat)___
2. O-level: Initiate a downing WO for affected aircraft, place in the ADB, and update aircraft status to “Down” in
OOMA.
I-level: Flag the work center status board and stop production for the job involved.
WO/MAF MCN _________________________
Remarks:__________________________________________________________________________________________________________________________________________________________________________________
MC/PC ______________________ ______ Signature_______________________________
Date __________ Time ________
Report Number ________________
Investigator Assigned _____________________
Investigation Results:
a. Tool was found/not found.
b. Details and recommendations: ________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
Investigator Signature___________________ Date _________ Time ______
Quality Assurance Officer Recommendations: _____________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________QA Officer _______________________ Signature___________________
Date ________ Time _______
Maintenance Officer
Aircraft/Equipment released for flight/use: Yes_____ No_____
Direction: ______________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
Maintenance Officer _______________________ Signature___________________________
Tool Control Coordinator
Missing Tool replaced from spare? Yes____ No____Placed on order? Yes____ No____Requisition Number or SERVMART/Open Purchase Date ______________
Replacement tool issued to: ______________________ Date:______________

Figure 10.12-4: Missing Tool Report (Example)Quality Assurance
BROKEN/WORN TOOL REPORT
Report Number ______________
Date/Time ______________
Report Originator __________________ Signature _________________

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Work Center _________________________
Tool Nomenclature ___________________
Container Number ____________________
Inventory Item Number ____________
Damage: ________________________________________________________
Are all broken pieces accounted for? Yes____ No _____
NOTE: If all pieces are not accounted for, file a Missing Tool Report.
Work Center Supervisor ______________Signature _________________
Quality Assurance
All pieces sighted.
QAR ________________ Signature__________________Date ______ Time ______
Recommendation:___________________________________________________________________________________________________________________________
Tool Control Coordinator
Broken/Worn Tool Received. Signature_________________Date ______
Replaced from spare? Yes_____ No_____
Placed on order? Yes_____ No_____
Requisition Number or SERVMART/Open Purchase Date: _______________
Replacement tool issued to: Name: _________________________ Date:____________

Figure 10.12-5: Broken/Worn Tool Report (Example)
From: (Activity) Quality AssuranceTo:

Contractor/Field Maintenance TeamSubj:

CONTRACTOR/FIELD MAINTENANCE TEAM TOOL CONTROL AND FOREIGN OBJECTDAMAGE (FOD) PREVENTION BRIEF

Ref:(a) COMNAVAIRFORINST 4790.2

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1. Reference (a) requires Quality Assurance brief each contractor/field maintenance team on tool control and
FOD prevention requirements, and conduct a joint inventory of tools and equipment prior to thecontractor/field maintenance team commencing work.
2. Summary of aircraft/equipment/component work to be done:________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________
3. A Quality Assurance Representative or the QA Supervisor must jointly conduct a tool inventory with theContractor/Field Maintenance Team Leader prior to starting and upon completion of each maintenanceassignment. The Team Leader must notify QA of any additional tools introduced after the initial tool
inventory. If the volume of the tools precludes a 100percent inventory, the Team Leader will list each tool
used, and must certify 100 percent are accounted for following work accomplishment.
4. The Contractor/Field Maintenance Team Leader must immediately notify QA or the QA Supervisor of a
missing or broken tool. Broken tools will be sighted by a QAR and all pieces accounted for.
5. I have been briefed by the activity QAR/QA Supervisor on the responsibilities of all contractor/field
maintenance team personnel with respect to proper TCP and FOD procedures. Copy of tool inventory
attached.
Team Leader Printed Name and Signature:________________________________/______________________________ Date: __________
6. Inventories:
a. Completed initial tool and equipment inventory prior to commencement of work.
Team Leader Printed Name and Signature:________________________________/______________________________ Date: __________QAR Printed Name and Signature:________________________________/______________________________ Date: __________
b. Completed final inventory. All tools and equipment -accounted for.
Team Leader Printed Name and Signature:________________________________/______________________________ Date: __________QAR Printed Name and Signature:________________________________/______________________________ Date: __________

Figure 10.12-6: Contractor/Field Maintenance Team Tool Control Program and
FOD Brief (Example)
10.13 Aircraft and Support Equipment (SE) Corrosion Prevention and Control Program(NAMPSOP)
10.13.1 References
a. OPNAVINST 5100.19, Navy Safety and Occupational Health (SOH) Program Manual for
Forces Afloat.

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b. OPNAVINST 5100.23, Navy Safety and Occupational Health Program Manual.
c. NAVAIR 17-1-125, Support Equipment Cleaning, Preservation and Corrosion Control.
d. NAVAIR 01-1A-509-1, Cleaning and Corrosion Control, Volume I, Corrosion Program andCorrosion Theory.
e. NAVAIR 01-1A-509-2, Cleaning and Corrosion Control, Volume II Aircraft.
f. NAVAIR 01-1A-509-3, Cleaning and Corrosion Control, Volume III Avionics andElectronics.
g. NAVAIR 01-1A-509-4, Cleaning and Corrosion Control, Volume IV, Consumable Materials
and Equipment for Aircraft and Avionics.
h. NAVAIR 01-1A-75, Airborne Weapons and Associated Equipment Consumable Material
Applications and Hazardous Material Authorized Use List.
i. NAVAIR 01-1A-75A, Airborne Weapons and Associated Equipment Consumable Material
Applications and Hazardous Material Authorized Use List.
j. NAVAIR 00-80T-123, Aircrew Systems NATOPS Manual.
k. NAVAIR 15-01-500, Preservation of Naval Aircraft.
l. COMNAVAIRPAC/COMNAVAIRLANTINST 4750.4, Guidance for the Application of
Polyurethane Paints on Aircraft and Related Equipment While Embarked Onboard CVNs.
m. MIL-STD-2161C(AS), Paint Schemes and Exterior Markings for U.S. Navy and Marine
Corps Aircraft.
n. OPNAVINST 5215.17, Navy Directives Management Program.
o. NAVMC DIR 5100.8, Marine Corps Occupational Safety and Health (OSH) Program
Manual10.13.2 Introduction
10.13.2.1 The Corrosion Prevention and Control Program establishes general policy for preventing
and controlling corrosion damage to naval aircraft, engines, components, and support equipment(SE).
10.13.2.2 The primary goal of the Corrosion Prevention and Control Program is to prevent
corrosion from forming. The secondary goal is to detect and treat corrosion in the earliest stages ofdevelopment to minimize corrosion damage. The primary elements of the program are:a. Personnel who are knowledgeable and skilled in corrosion prevention and control.
b. Rigid adherence to the preservation, corrosion prevention, inspection, and treatment
procedures specified in the references, and type/model/series (T/M/S) aircraft or equipment
maintenance manuals.

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c. Data analysis that enables informed decisions on actions required to improve corrosion
prevention and control.
10.13.2.3 Aircraft corrosion Focus Area Lists (FAL) and Areas of Concern (AOC) are a major
element of corrosion prevention and detection. FALs and AOCs identify T/M/S specific areas thatadversely impact the maintenance cost and time required to maintain aircraft readiness. FALs andAOCs emphasize where corrosion mitigation efforts should be concentrated.
10.13.2.4 Preservation minimizes the deterioration of aircraft, engines and equipment while they
are inactive or in shipment. Diligent preservation practices optimize aircraft, engine, and SE
availability, service life management, and total ownership costs.
10.13.2.5 The coating systems used on naval aircraft and the colors selected have been developed
to provide protection of critical surface material and maximum tactical advantage.
a. The standard paint system for all naval aircraft and SE is an aliphatic polyurethane resin.
Polyurethane provides maximum flexibility, weatherability, and resistance to all aircraft fluids.
b. The epoxy polyamide topcoat is an alternate authorized for touch-up of polyurethane at Olevel and I-level, only when polyurethane is not available, or when prohibited by specific directives.
Epoxy has an excellent chemical resistance; however, it has low temperature flexibility and exhibits
poor weatherability when exposed to direct sunlight for extended periods.
10.13.2.6 Corrosion Control Fleet Support Team (FST):a. Aircraft Weapons System Cleaning and Corrosion Control/Preservation: Commanding
Officer, FRCSW North Island, Composites and Corrosion Branch, BLDG 469, PO BOX 357058,
San Diego CA 92135-7058, DSN 735-9759 or COMM (619) 545-9759.
b. Avionics Cleaning and Corrosion Control: Commanding Officer, FRCSW North Island,Composites and Corrosion Branch, BLDG 469, PO BOX 357058, San Diego CA 92135-7058, DSN
735-9756 or COMM (619) 545-9759.
c. SE Cleaning and Corrosion Control/Preservation: Commanding Officer, Naval Air Warfare
Center Aircraft Division, Material Engineering Branch, Highway 547, Joint Base MDL NJ 087335033, DSN 624-2716 or COMM (732) 323-2716.
d. Naval Aviation Nuclear, Biological and Chemical Defense: Commanding Officer, Naval Air
Warfare Center Aircraft Division, Combat Survivability Division, BLDG 2187, 48110 Shaw Road,
Suite 1280-E3, Patuxent River, MD 20670-1906, DSN 342-0202 or COMM (301) 342-0202.
10.13.2.7 The NAVAIR and COMNAVAIRFOR Corrosion Prevention Teams are responsible forcoordinating corrosion prevention efforts across all ACCs and all T/M/S aircraft.
10.13.3 Requirements
10.13.3.1 General. All naval aviation activities are responsible for maintaining the material
condition of the aircraft and equipment under their control, including effective prevention andcontrol of corrosion. Commercial and other government activities performing contract

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maintenance, production, or other support functions on naval aircraft and equipment are required tomeet the same or equivalent standards.
10.13.3.2 Manpower Requirementsa. O-Level activities with an authorized allowance of seven or more aircraft must establish a
Work Center 12C (Corrosion Control Shop). Minimum manpower requirements:(1) One Navy Aviation Structural Mechanic (AM) or United States Marine Corps (USMC)
Military Occupational Specialty (MOS) equivalent E-6 or above qualified aircraft painter as Work
Center 12C Supervisor.
(2) One additional qualified painter, E-5 or above.
(3) Additional Work Center 12C personnel and qualified painters, as specified by the Type
Wing or Marine Aircraft Group (MAG) local command procedure (LCP) per paragraph 10.13.4.3.
b. O-level activities with an authorized allowance of six or less aircraft should establish a Work
Center 12C as manpower allows. If a Work Center 12C is not established, activities with six or lessaircraft must assemble a Corrosion Control Team as needed for periodic and unscheduled
maintenance requirements. Minimum manpower requirements:(1) One Navy AM or USMC MOS equivalent E-6 or above qualified aircraft painter.
(2) One additional qualified painter, E-5 or above.
(3) Additional Work Center 12C or Corrosion Control Team personnel and qualified
painters, as specified by the Type Wing or MAG LCP per paragraph 10.13.4.3.
NOTE: O-level activities that send detachments of aircraft on deployment will ensure at least
two of the detachment personnel are qualified aircraft painters (of any paygrade).
c. I-level activity Airframes Division and Support Equipment Division must each have aminimum of two qualified painters, Navy AM or AS rate, or USMC MOS 6062 or 6092. At least
one of the painters in each division must be E-5 or above.
10.13.3.3 Training Requirementsa. All O-level and I-level personnel engaged in aircraft, engine, component, or SE maintenancemust complete one of the following corrosion control training courses:(1) CNATT Aviation "A" School courses: AD C-601-2011, AM C-603-0175, PR C-6022043, AME C-602-2033, AT-I C-100-2017, AT-O C-100-2018, AE C-602-2039, AO C-646-2011,or AS C-602-2026.
(2) CNATT Basic Corrosion Control course (CNATT-000-BCC-025-002-C0) or Corrosion
ICW - Avionics Corrosion Control course (CNATT-000-ACC-025-001-C1) available athttps://my.navy.mil under Quick Links then the Navy eLearning (NeL) tab.
(3) Corrosion Control Basic course (C-600-3180)

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(4) Aviation Professional Apprentice Career Track course (C-950-0011)
NOTES: 1. Personnel that completed Aviation "A" School between April 1992 and October2005 or Aviation Warfare Apprentice Training (AWAT) course (C-100-2021)
between March 2010 and March 2015 received corrosion control training equivalent
to that listed in paragraph 10.13.3.1a(1).
2. Course information for all NAVAIR and CNATT courses is available on
CANTRAC at https://app.prod.cetars.training.navy.mil/cantrac/vol2.html.
b. All O-level personnel E-6 through O-5 assigned to the maintenance department mustcomplete Corrosion for Managers course (N-701-0039) within 6 months of reporting to an O-level
activity or within 6 months of promotion to the grade of E-6, if not previously completed. Personnel
are required to retake the Corrosion for Managers course (N-701-0039) following a subsequent
break in organizational level assignment, for example, a tour in an I-level activity or non-aviation
maintenance billet (Recruiter, Instructor Duty, etc.)
c. Personnel assigned to an O-level Work Center 12C or Corrosion Control Team or to I-level
Work Centers 51B and 92D must complete the Aircraft Corrosion Control course (N-701-0013) or
Aircraft Corrosion course (C-600-3183) within 60 days of assignment, if not previously completed.
d. Personnel assigned as painters must complete the Aircraft Paint Touch Up and Markingscourse (N-701-0014) or Aircraft Paint/Finish course (C-600-3182) prior to performing painting
operations. This qualification is valid indefinitely. Completion of Aircraft Corrosion Control
course (N-701-0013) or Aircraft Corrosion course (C-600-3183) is a prerequisite for the Aircraft
Paint/Finish Course (C-600-3182) and the Aircraft Paint Touch Up and Markings Course (N-7010014).
NOTE: The use of self-contained Touch-Up pens does not require completion of the Aircraft
Paint Touch Up and Markings course (N-701-0014 or C-600-3183).
e. All O-level Quality Assurance Representatives (QAR), regardless of rate or MOS, mustcomplete the Aircraft Corrosion Control course (N-701-0013) or Aircraft Corrosion course (C-6003183) within 90 days of designation, if not previously completed. For I-level activities, at aminimum, Navy AM rate and Marine Corps MOS 6062 or 6092 QARs must complete one of theabove courses within 90 days of designation, if not previously completed. Individuals assigned as a
QAR while on deployment, must complete the requirements within 90 calendar days after returnfrom deployment.
f. Type Wing or MAG Material Condition Inspectors must complete the Aircraft Corrosion
Control course (N-701-0013) or Aircraft Corrosion course (C-600-3183) within 90 days ofassignment.
g. O-level and I-level activities must conduct quarterly corrosion control training for all
maintenance personnel. Training will be T/M/S specific and will include prevention, inspection,
detection, identification, treatment, and documentation. Training will be conducted by technicians

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that have completed Aircraft Corrosion Control course (N-701-0013) or Aircraft Corrosion course(C-600-3183), and will be logged via Advanced Skills Management (ASM) or equivalent.
h. O-level activities will conduct indoctrination training on corrosion control detection andidentification for newly assigned aircrew personnel per 10.1.3.7. Training will be conducted bytechnicians that have completed the Aircraft Corrosion Control course (N-701-0013) or the Aircraft
Corrosion course (C-600-3183), and will be logged via ASM or equivalent.
i. Depot FRC artisans performing corrosion inspections, prevention, and treatment mustcomplete locally prepared corrosion control course. Depot FRC painters must complete a locally
prepared corrosion control and aircraft painting course.
j. NATEC can provide on-site training for courses N-701-0013, and N-701-0014. Requests foron-site training will be submitted via the activity’s Type Wing or MAG. NATEC representatives
providing formal course support are required to be qualified instructors. All logistical and material
requirements are the requesting unit’s responsibility.
10.13.3.4 Facilities and Environmental Requirementsa. Activities performing aircraft or aeronautical equipment painting must have a current
Industrial Hygienist (IH) survey. The survey must cover the requirements specified in
OPNAVINST 5100.19, OPNAVINST 5100.23, and NAVAIR 01-1A-509-2, as applicable to thepainting operations performed. The survey will include, at a minimum:(1) Description of operations including tasks and work place processes(2) A list of workplace hazardous materials (HM) that present significant risk.
(3) A list of physical hazards in the workplace (noise, ergonomic stressors, non-ionizing
radiation, etc.) that present significant risk including a brief description of their sources.
(4) A description of facility controls, for example, industrial ventilation.
(5) Safety requirements, including exposure limits, PPE, and what type and level of
respiratory protection is required.
(6) Medical surveillance requirements.
b. Activities must notify the facility IH of any permanent changes to the painting process that
may affect the workplace, such as changes to equipment or type of paint being applied, regardlessof whether or not isocyanates are involved.
10.13.3.5 Medical and Personal Protective Equipment (PPE) Requirementsa. Activities performing corrosion control must comply with the Respirator Protection Program
directed in references OPNAVINST 5100.19 and OPNAVINST 5100.23. A cartridge changeschedule must be established for organic vapor cartridges.

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b. Personnel assigned duties involving the opening, mixing, or application of coating materials
must receive initial and annual refresher training on the health hazards associated with the coating
materials they use. The training will also include instruction on prevention measures, including
PPE and exposure limits specified in the facility’s IH survey.
c. Personnel assigned duties involving exposure to potentially harmful dusts, mists, or vapors
must use the personal protective clothing and equipment required by OPNAVINST
5100.19,OPNAVINST 5100.23, NAVAIR 17-1-125, NAVAIR 01-1A-509 SERIES, NAVAIR 011A-75, NAVAIR 01-1A-75A, and as specified in the facility IH survey.
d. Unprotected personnel will be restricted from areas with exposure to potentially harmful
dusts, mists, or vapors.
e. Unprotected personnel will be restricted from areas where polyurethane or other potentiallyhazardous coatings are used, including opening, mixing, and application. Refer to Safety Data
Sheets and the IH survey to determine the specific hazards.
10.13.3.6 Emergency Reclamation Team (ERT)a. Activities responsible for operating or supporting aircraft operations must have an ERT. The
team will be comprised of all Work Center 12C or Corrosion Control Team members and additional
personnel from other work centers as required by the ERT Local Command Procedure (LCP) per
10.13.4.3.
b. The ERT must conduct and document semi-annual training and drills to refresh teammembers in emergency reclamation actions. The drills will encompass specific O-level and I-levelemergency reclamation procedures for the T/M/S aircraft, engines, components, and SE supported,
to include the procedures for corrosion treatment. ERT drills may be simulated and do not require
the physical removal of component, or washing of aircraft, SE or components.
c. I-level activities will assist O-level activities by providing emergency reclamation expertiseand equipment not authorized for O-level maintenance.
d. ERT procedures must be specified in an LCP per Appendix D. At a minimum, the LCP must
include:(1) A list of references specific to emergency reclamation corrosion treatment procedures,and references applicable to decontamination procedures for aircraft and equipment exposed to
Nuclear, Biological and Chemical (NBC) agents.
(2) A priority removal and treatment list of aircraft components for each T/M/S aircraft
supported.
(3) A list of materials, equipment, and PPE required for emergency reclamation andcorrosion treatment, per NAVAIR 01-1A-509 SERIES, and other applicable references. The list
will also specify which work center is responsible for holding the materials, equipment, and PPE.
(4) A list of ERT manning requirements by work center and rate or MOS.
(5) A list of required PPE, including details on when it must be used.
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NOTES: 1. All hazardous material to support emergency reclamation must be retained at
the Consolidated Hazmat Reutilization and Inventory Management Program(CHRIMP) site. Material will be inventoried quarterly, jointly by the ERT Leader
and the CHRIMP Site Supervisor, to verify items are on hand, in the correct
quantities, and within prescribed shelf life.
2. Water solution component cleaning and ultrasonic drying will not be used oncomponents and equipment unless specified by maintenance technical manuals
specific to the component or equipment being treated.
10.13.3.7 Aircraft, Engine, and Equipment Preservation Requirements
a. Preservation is designed to protect the material condition of aircraft, engines, and equipmentthat are not expected to be flown or operated for extended periods of time. Maintenance actions in
support of preservation process fall into four general categories:(1) Initial Preservation. Initial preservation is applied within the timeframes listed in
NAVAIR 15-01-500 or the applicable MRCs. It includes requirements to prevent deterioration of
the aircraft, engine, or equipment while in a non-operating status.
(2) Maintenance While Preserved. Maintenance while preserved includes periodic
maintenance requirements that are done after initial preservation is applied. It includes time
sensitive requirements that must be done to maintain the initial preservation. Specific intervals arein NAVAIR 15-01-500 or applicable MRCs, and may include intervals such as daily, 7-day, 30day, 90-day, or 180-day.
(3) Represervation. Represervation is a complete renewal of the initial preservation and isdone when a specified length of time has elapsed from the initial preservation date.
(4) Depreservation. Depreservation is done at the time the aircraft, engine, or equipment isreturned to operating status. It includes removal of protective materials and equipment. andservicing of systems.
b. NAVAIR 15-01-500 recommends aircraft, aircraft engines, and aircraft components bepreserved if nonuse is anticipated for longer than 14 days. However, preservation may be
performed at any time, regardless of the material condition reporting status, when it is determined
to be in the best interest of the aircraft, engine, or equipment, or the activity. If the T/M/S technicalmanual does not direct aircraft be preserved if not flown for 30 days or less, the activity must makea determination of when the aircraft is expected to be flown. If the aircraft is expected to exceed 45
days of non-flight, the aircraft must be preserved per the most appropriate level specified in
NAVAIR 15-01-500. Factors to consider in determining the level of preservation include whether
the aircraft is being actively maintained (repairs are ongoing and scheduled maintenance is being
performed), impact to aircraft integrity of missing parts, and environmental conditions (parked
inside or outside, temperature and humidity levels, proximity to salt water, etc.). Refer to the LongTerm Down Aircraft Management NAMPSOP (10.25) for direction on aircraft that have not flown
for 90 days or more.

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c. Aircraft will be preserved per procedures specified in the applicable aircraft maintenancemanuals. Aircraft without preservation maintenance manuals will be preserved per procedures
specified in NAVAIR 15-01-500.
d. SE, Airborne Weapons Support Equipment (AWSE) and Weight Handling Equipment(WHE) will be preserved per NAVAIR 17-1-125 and applicable equipment technical manuals.
e. Aircraft engines and detachable mission equipment (aircraft armament equipment, troop
seats, external cargo hook, pod, etc.) must be preserved as directed in NAVAIR 15-01-500 andapplicable technical manuals when not installed or in use.
f. Aeronautical parts and components, regardless of RFI or NRFI status, will be preserved,
packaged, and handled in a manner as to prevent corrosive deterioration. In no case will NRFI
material not be protected from corrosion while awaiting repair. The P700-CNP website(https://tarp.navsup.navy.mil/) provides preservation and packaging requirements for specificrepairable components.
10.13.3.8 Aircraft and Equipment Painting Requirementsa. Aircraft and equipment coating systems will be per NAVAIR 01-1A-509-2, MIL-STD2161C(AS), and COMNAVAIRPAC/COMNAVAIRLANTINST 4750.4.
b. Aircraft Painting(1) Squadron logo and insignia are restricted to aircraft tail(s) only.
(2) Squadron logo and insignia on Tactical Paint Scheme (TPS) aircraft will use only the
low contrast shade of TPS gray against gray background. Camouflage painted aircraft will use
black (color number 37038) against land camouflage background.
(3) Aircraft side numbers and squadron identifier may be painted in flat black or TPS gray.
(4) Aircrew, plane captain, and ship name may be added with letters not exceeding two
inches in size in flat black or TPS gray. Lettering size will not exceed requirements in MIL-STD2161(AS).
(5) Deviations from the specified reference MIL-STD-2161C(AS) paint scheme will only beconsidered for tactical reasons, for example, to evaluate an alternate paint scheme, and must be
approved by the ACC prior to application.
NOTES: 1. One aircraft per squadron (two aircraft for FRS) is authorized to be painted
with the squadron or air wing colors. Areas authorized to deviate from TPS
include: the tails, alphanumeric characters, national star insignias, and no morethan 25 percent of the aircraft fuselage. For example, aircraft side and BUNO
numbering, and pilot and plane captain names may be painted in squadron colors toinclude a shadowing effect (if desired). Squadron colors and logos, such as striping,may be painted on the fuselage. TPS and camouflage integrity must be restoredprior to deployment. Non-deploying squadrons transferring aircraft to a deploying
squadron must return non-compliant aircraft to TPS prior to transferring theaircraft.
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2. Low observant aircraft will be painted in TPS only, regardless of employment.
No squadron or air wing colors are authorized.
(6) Only the painting processes and paints specified in reference MIL-STD-2161C(AS) will
be used for aircraft painting. The use of any non-approved process is strictly prohibited. Because
state and local government agencies are empowered to restrict the use of maintenance chemicals,
paints, and processes, all activities are responsible to be knowledgeable of and comply with theseregulations.
(7) Touch-up painting will be restricted to only that amount required to repair damage
during the corrosion repair process.
(8) Repainting of aircraft or entire sections of the aircraft by O-level and I-level
maintenance activities is specifically prohibited, except when authorized in writing by the ACC.
(9) Manufacturer’s thinning instructions must be followed to ensure volatile organic
compound (VOC) limits are not exceeded. Commands will consult the Station or Ship Safety
Officer, Environmental Officer, or IH to determine if coating conforms to local environmental
regulations per paragraph 10.19.
c. Support Equipment Painting(1) Complete repainting of SE or ancillary components is an authorized I-level maintenancefunction. Whenever possible, painting will be done in a paint booth.
(2) Approval of the Safety Officer or IH is required when painting in maintenance hangars
or spaces afloat.
d. Safety precautions, PPE requirements, exposure limits, and medical qualification
requirements in the facility IH survey must be strictly followede. Approval to deviate from using specified painting material and processes must be requested
in writing to the ACC prior to use. Copies of changes to the authorized material list must be
provided to the host safety office and the responsible IH.
10.13.4 Responsibilities
10.13.4.1 COMNAVAIRPAC (CNAP) N422
a. Lead the NAVAIR and COMNAVAIRFOR Corrosion Prevention Teams.
b. Approve FALs for dissemination to Wings and MAGs.
c. Direct Material Condition Inspection criteria for uniform inspection of each T/M/S per
COMNAVAIRFORINST 4790.5.
d. Direct and monitor T/M/S corrosion abatement metrics.
e. Provide instructions and required files for creating CNAP Corrosion Abatement Charts via
the CNAP SharePoint under Quick Links at https://cpf.navy.deps.mil/sites/cnap/default.aspx.

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f. Provide training to Type Wing and MAG staff regarding the creation, interpretation, and useof CNAP Corrosion Abatement Charts. Training will be provided as requested.
g. Approve the T/M/S major corrosion inspection list provided by each Wing/MAG. Lists will
be posted to the CNAP SharePoint.
10.13.4.2 COMNAVAIRSYCOM (NAVAIR)
a. NAWC AD Materials Engineering Division. NAVAIR will direct all material and processes
used in the maintenance of aircraft and SE paint systems, to include the list of authorized materials
for aircraft and SE painting.
b. T/M/S Aircraft FST(1) Coordinate development of the FAL per Figure 10.13-1 procedures, using the corrosion
data from a minimum of the previous 24 months of scheduled and unscheduled D-level
maintenance events. The FAL will be structured per the FAL template (Figures 10.13-2 through10.13-6).
(2) Validate FALs with Type Wings and MAGs and forward to CNAP N422 for approval.
(3) Coordinate with Type Wings and MAGs to prioritize actions to improve the material
condition of corrosion prone areas identified in the FAL.
(4) Review and update the FAL every two years.
c. T/M/S Baseline Manager(1) Build the NAVAIR 15-01-500 preservation requirements into CM baseline for all
aircraft and components (engines, prop assemblies, APUs, aircraft armament systems, etc.) that do
not have specific preservation MRCs.
(2) Build the NAVAIR 17-1-125 requirements into CM baseline for SE which do not havespecific preservation MRCs.
10.13.4.3 Type Wing or MAG
a. Publish LCPs per Appendix D, specifying:(1) Any additional Work Center 12C or Corrosion Control Team manning beyond themanning specified in paragraph 10.13.3.2, including number of painters, based on the workload
associated with each T/M/S aircraft and the operational environment. Standards may vary based on
deployed or non-deployed status.
(2) Emergency reclamation procedures per paragraph 10.13.3.6. Emergency Reclamation
procedures must be jointly developed with the supporting I-level activity(3) Mitigation and corrective actions to improve the material condition of specific areas anditems identified in the FAL.
(4) Local facility, environmental, and NAVOSH (Navy) and NAVMC DIR 5100.8 (Marine
Corps) requirements.
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b. Act as final approver for requests to waive or modify preservation requirements for aircraft
and aeronautical equipment undergoing extensive repairs or modifications when the preservation
would adversely affect the completion of the task.
c. Coordinate with the FST to validate T/M/S FAL.
d. Distribute approved FALs and AOCs to subordinate squadrons.
e. Publish an OJT syllabus for training Wing Material Condition Inspectors and squadron
QARs and Collateral Duty Quality Assurance Representatives (CDQAR), and Collateral Duty
Inspectors (CDI) on T/M/S specific corrosion prevention, inspection, detection, and treatment, withemphasis on the areas identified in the FAL or corrosion areas of concern list.
f. Conduct annual FAL and corrosion areas of concern list training for squadron QARs and
CDQARs. Training must be conducted by Type Wing or MAW Material Condition Inspectors, or
T/M/S corrosion SMEs such as NATEC Corrosion representatives..
g. Emphasize corrosion control procedures in the Wing training and testing syllabus for QARs,
CDQARs, and CDIs per Chapter 7.
h. Inspect and verify aircraft paint schemes conform to the specifications of paragraph10.13.3.8.
i. The Type Wing or MAG Aviation Maintenance Officer must assess subordinate squadron
corrosion performance by reviewing the CNAP Corrosion Abatement Charts on a quarterly basis.
The analytical points of emphasis (red bold type) embedded into each T/M/S workbook will be
used when evaluating squadron corrosion performance.
j. Provide training to squadron AMO, MMCO, MMCPO, QAS, Division LCPOs and Corrosion
Prevention and Control Program Managers on how to interpret the CNAP Corrosion Abatement
Charts. T/M/S SME(s) such as NATEC representatives may be used to conduct the training.
10.13.4.5 CVW and ACE
a. Enforce the requirements of this NAMPSOP during training detachments and deployments.
b. Assess squadron corrosion compliance by reviewing the CNAP Corrosion Abatement Charts
on a monthly basis, when deployed. The analytical points of emphasis (red bold type) embedded
into each T/M/S workbook will be used when evaluating performance.
10.13.4.6 MO
a. Designate a Corrosion Prevention and Control Program Manager. Designation will be inwriting, via the Monthly Personnel Plan (MPP) per 10.1 (O and I-level) or Subject Matter Expert(SME) listing (Depot FRC).
b. (O-level) Publish an LCP per Appendix D, if required to address any corrosion control andprevention or emergency reclamation procedures not addressed in this NAMPSOP or MAG LCP.
Command LCPs will be submitted to the Type Wing or MAG for consideration of inclusion in theType Wing or MAG LCP.

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c. (I-level) Publish an LCP per Appendix D, to direct command specific corrosion control andprevention procedures not addressed in this NAMPSOP. The LCP must address:(1) Any local facility, environmental and NAVOSH (Navy) and NAVMC DIR 5100.8(Marine Corps) requirements.
(2) Production Control, Division and Work Center responsibilities for emergency
reclamation.
(3) Materials for emergency reclamation of components and equipment.
(4) Copies of T/M/S emergency reclamation priority removal lists.
(5) Procedures for onsite emergency reclamation assistance to supported O-level activities.
d. Designate Emergency Reclamation Team members, per paragraph 10.13.3.6. Designation
will be in writing, via the Monthly Personnel Plan (MPP) per 10.1 (O and I-level) or SME listing(Depot FRC).
e. (O-level) Determine and direct the appropriate level of preservation for aircraft exceeding 30
days without a flight, per the criteria of paragraph 10.13.3.7c. The MO’s determination will be
documented in the aircraft logbook Miscellaneous History (OPNAV 4790/25A).
10.13.4.7 AMO
a. Establish a training plan to qualify personnel to perform corrosion prevention, detection,
evaluation, treatment, and reporting. O-level training plans must include FAL item corrosion
identification and prevention requirements.
b. (O-level) Review the CNAP Corrosion Abatement Charts each month to identify possible
corrosion related training deficiencies.
c. Utilize Electronic Local Assist Requests (ELAR) on the NATEC website to request
Corrosion MRT site representative assistance to correct and prevent corrosion related training
deficiencies.
10.13.4.8 MMCO
a. Schedule adequate time to accomplish corrosion prevention, detection and treatment.
b. (O-level) Coordinate a monthly review of the CNAP Corrosion Abatement Charts with the
MMCPO, QAS, Corrosion Prevention and Control Program Manager, and Division LCPOs. The
purpose of the review is to identify actions required to improve corrosion prevention and treatment.
The analytical points of emphasis (red bold type) embedded into each T/M/S workbook will be
used when evaluating squadron corrosion performance. Inform the AMO when corrosion andmaterial condition related poor performance is suspected to be training related.
c. Implement FAL and corrosion areas of concern mitigation and corrective action practices.
d. Verify compliance with the preservation requirements of paragraph 10.13.3.7.
e. Maintain aircraft paint schemes as specified in IL-STD-2161C(AS), and paragraph 10.13.3.8.
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10.13.4.9 Program Manager
a. Perform a program audit within 60 days of designation as the Corrosion Control andPrevention Program Manager and annually thereafter, per paragraph 10.7.3.8.
b. Keep current in the requirements of all applicable references cited in this instruction andmaintenance technical manuals.
c. Provide technical advice and assistance to work centers in matters pertaining to corrosion
prevention and control.
d. Coordinate with the IH to conduct facility surveys, and verify the IH survey includes all
requirements specified in paragraph 10.13.3.4.
e. Notify the responsible IH of any permanent changes to painting processes or its componentsthat may affect the workplace.
f. Provide Corrosion Prevention and Control Program NAMP indoctrination training or verify
the indoctrination training is being completed by a subject matter expert per 10.1.4.7.
g. Periodically spot check work in progress to verify required PPE is being used by personnel
assigned duties involving exposure to potentially harmful dusts, mists, or vapors.
h. Supervise the ERT.
i. Provide indoctrination training to ERT members and supervise the semi-annual drills per
paragraph 10.13.3.6.
j. Conduct a quarterly inventory to verify materials, equipment, and tools required to perform
corrosion prevention, treatment, and emergency reclamation are available.
k. (I-level Program Managers) Provide expertise and assistance to supported O-level activities
during reclamation actions.
l. Verify personnel assigned duties involving the use of paints, primers or chemical conversion
coating materials have received pre-placement training, a medical evaluation, and respirator fit
testing and use training per paragraph 10.13.3.5, prior to performing coating operations, and verify
personnel complete periodic medical surveillance evaluations.
m. (O-level) Assist the MMCO with the monthly review of the CNAP Corrosion Abatement
Charts and coordinate actions to improve corrosion prevention.
n. (O-level) Brief the MO, AMO, MMCO, and MMCPO each quarter on squadron utilizationof Corrosion MRT and NATEC representatives, including any Electronic Local Assist Requests(ELAR) that were submitted.
o. Verify corrosion prevention and treatment is being performed in compliance with T/M/S
aircraft and equipment maintenance manuals, NAVAIR 01-1A-509 SERIES, NAVAIR 15-01-500,
NAVAIR 17-1-125, NAVAIR 17-35FR-06, and other directives.
p. Maintain a program file to include:
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(1) POCs.
(2) Syllabus identifying the activity’s corrosion prevention and control and ERT training
requirements.
(3) Program related correspondence and message traffic.
(4) References or cross reference locator sheets.
(5) A copy of the current IH survey of the activity’s facilities.
(6) Most current Computerized Self Evaluation Checklist (CSEC) audit.
10.13.4.10 Quality Assurance
a. QA Officer: Designate a corrosion control qualified QAR (AM senior petty officer or Dlevel equivalent) as the Corrosion Prevention and Control Program Monitor. Designation will be inwriting, via the Monthly Personnel Plan (MPP) per 10.1 (O and I-level) or SME listing (Depot
FRC).
b. QA Supervisor (O-level):(1) Verify QARs, CDQARs, and CDIs have completed the FAL training syllabus per
paragraph 10.13.4.3g and annual FAL training per paragraph 10.13.4.3.j.
(2) Assign QARs to periodically spot check FAL items for compliance with MRC or
IETMS during scheduled inspections.
c. Program Monitor(1) Perform program audits per paragraph 10.7.3.7.
(2) Conduct random spot checks of work in progress to determine compliance withcorrosion control, prevention, and treatment requirements, and to verify aircraft and equipment arepreserved per technical manual procedures.
10.13.4.11 Maintenance Control and Production Control (O-level and I-level Only)a. (O-level) Restrict aircraft from flight with AWM corrosion treatment discrepancies over 28
calendar days old. If the permanent repair or painting of bare metal is not feasible within 28
calendar days, the discrepant area must be cleaned, inspected, and re-protected at least once every
28 days until the permanent repair can be completed. In lieu of WO sign off or coding the WO as a
DOWN discrepancy, an in-process inspection may be entered on the discrepancy WO each time thecleaning, inspection and re-protection action is performed. This will allow the WO to be extended
as an UP discrepancy for another 28 days. The WO must have a detailed explanation as to why thepermanent repair is not accomplished.
NOTE: Deviation to defer corrective action for corrosion discrepancies over 28 calendar days
old may be granted by the Type Wing or MAG, or by the CVW or ACE if deployed.
The deviation reference must be cited on the WO.

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b. Verify corrosion control is being correctly documented on WOs and MAFs.
c. Direct personnel, material, and equipment resources to the ERT to support rapid processing
and corrective action during emergency reclamation.
d. Make a recommendation to the MMCO to preserve or not to preserve an aircraft when it has
not flown for 14 or more days.
e. Issue a preservation WO or MAF for aircraft, engines, components, and SE per paragraph10.13.3.7.
f. Direct all work performed on preserved aircraft, SE, AWSE, or WHE. Refer to T/M/S
maintenance technical manuals to determine which, if any, special or conditional inspection tasks
must be performed while aircraft are in preservation.
g. Brief FAL items when directing scheduled and unscheduled maintenance actions that include
one or more FAL items.
10.13.4.12 Data Analyst (O-level)
Create CNAP Corrosion Abatement Charts each month at a minimum. Distribute charts to the
AMO, MMCO, MMCPO, QAS, and Division LCPOs for review. Instructions and required files forcreating Abatement Charts. are available for download from CNAP SharePoint under Quick Links,
Corrosion Class Desk at https://cpf.navy.deps.mil/sites/cnap/default.aspx.
10.13.4.13 Work Center Supervisors
a. Request class quotas for personnel that do not meet the training requirements specified inparagraph 10.13.3.3.
b. Verify Corrosion Prevention and Control Program and Emergency Reclamationindoctrination training is provided to personnel.
c. Train sufficient numbers of work center personnel in emergency reclamation procedures.
d. Spot check work in progress to verify:(1) Work Center personnel are complying with PPE requirements.
(2) Only authorized corrosion prevention and control materials are being used.
(3) Cleaning, corrosion prevention, treatment, and preservation are performed in accordancewith procedures specified in technical manuals.
e. Review WOs and MAFs to verify personnel are complying with corrosion documentation
procedures.
f. Verify personnel are aware of FAL or the corrosion areas of concern list, and emphasize theimportance of strict adherence to corrosion prevention and control procedures while performing
maintenance in these areas.
g. (I-level) Accomplish internal and external preservation prior to packaging components.

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NOTE: The Aeronautical Material Screening Unit (AMSU) will ensure components areadequately protected for routing to the supply or IMA packing and preservation
section. For MALS, this is the function of the Supply Shipping Branch of theRepairables Management Division (RMD). The packing and preservation section is
responsible for final packing and preservation of components, less engines, prior to
storage or shipment. Engines must be packed and preserved by the repairing I-levelor D-level activity.
10.13.4.14 Depot FRCs:
a. Comply with Level IV preservation requirements of NAVAIR 15-01-500 for aircraft
undergoing D-level rework.
b. Develop and publish an LCP per OPNAVINST 5215.17 to direct geographic, T/M/Sspecific, or command-directed actions for ERT.
c. Provide expertise and equipment assistance to supported O-level and I-level activities during
reclamation actions, when requested.

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FAL Development Process
FST builds or updates FALfrom av ailable Level III data
IAW Enterprise Template

Wing rev iew s &v alidates FAL

FST Submit FAL to
CNAF for approv al

CNAP approves andpublishes FAL to
Enterprise

Wings/MALS
promulgate FAL to
Squadrons

Squadrons employ
FAL as a tool to focus
on degraders

Wings/MALS use
FAL during MCIs
Eng translates FAL
items into Lev el III
maint. requirements

Depots perform
Lev el III
maintenance

PMI/ISR
Data

Leading & Lagging NAE
corrosion performanceindicators

NDMS ADCS

Wings/MALS input
MCI data in ADCS w ith
FAL item indicators

Squadrons generate
Fix phase W/O from
MCI discrepancies

Squadron
Maintenance
Data

Squadrons perform
Lev el I maintenance

Wing/MALSMCI Data

Wing ADCS/OOMAOOMA Deckplate

RCM Analyzes all
av ailable maintenancedata

RCM initiates FAL mitigation
strategies to improv e logisticalelements for the Warfighter

Figure 10.13-1: FAL Development Process

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PLATFORM T/M/S
FST ORG RESPONSIBLE
PHYSICAL LOCATIONADDRESS
From: FST Organization Responsible
To:
Squadrons, IMAs, and D-level activities
Subj: GUIDELINES FOR T/M/S SPECIFIC FOCUS AREA LIST
Ref:(a) COMNAVAIRFORINST 4790.2D

Encl: (1) Focus Area List T/M/S Summary(2) FAL T/M/S Level-II Maintenance Detail(3) FAL T/M/S LEVEL-III Maintenance Detail(4) FAL T/M/S Frequency Pareto Chart
1. The purpose of the Focus Area List (FAL) is to focus the Naval Aviation Enterprise on platform
corrosion degraders
2. In November 2007 the Naval Aviation Enterprise (NAE) Air Board directed stand-up of a crossfunctional Corrosion Prevention Team (CPT) to attack cost service life and readiness impacts
throughout Naval Aviation. The CPT is comprised of COMNAVAIRFOR, NAVAIR, FRCs, FSTs,
and Wings. In order for an area to make it on the Focus Area List, either a discrepancy had to occur
frequently or it had to be a significant resource consumer during Level III maintenance events.
Data used to build the FAL is derived primarily from the Automated Data Capture System (ADCS)
which is utilized to document discrepancies during PMI events.
3. The FAL is used by all hands as a tool to help improve and validate airframe material condition
performance, inspections, and improvements and allow commands to:a. Prioritize mitigation and Root Cause Analysis efforts of the most significant corrosion
degraders across the system.
b. Capture and articulate corrosion related critical aircraft material condition issues to theenterprise.
4. The effective date of the FAL is DDMMMYYYY
5. All previous editions of the FAL are canceled by this instruction.
S. BAREFOOT
By Direction

Figure 10.13-2: FAL Cover Letter

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Figure 10.13-3: FAL Summary

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Total MHrs

Nomen

Avg MHrs per
repairWUC

Frequency

FAL Priority #COMNAVAIRFORINST 4790.2D
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Task Description(s)MRC/IETM Reference

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Figure 10.13-4: FAL Level 1 Detail10-215WUC (left/right if
applicable)

Frequency

Zone

Insp. Interval

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Figure 10.13-5: FAL Level 3 Detail10-216

Avg MHrs per
repairTotal MHrs

Frequency

Requirement

PMI-2 Y/N

Zone

PMI-1 Y/N

PMI
Task #

Insp. Interval

FAL Priority #COMNAVAIRFORINST 4790.2D
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IRCMS
Location

COMNAVAIRFORINST 4790.2D
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Figure 10.13-6: FAL Pareto Chart (sample)

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10.14 Plane Captain Qualification Program (NAMPSOP)
10.14.1 Referencesa. NAVAIR 00-80T-113, Aircraft Signals NATOPS Manual.
b. NAVAIR 00-80T-120 CVN Flight/Hangar Deck NATOPS Manualc. NAVAIR 00-80T-106, LHA/LHD NATOPS Manual.
d. NAVAIR 00-80T-122, Helicopter Operating Procedures for Air-Capable Ships NATOPS
Manual.
e. CNAF M-3710.7, NATOPS General Flight and Operating Instructions.
f. NAVAIR 01-1A-17, Aviation Hydraulics Manual.
g. NAVAIR 01-1A-509 (series), Cleaning and Corrosion Control.
h. NAVAIR 04-10-506, Aircraft Tire and Tubes.
i. NAVAIR 17-1-125, Support Equipment Cleaning, Prevention and Corrosion Control.
10.14.2 Introduction
The Plane Captain Qualification Program establishes the minimum procedures for training andqualifying personnel that perform plane captain duties. Commercial and other government
activities operating naval aircraft are required to meet the same or equivalent standards for theirpersonnel.
NOTE: The title “Plane Captain” is used throughout this NAMPSOP, however, some aircraft
communities use different terms for ground maintenance personnel that perform
similar duties, such as “Plane Handler”. The extent of plane captain duties may varydepending on type aircraft and operational environment.
10.14.3 Requirements
10.14.3.1 Designation. Plane captains will be designated, in writing, by their Commanding
Officer (CO) on the Plane Captain Designation (OPNAV 4790/158) (Figure 10.14-1). For
commands using ASM, all items of Parts I, II, III and IV of the OPNAV 4790/158 must be reflectedin the Plane Captain Designation in ASM, to include statements the candidate understands his/her
responsibilities, the candidate has appeared before the Plane Captain Selection Board and is fully
qualified and recommended for designation, and the CO has designated the member as a Plane
Captain. Verification of service record entry (Part V of the OPNAV 4790/158) does not have to be
noted in ASM. Prior to initial designation, plane captains must:a. Complete the Wing or MAW standardized training syllabus.
b. Pass the written examination administered by a Quality Assurance Representative (QAR)with a passing score of 90 percent.

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c. Pass the practical examination administered by a QAR that is currently qualified as a plane
captain.
NOTES: 1. Collateral Duty QARs (CDQARs) are not authorized to administer the written
or practical examination.
2. For D-level activities, any QAR can administer the practical examination.
d. Be interviewed and recommended by the Plane Captain Selection Board.
NOTE: Designation as a plane captain does not qualify personnel to perform engine or APU
turn-up. Refer to 10.42 for engine and APU turn-up qualification requirements.
10.14.3.2 Naval Aircrewmen. In commands where naval aircrewmen (AWF, AWS, AWV, AWR,AWO, crew chiefs, or flight engineers) perform the functions of a plane captain, the aircrewman
NATOPS training syllabus must include all plane captain qualification requirements. Completion of
the training curriculum and the designation as a naval aircrewman (NATOPS Evaluation Report(OPNAV 3710/7)) qualifies the aircrewman for plane captain duties. Naval aircrewmen qualified
as plane captains, per their NATOPS training syllabus, are not required to take a separate plane
captain examination, appear before the Plane Captain Selection Board, or be designated on thePlane Captain Designation form (OPNAV 4790/158) (Figure 10.14-1).
10.14.3.3 Requalification
a. Requalification training is required every 6 months and must be monitored for proficiency by
a QAR or CDQAR who is currently designated as a plane captain, no later than the last day of therequalification month. For example, personnel initially qualified or last requalified on 10 January
must complete requalification training no later than 31 July.
NOTES: 1. The initial monitor will be completed no later than 6 months from designation asa plane captain. All subsequent monitors must be completed no later than the last
day of the month due.
2. Commands with naval aircrewmen may designate enlisted NATOPS Instructors,
Assistant NATOPS Instructors, or NATOPS Instructor Flight Engineers to perform
plane captain monitors.
3. For D-level FRCs, any QA Specialist can conduct plane captain monitors.
b. Plane captains that have not performed plane captain duties for over 90 days, for example,
TAD, convalescent leave, or other special assignment away from the activity, must complete theWing/MAW refresher training syllabus and be interviewed by the Plane Captain Qualification
Program Manager prior to resuming plane captain duties. Plane captains with past due monitor
must complete the Wing/MAW refresher training syllabus prior to resuming plane captain duties.
c. Newly assigned personnel that are qualified and have a current Plane Captain Monitor in thesame T/M/S aircraft from their previous command may be designated as a plane captain by their
new command if they pass a practical examination, and are interviewed and recommended by the
new command’s Plane Captain Selection Board. Requalification will be documented on the Plane
Captain Designation form (OPNAV 4790/158) (Figure 10.14-1), or ASM equivalent.
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d. Personnel that have had their Plane Captain Designation revoked will complete the entire
training syllabus, pass the practical and written examinations, and be interviewed and recommended
by the Plane Captain Selection Board. Requalification will be documented on the Plane Captain
Designation form (OPNAV 4790/158) (Figure 10.14-1), or ASM equivalent.
10.14.4 Responsibilities
10.14.4.1 Navy Type Wings and D-level FRCsa. Publish a standard plane captain training syllabus for initial designation and refresher
training to include lesson guides and practical and written examinations for the T/M/S aircraft, forwhich they are responsible. Personnel Qualification Standards (PQS) or D-level specificprerequisites (when available) must be integrated into the training syllabus. The training syllabus
and testing requirements must be sufficient to ensure plane captains are knowledgeable and skilledin their duties. The Plane Captain Training Syllabus Topics (Figure 10.14-2) provides a list of areasthat might need to be covered for initial designation. The syllabus must be tailored based on actual
duties and operational environment, for example, Plane Captains in squadrons that do not deploy
aboard ship do not need training in flight deck procedures and Plane Captains that do not “ridebrakes” during aircraft towing do not need training in brake riding. The Plane Captain Refresher
Training Syllabus (Figure 10.14-3) provides an example of a refresher training syllabus.
b. Verify the training syllabus and related forms are available in ASM.
NOTE: Marine activities will use the training and testing syllabus developed by TECOM, per10.1.4.1.5 Notes.
10.14.4.2 Commanding Officer (CO)a. Establish a Plane Captain Selection Board, chaired by the Maintenance Officer (MO),consisting of the Quality Assurance Plane Captain Program Monitor, Plane Captain BranchSupervisor, Plane Captain Program Manager, Squadron Safety Officer, and others as deemednecessary.
b. Designate plane captains, in writing, using the Plane Captain Designation (OPNAV
4790/158) (Figure 10.14-1) or ASM equivalent.
c. Revoke designations of plane captains who display a disregard for safety or aircraft
maintenance/handling procedures. Designations will only be reinstated after the individual has
completed the requirements of paragraph 10.14.3.3d.
NOTE: In squadrons that employ contractors to perform plane captain duties, theContractor Site Manager, when assigned, will designate qualified contractor plane
captains, in writing, using the Plane Captain Designation form (OPNAV 4790/158)(Figure 10.14-1) or a locally generated designation form that specifies the procedures
and board members required by the contract. The Contractor Site Manager must
not delegate this authority.
d. The CO may delegate authority to the MO to designate, revoke, and requalify plane captains.
COs of squadrons that deploy detachments, in excess of 90 days, may delegate authority to the

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Detachment Officer in Charge (OIC) to designate, revoke, and requalify plane captains while
deployed, if all training, testing, and board requirements can be accomplished by the detachment.
Delegation of authority must be made, in writing, by name, to each MO or Detachment OIC.
10.14.4.3 Maintenance Officer (MO)a. (O-level) Designate the Line or Power Line Division Officer as the Plane Captain
Qualification Program Manager. Designation will be in writing via ASM. Commands that use
aircrewmen to perform plane captain duties may designate the Aircrew Division Officer as thePlane Captain Qualification Program Manager.
b. (Depot FRC) Designate a SME as the Plane Captain Qualification Program Manager.
Designation will be in writing via the SME listing.
c. Chair the Plane Captain Selection Board. The board will personally review training
documentation and interview plane captain candidates. The interview must cover all areas of the
T/M/S Plane Captain Training Syllabus to verify candidates are fully qualified.
d. Recommend revocation of Plane Captain Designations to the CO.
NOTE: MO is equivalent to Aircraft Maintenance Officer for the Marine Corps and theperson(s) performing specific MO duties for the D-level activities.
10.14.4.4 Plane Captain Qualification Program Manager
a. Perform a Plane Captain Program audit per paragraph 10.7.3.8 within 60 days of assignment
and annually thereafter.
b. Conduct the Plane Captain Training Program per the Wing or MAW syllabus.
c. Assign a designated plane captain to each trainee. The designated plane captain will serve as
an instructor and supervisor for the trainee and is responsible for ensuring each element of the
training syllabus is thoroughly covered.
d. Initiate the Plane Captain Designation (OPNAV 4790/158) (Figure 10.14-1), or ASM
equivalent, and request a Plane Captain Selection Board once the trainee has completed all training
requirements, passed the written and practical examinations, and is deemed fully prepared andcapable of assuming the responsibilities of a plane captain. D-level civilian personnel must have aseparate Plane Captain Designation (OPNAV 4790/158), or ASM equivalent, designation filed intheir IQR for each T/M/S aircraft designated.
e. Verify designated plane captains assigned away from plane captain duties for over 90 days,for example, TAD, convalescent leave, or other special assignment away from the activity, receive
refresher training (Figure 10.14-3) and are interviewed prior to resuming plane captain duties.
f. Restrict personnel from plane captain duties if they have not performed plane captain duties
for over 90 days, or are overdue or fail their semi-annual Plane Captain monitor (10.14.3.3.a. and10.14.3.3.b).

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NOTE: Plane captains that are out of currency will be placed “Not in Use” in ASM. The
working copy of the MPP will be updated, and the plane captain’s SMQs removed
from OOMA. Once the requirements for requalification have been completed,
update ASM and the Maintenance Training Plan designations list and re-instate
SMQs.
g. Monitor the number of personnel under instruction to compensate for plane captain attrition.
h. Review CSEC reports (provided by the Program Monitor) to identify areas of concern andtake corrective action to improve the program.
i. Verify the Maintenance Training Plan designations list contains all currently designated plane
captains and the due date of their next semi-annual monitor.
j. Maintain a program file to include:(1) POCs(2) Program-related correspondence and message traffic(3) References or cross-reference locator sheets(4) Most current CSEC audit checklist
10.14.4.5 Quality Assurance (QA) Officera. (O-level) Designate a QAR as Plane Captain Qualification Program Monitor. Designation
will be in writing via ASM. The QAR, designated as the Program Monitor, must be currently
qualified as a plane captain. Commands that utilize naval aircrewmen to perform plane captainfunctions may assign a NATOPS Instructor, Assistant NATOPS Instructor, or Instructor Flight
Engineer as the Plane Captain Qualification Program Monitor. Other QARs may audit or provide
oversight for the program, but the overall responsibility remains with the Program Monitor.
b. (Depot FRC) Designate a Quality Assurance Specialist (QAS) as the Plane Captain
Qualification Program Monitor. Depot program monitor is not required to be qualified as a plane
captain. Designation will be in writing via the SME listing.
10.14.4.6 Plane Captain Program Monitor
a. Perform audits per paragraph 10.7.3.7.
b. Administer written and practical examinations (utilizing the CSEC 5700 checklist) for plane
captain designation and requalification. Passing score on the written examination is 90 percent.
c. Schedule and verify plane captains and naval aircrewmen qualified per paragraph 10.14.3
receive a semi-annual monitor.
d. Notify the Plane Captain Qualification Program Manager when plane captains are notcurrent or fail their semi-annual monitor.
e. Verify the CSEC 5700 periodic checklist is utilized for semi-annual monitors, and monitors
are entered into the CSEC database. The semi-annual monitors will be documented and routed
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through QA for follow-up action. Program Monitors will be retained, at a minimum, one full year
on file.
10.14.4.7 Plane Captains
a. Maintain currency and practical proficiency in all areas covered in the plane captain training
syllabus.
b. Closely supervise the training of assigned plane captain trainees.
NOTE: During the training cycle, responsibility for conducting and signing off inspections
lies with the designated plane captain.

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Figure 10.14-1: Plane Captain Designation (OPNAV 4790/158) (Sample)

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PLANE CAPTAIN TRAINING SYLLABUS TOPICS
NOTE: This is a list of areas that might need to be covered for initial designation. The syllabus must
be tailored based on actual duties and operational environment, for example, Plane Captains
in squadrons that do not deploy aboard ship do not need training in flight deck procedures
and Plane Captains that do not “ride brakes” during aircraft towing do not need training in
brake riding.
1. Indoctrination interview
2. Required reading (applicable sections)a. COMNAVAIRFORINST 4790.2D
b. NAVAIR 00-80T-120, CVN NATOPS Manualc. NAVAIR 00-80T-106, LHA/LHD NATOPS Manuald. NAVAIR 00-80T-113, Aircraft Signals NATOPS Manuale. NAVAIR 00-80T-122, Helicopter Operating Procedures for Air-Capable Ships NATOPS Manualf. NAVAIR 01-1A-17 Aviation Hydraulics Manualg. NAVAIR 01-1A-509 (series), Cleaning and Corrosion Control
h. NAVAIR 04-10-506, Aircraft Tire and Tubes
i. NAVAIR 17-1-125, Support Equipment Cleaning, Prevention and Corrosion Control
3. Safety Ashore and Afloat PQS
4. Flight Deck Familiarization
5. Egress/Explosive System Checkout Program
6. Flight Line/Flight Deck Safety
7. Noise Hazards
8. Exhaust Blast Hazards
9. Propeller or Rotor Hazards
10. Tire and Wheel Maintenance Safety Program
11. General or Avionics Corrosion Control Course
12. FOD Prevention Program
13. Tool Control Program
14. Fuel Surveillance Program
15. Navy Oil Analysis and Consumption Monitoring Program
16. Hydraulic Contamination Control Program
17. Hazardous Material Control and Management Program
18. Technical Publications
19. 3M Documentation
20. Support Equipment Operator Training and Licensing Program
21. Fire Fighting Procedures and Responsibilities
22. Moving Aircraft
23. Towing Aircraft
24. Brake Riding
25. Cleaning Aircraft
26. Aircraft Preservation

Figure 10.14-2 (page 1): Plane Captain Training Syllabus Topics (Example)

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27. Duct Diving
28. Aircraft Fastener Integrity Inspection
29. Daily and Turnaround Inspections
30. Special Inspections
31. Conditional Inspections
32. Fueling and Defueling
33. Nitrogen System Servicing
34. Hydraulic System Servicing
35. Engine/Transmission Oil System Servicing
36. Liquid Oxygen Converter Handling Safety
37. Aircraft Ordnance
38. CADs
39. T/M/S NATOPS Procedures
40. Hand Signals
41. Launch/Recovery Procedures
42. Hot Brake Procedures
43. Aircraft Alert Posture Procedures
44. Flight Controls
45. Cockpit Instrumentation
46. Support Equipment Misuse and Abuse
47. T/M/S Standard Emergency Procedures
48. T/M/S PQS (if applicable)
49. Aircraft security, tie-down, and heavy weather procedures
50. Aircraft ordnance and armament equipment

Figure 10.14-2 (page 2): Plane Captain Training Syllabus Topics (Example)

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NOTE: This is an example of areas that might need to be covered for refresher training . The
syllabus must be tailored based on actual duties and operational environment, for example,
Plane Captains in squadrons that do not deploy aboard ship do not need training in flightdeck procedures and Plane Captains that do not “ride brakes” during aircraft towing do notneed training in brake riding.
Plane Captain Name:
Rate/Rank:
Date
1. Egress/Explosive System Checkout
2. Review Danger Areas
3. Review Brake Rider Qualifications
4. Review Duct Diver Qualifications
5. Review Emergency Procedures
6. Review Lox Converter Qualifications
7. Review Oil System Servicing Procedures
8. Review Hydraulic System Servicing System
9. Review Aircraft Refueling Procedures
10. Perform Walkaround
11. Launch Aircraft
12. Recover Aircraft
13. Quality Assurance Monitor
14. Aircraft Ordnance
15. Fuel Sampling Procedures

Plane Captain Branch Supervisor Signature

AME Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

P/C Supervisor

Date

Date

Line/Power Line Division Officer Interviewer Signature Date

Figure 10.14-3: Plane Captain Refresher Training Syllabus (Example)

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10.15 Egress/Explosive Systems Checkout Program (NAMPSOP)
10.15.1 References
a. OPNAVINST 8023.24, Navy Personnel Conventional Ammunition and Explosives Handling
Qualification and Certification Program.
b. MCO 8023.3, Personnel Qualification and Certification Program for Class V Ammunition
and Explosives.
10.15.2 Introduction
10.15.2.1 The Egress/Explosive Systems Checkout Program outlines requirements andresponsibilities for training personnel on the dangers of aircraft installed egress and explosive
systems. All Navy and Marine Corps activities, commercial and other government activities that
perform on and off aircraft or equipment maintenance or other support functions on naval aircraft or
Unmanned Aircraft Systems (UAS) with egress/explosive systems must comply with theEgress/Explosive Systems Checkout Program.
NOTE: The training requirements of this NAMPSOP are separate from and do not satisfy
the requirements for Ordnance Certification specified in OPNAVINST 8023.24 andMCO 8023.3.
10.15.2.2 Egress systems include ejection seats and related interconnect and sequence systems,
installed parachute and seat survival kits, explosive devices and rocket motors used in seat
propulsion, and hatches or canopies, which are shattered or jettisoned from the aircraft by use of
explosive devices.
10.15.2.3 Explosive systems include explosive actuated components installed on the aircraft andtheir operationally adjacent mechanisms, for example, cartridge actuated device (CADs), propellant
actuated device (PADs), and explosive actuated fire bottles.
10.15.2.4 The Fleet Support Team (FST) for CADs and PADs is COMMANDING OFFICER,NAVAL SURFACE WARFARE CENTER INDIAN HEAD DIVISION (Code E-22 and E-21
respectively), 4393 BENSON ROAD, SUITE 120 INDIAN HEAD, MD 20640-5092, DSN 3544203/2101 or COMM (301) 744-4203/2101.
10.15.2.5 The FST for ejection seats is COMMANDING OFFICER, FLEET READINESSCENTER EAST, PSC BOX 8021, CHERRY POINT NC 28533-0021, DSN 451-8553 or COMM
(252) 464-8553.
10.15.3 Requirements
10.15.3.1 All maintenance personnel assigned to or assisting activities operating aircraft withegress/explosive systems must receive initial Egress/Explosive Systems Checkout training on each
type/model/series (T/M/S) aircraft/equipment before coming in contact with or performing
maintenance on aircraft.

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NOTES: 1. To facilitate cross organizational assistance, Egress/Explosive Systems Checkout
Qualification for a specific T/M/S is valid at all units within the same Wing orMarine Aircraft Wing (MAW), until transfer or expiration.
2. No visitors to a command operating or maintaining aircraft, whether military,
civilian, contractor, or general public, will be permitted to enter the cockpit area
without prior approval from the Commanding Officer (CO).
10.15.3.2 Requalification training is required every 6 months, no later than the last day of therequalification month. For example, personnel initially qualified or last requalified on 10 January
must complete requalification training no later than 31 July.
NOTE: Maintenance Department personnel on Temporary Additional Duty (TAD) outside
the Maintenance Department for over 90 days must complete requalification training
prior to resuming Maintenance Department duties.
10.15.3.3 Prior to coming into contact with or starting maintenance on aircraft or equipment,
government service (GS) and contractor personnel providing on-site assistance must receive
Egress/Explosive Systems Checkout training from the activity being assisted. Training must be
documented on the Egress/Explosive Systems Checkout Qualification form (Figure 10.15-1) andgiven to the Program Manager to maintain on file. Wings and MAWs may permit GS andcontractor personnel to be covered under 10.15.3.1 NOTE 1. If the Wing/MAW elects this option,
it must be addressed in the Wing LCP and include the following requirements, as a minimum:
a. GS and contractor personnel must provide a copy of their Egress/ Explosive Systems
Checkout Qualification form (Figure 10.15-1) to the Egress/Explosive Systems Program Managerof the unit being assisted.
b. The Egress/Explosive Systems Program Manager must validate the training was for their
T/M/S aircraft, the training was provided by a unit within the same Wing, and the training is current
per paragraph 10.15.3.2.
c. The Egress/Explosive Systems Program Manager must maintain a copy of GS and contractor
Egress/Explosive Systems Checkout Qualification forms on file until expired.
10.15.3.4 Aircraft hangar, line, and security watch personnel, regardless of rate or Military
Occupational Specialty (MOS), must receive Egress/Explosive Systems Checkout training and be
requalified every 6 months.
10.15.3.5 Initial training and requalification will be documented on the Egress/Explosive Systems
Checkout Qualification form (Figure 10.15-1) and filed in the individual's qualification/certification
record. Commands using ASM will file the completion certificate as an accreditation.
10.15.3.6 Egress/Explosive Systems Checkout Training must be conducted by qualified anddesignated instructors. Requirements:a. Instructors must complete training and be designated in writing by the Maintenance Officer(MO), on an Egress/Explosive Systems Checkout Instructor Designation form (Figure 10.15-2) or
Advanced Skills Management (ASM) equivalent.

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b. Instructors must have the T/M/S 83XX Navy Enlisted Classification (NEC) or Marine MOS
equivalent, be currently Egress/Explosive Systems Checkout trained, and be T/M/S Ordnancecertified per OPNAVINST 8023.24 and MCO 8023.3.
c. Instructors for ejection seat equipped aircraft must be a qualified Aviation Structural
Mechanic Egress (AME) or MOS 628X.
d. Instructors for non-ejection seat equipped aircraft will be AME, Aircrew Survival
Equipmentman (PR), Aviation Ordnanceman (AO), or Marine MOS equivalents.
NOTE: Squadrons that deploy detachments of non-ejection seat aircraft under thedetachment or home guard concept may designate Aviation Electronics Technician(AT) or Aviation Electrician’s Mate (AE) rate personnel as Egress/Explosive Systems
Checkout Training Instructors for detachment personnel, if there are no AME, PR,
or AO personnel assigned to the detachment during the deployment period.
e. Egress/Explosive Systems Checkout Instructor designation is only valid for the issuingcommand. A new designation is required upon transfer to another command, regardless of T/M/S
aircraft operated.
NOTE: Squadrons that deploy detachments of non-ejection seat aircraft under thedetachment or home guard concept may designate Aviation Electronics Technician(AT) or Aviation Electrician’s Mate (AE) rate or Marine MOS equivalent personnel
as Egress/Explosive Systems Checkout Training Instructors for detachment
personnel, if there are no AME, PR, or AO personnel assigned to the detachment.
Training of these personnel must include Egress/ Explosive Systems web based
training or Interactive Multimedia Instruction (IMI), if applicable to the T/M/S
aircraft. The training is available via the Navy e-Learning (NeL) website,
https://learning.nel.navy.mil/ELIAASv2p/ or via the CADPAD website,
https://cadpad.navair.navy.mil. The NeL certificate does not need to be uploaded toASM. If using the CADPAD website, the electronic completion certificate will be
filed under formal courses in ASM.
10.15.3.7 An Egress/Explosive Systems Checkout Training Syllabus is required for each T/M/S
aircraft maintained. The syllabus must include the following elements (as applicable):a. Entry into the cockpit, to include ladder or hatch systems.
b. Procedures to safely operate the aircraft canopy system.
c. Explosive devices for aircraft installed and personally worn ALSS.
d. General rules, hazards, and safety precautions while working in or around ejection seats.
e. General rules, hazards, and safety precautions for canopy jettison or fracturing systems.
f. Parachute deployment.
g. Fire extinguishers and fire extinguishing systems.

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h. Deployable Flight Incident Recorder System.
i. Helicopter Emergency Flotation System.
j. Dry Bay Fire Suppression System.
k. Cable cutting systems.
NOTES: 1. Training must be conducted on the aircraft and equipment maintained. The useof mock-ups and lectures only is not sufficient.
2. CAD/PAD Safety and Process Training is available athttps://cadpad.navair.navy.mil.
10.15.3.8 Depot FRC Training Requirements
a. Personnel working in the Flight Check/Test Integrated Product Team (IPT) or an area where
installed egress and explosive systems are present must receive “on aircraft” training prior tocoming into contact or performing maintenance on aircraft/equipment. Egress/Explosive Systems
Checkout Qualification form (Figure 10.15-1) will be annotated with “on aircraft” next to theEgress/Explosive Systems Checkout instructor’s name/signature.
b. Personnel working in an area where installed egress and explosive systems are not present
may be trained using comprehensive mock-ups, lectures, or instructor led videos in lieu of “onaircraft” training. Egress/Explosive Systems Checkout Qualification form (Figure 10.15-1) will beannotated with “off aircraft” next to the Egress/Explosive Systems Checkout instructor’s
name/signature.
c. Until implemented with ASM, all Egress/Explosive Systems Checkout training may berecorded in training management system of record.
10.15.4 Responsibilities
10.15.4.1 Type Wings
Type Wings must publish a local command procedure (LCP) per Appendix D, listing each T/M/S
aircraft assigned. Marine activities will use the training and testing syllabus developed by TECOM,
per 10.1.4.1.5 Note 1. At a minimum, the LCP will include:a. Egress/Explosive Systems Checkout Training Syllabus per paragraph 10.15.3.7
b. Egress/Explosive Systems Checkout Qualification (Figure 10.15-1)
c. Egress/Explosive Systems Instructor Designation (Figure 10.15-2)
NOTES: 1. The Egress/Explosive Systems Checkout Qualification (Figure 10.15-1) andEgress/Explosive Systems Instructor Designation (Figure 10.15-2) list the minimum
training requirements. Five OJT sessions are the minimum required for
instructors.
2. Navy Squadrons not assigned to a Wing must publish their own LCP with theabove elements, as a minimum.
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10.15.4.2 Maintenance Officer (MO)a. Designate an Egress/Explosives Systems Checkout Program Manager. Designation will bein writing via ASM (O-level) or SME listing (Depot FRC). Program Manager qualifications:(1) Must be a designated Egress/Explosives Systems Checkout Instructor.
(2) Squadrons operating ejection seat equipped aircraft must designate the Work Center 13B
Supervisor.
(3) Squadrons with non-ejection seat equipped aircraft and no AME or MOS equivalentassigned must designate a Navy PR, AO, or Marine MOS 6048/6531 that is T/M/S ordnancecertified per OPNAVINST 8023.24 and MCO 8023.3.
b. Designate Egress/Explosive Systems Checkout Instructors per paragraph 10.15.3.6.
c. Develop an LCP per Appendix D, if required to direct geographic, T/M/S specific, orcommand directed actions for Egress/Explosive Systems Checkout not addressed in thisNAMPSOP. Command LCPs will be submitted to the Wing or MAW for consideration ofincorporation into the Wing LCP.
10.15.4.3 Program Manager
a. Perform an audit within 60 days of designation as Program Manager and annually thereafter,
per the procedures of the NAMP Compliance Auditing Program paragraph 10.7.3.8.
b. Remain current on T/M/S aircraft Egress/Explosive Systems safety procedures andprecautions specified in maintenance technical manuals.
c. Suspend instructors past due for requalification from administering checkouts. Document
suspension in the MPP and update the instructor’s qualification/certification record or ASM
equivalent.
d. Notify the Wing or MAW T/M/S Model Manager of any deficiencies in theEgress/Explosive Systems Checkout Training Syllabus.
e. Maintain a copy (until expired) of the Egress/Explosive Systems Checkout Qualification(Figure 10.15-1) for government service and contractor personnel that provided on-site assistancefor squadron aircraft.
f. Provide the MPP listing of personnel coming due for requalification training during themonth, including TAD personnel with their TAD start date.
g. Monitor completion of requalification training and notify Work Center Supervisors of
personnel past-due for requalification.
h. Review Program Audit discrepancies and take action to improve the program.
i. Maintain a program file to include:(1) POCs

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(2) Copy of the Wing or MAW T/M/S Model Manager and Squadron LCP (as applicable)(3) Program correspondence and messages(4) References or cross-reference locator sheets(5) Most current CSEC audit
forms(6) (Non-ASM commands) Copies of Egress/Explosive Systems Checkout Qualification

10.15.4.4 Quality Assurance (QA) Officera. (O-level) Designate a Quality Assurance Representative (QAR) as the Egress/Explosive
Systems Checkout Program Monitor. Designation will be in writing via ASM.
b. (Depot FRC) Designate a Quality Assurance Specialist (QAS) as the Egress/Explosive
Systems Checkout Program Monitor. Designation will be in writing in the SME Listing.
NOTE: D-level QA Officers or Directors may designate a Quality Manager as the Program
Monitor. Quality Assurance Specialists will audit the program.
10.15.4.5 QA Program Monitor
The QA Program Monitor will perform audits per the procedures of the NAMP Compliance
Auditing Program paragraph 10.7.3.7.
10.15.4.6 QARs
The QARs will ensure government personnel and contractors from other activities that areproviding onsite assistance with aircraft or equipment maintenance receive T/M/S Egress/Explosive
Systems Checkout training prior to permitting them to come in contact with or starting maintenanceon aircraft or equipment.
10.15.4.7 Aircraft Division Officer
The Aircraft Division Officer will coordinate the Egress/Explosive Systems Checkout training ofaircrew personnel.
10.15.4.8 Egress/Explosive Systems Checkout Instructors
a. Perform the Egress/Explosive Systems Checkout qualification or requalification training
specified in the training syllabus.
b. Sign off the Egress/Explosive Systems Checkout Qualification (Figure 10.15-1) only after
personnel demonstrate they are fully knowledgeable and skilled in egress and explosive systems
procedures.
10.15.4.9 Work Center Supervisors
a. Verify Egress/Explosive Systems Checkout Qualification is current, prior to assigningpersonnel to work on or around aircraft.

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NOTE: Personnel TAD outside the Maintenance Department for over 90 days must be
requalified prior to resuming Maintenance Department duties.
b. File the Egress/Explosive Systems Checkout Qualification (Figure 10.15-1) in theindividual’s qualification/certification record or ASM equivalent. D-level activities will enter thecertification completion date in their locally approved T/M/S.
c. Recommend personnel for designation as Egress/Explosive Systems Checkout Instructors.

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EGRESS/EXPLOSIVE SYSTEMS CHECKOUT QUALIFICATIONName (Last, First, MI)

Rate/Rank

Activity

1. Trainee acknowledgement: I have read and understand Egress/Explosive Systems
Checkout Program directives and received training on how to safely perform aircraft
maintenance around a canopy, ejection seats, cockpit areas, and installed explosive systems
for the (T/M/S) aircraft.
Member’s Signature

Date

2. Instructor certification: The above named individual has received Egress/Explosive
Systems Checkout per COMNAVAIRFORINST 4790.2.
INSTRUCTOR (PRINT AND SIGNACTIVITYDATEMONTH NEXTNAME)COMPLETED DUE

Figure 10.15-1: Egress/Explosive Systems Checkout Qualification (Example)

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EGRESS/EXPLOSIVE SYSTEMS CHECKOUT INSTRUCTOR DESIGNATION
1. I(Name)(Rate/Rank)
Egress/Explosive Systems Checkout Instructor for
Signature:, fully understand my responsibilities as an,(T/M/S)

aircraft in

Activity

2. The above named individual has completed the following:a. Required Reading.
Egress/Explosive Systems Checkout
Program (NAMPSOP)
Maintenance technicalmanuals
b. OJT performed under the direct supervision of the Program Manager.
1.

Signature

Date

2.
3.
4.
5.
3. Recommended4. Recommended5. DesignatedEgress/Explosive Systems Program Manager

Date

Aircraft Division Officer Signature

Date

Maintenance Officer Signature

Date

Figure 10.15-2: Egress/Explosive Systems Checkout Instructor Designation (Example)

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10.16 Support Equipment Operator Training and Licensing Program (NAMPSOP)
10.16.1 Referencesa. NAVAIR 00-80T-96 CH-1, US Navy Support Equipment Common Basic Handling & Safety
Manualb. NAVAIR 00-80T-119, NAVAIR Weight Handling Support Equipmentc. CNAF M-3710.7, NATOPS General Flight and Operating Instructions
10.16.2 Introduction
10.16.2.1 This NAMPSOP outlines the minimum requirements for training and licensing personnel
to operate SE. D-level activities may have additional requirements identified in their Training,
Special Process Certification and Licensing Program.
10.16.2.2 Figure 10.16-1 is a list of equipment requiring a USN Aviation Support Equipment
Operator’s License (OPNAV 4790/102), Figure 10.16-2. Paragraph 10.16.4a. provides guidance onother equipment with operating characteristics that require an SE Operator’s License.
NOTES: 1. Weight handling equipment (WHE) operators are licensed per the procedures ofthis NAMPSOP, but trained per the requirements of NAVAIR 00-80T-119.
2. Material Handling Equipment (MHE), such as forklifts, are not SE. Refer to
OPNAVINST 4460.1B and MCO P11240.106 for MHE training and licensing.
Refer to NAVSEA SW023-AH-WHM-010 for training and certification
requirements for using MHE to handle ammunition and explosives.
3. Vehicles (cars, buses, trucks, etc.) are not SE and do not fall under the SE
Operator Training and Licensing Program.
4. Training and certification requirements for Gas Turbine Engine Test System(GTETS) and Global Test Facility (GTF) Operators are specified in the
GTETS/GTF Operator Training and Designation Naval Aviation Maintenance
Program Standard Operating Procedure (NAMPSOP), paragraph 10.23.
10.16.3 SE Operator Training Requirements
SE Operator training consists of two phases. Phase I is initial training on basic procedures for
operating, servicing, and inspecting the item of SE. Phase II is on-the job training (OJT) and testingon specific maintenance tasks for which the operator will use the SE.
10.16.3.1 Phase I Training
a. Phase I training will be conducted by I-level and D-level activities.
NOTES: 1. Phase I training for some models of SE can be completed via My Navy Portal(MNP).
2. SE Technicians that have completed Phase I training via NEC/MOS Training
Course (Figure 10.16-3) and are NEC or MOS certified are not required to complete
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Phase I training for that specific SE. Scan a copy of the completed school certificate
into ASM, and note the course information and completion date in the Phase I
Section of SE License Certification.
b. Phase I instructors must be designated in writing, paygrade E-5 and above or civilian subject
matter expert, trained in instructional techniques, and licensed on the SE for which they provide
training.
c. Phase I training courses will be produced and distributed by Commander Naval Aviation
Technical Training (CNATT) for those items of SE that NAVAIR (PMA-205) determines a Phase I
course is needed. Phase I training courses contain outlines, lesson guides, and training aids and canbe accessed in Catalog of Naval Training Courses (CANTRAC), NAVEDTRA 10500, Volume II.
Refer to the catalog for course number, description, and implementation date. All revisions arelisted in the special information section.
NOTE: If equipment requiring an SE Operator’s License does not have a CNATT Phase I
course, the supporting I-level activity must develop a local Phase I training course
based on the Phase I Training Outline (Figure 10.16-4). Locally prepared Phase I
training courses will be forwarded to NAVAIR (PMA-205) via the ACC to determine
if the SE needs to be added to the list of Equipment Requiring an SE Operator’s
License (Figure 10.16-2).
10.16.3.2 Phase II Training
a. Phase II training is the responsibility of the activity issuing the license.
b. Phase II training must be completed on the specific T/M/S aircraft or equipment on which
the operator will use the SE.
NOTES: 1. Personnel assigned to CVN and L-Class ship Air Departments are required to
document Phase II for only one T/M/S aircraft. Aircraft hookup must be performed
by a plane captain for the T/M/S aircraft under tow.
2. Phase II training for self-propelled SE, AWSE, and mobile crane operated
aboard ship must thoroughly cover all basic operating procedures, safety
precautions, emergency procedures, and on-aircraft operation, as applicable to theunique shipboard environment.
3. Due to the various types of transient aircraft serviced by air station Operations
Maintenance Department (OMD) Transient Line personnel, transient line personnel
are required to document Phase II SE training for only one T/M/S aircraft. An SE
Operator license issued for transient aircraft support is limited to launch, recovery,
servicing, and handling operations. Aircraft hookup must be performed inconjunction with the aircrew for the aircraft being serviced.
c. Phase II training on one model of SE is sufficient to license an individual on all model
variations of the same type SE taught in the same Phase I course of instruction, for example, NC10A/B/C Shore MEPP.

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d. Personnel providing Phase II OJT will not sign off a training session unless the individual
received hands-on training and demonstrates satisfactory knowledge and skill.
e. Phase II OJT and practical examinations must be conducted by personnel who are licensed
on the SE.
f. Phase II written examinations must be conducted by QA. Any QAR can administer the
written examination, 85 percent is the minimum passing score for the written examination.
NOTE: Depot FRCs may use qualified SE proctors to administer Phase II written
examinations.
g. Personnel who fail either the practical or the written examination must repeat at least three
additional Phase II OJT sessions before being retested.
h. A Phase II training syllabus is required for each item of SE. As a minimum, the Phase II
training syllabus must contain required reading, a minimum of three on the job training (OJT)
sessions, a practical examination, and a written examination, per the example shown in the SE
License Certification, Figure 10.16-5.
NOTES: 1. Weight handling equipment (WHE) OJT requirements are in NAVAIR 00-80T119.
2. Hand signals requirements are in NAVAIR 00-80T-96, NAVAIR 00-80T-119,
and CNAF M-3710.7 (as applicable).
3. Personal Protective Equipment (PPE) training will be included in each OJT
session where the use of PPE is applicable to the task.
4. The written examination must be tailored to and contain enough questions toverify the individual has the basic knowledge needed to safely operate the item of SE
on the T/M/S aircraft or equipment for which the operator will be licensed.
i. Phase II training on new models of SE for which the command has no licensed personnel will
be completed as follows:(1) The MO will designate two personnel as Initial Qualifiers. Initial qualifiers will be one
QAR or CDQAR and one E-5 or above QPT (Navy) or AMTRP (USMC) qualified maintenancetechnician.
NOTE: Refer to the NAVAIR 00-80T-119 for specific paygrade requirements for WHE.
(2) The Initial Qualifiers will complete the Phase I training course for the new SE.
NOTE: If there is no established Phase I training course for the new SE, the supporting IMA
must create a Phase I course per the procedures of paragraph 10.16.3.1c Note.
(3) Phase II Training for Initial Qualifiers can be provided by licensed personnel from otherlocal activities, or by NATEC, NAVAIR or original equipment manufacturer (OEM)representatives. If none of these sources is available to provide Phase II training on the new SE, theInitial Qualifiers will coordinate with the Wing, per paragraph 10.16.5.1, on developing a Phase II

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training and examination syllabus, and will cross-train, cross-test and document completion of all
Phase II requirements, as shown in the example SE License Certification (Figure 10.16-5).
NOTE: The Initial Qualifier Phase II Cross Training must be documented on paper,
scanned, and attached to the Aviation Skills Management (ASM) accreditation ofboth individuals or attached to their paper SE License Certification (REF A, Figure
10.16-5).
(4) To certify Initial Qualifiers in ASM, the MO will annotate “Initial Qualifier” in theremarks section of the SE License Accreditation prior to digitally signing as the Approver. To
certify Initial Qualifiers on a hard copy SE License Certification (Figure 10.16-5), the MO will
write "Initial Qualifier" under their endorsement signature in Part E.
NOTE: Upon Phase II Written examination approval and implementation, all subsequent
personnel must complete Phase II OJT and the Practical and Written examinations
to qualify for an operator's license.
10.16.4 SE Operator License Requirementsa. A USN Aviation Support Equipment Operator’s License (OPNAV 4790/102) (Figure 10.16-2) isrequired to operate SE listed in Figure 10.16-1. An SE Operator’s License is also required for any SE
not listed in Figure 10.16-1 with one or more of the following operating characteristics:(1) Internal combustion engine (gasoline, diesel, or gas turbine)(2) Input/output voltages greater than 115 volts of alternating current(3) Input/output voltages greater than 28 volts of direct current(4) Input/output pressures greater than 100 pounds per square inch (PSI)(5) Output temperatures greater than 150 degrees(6) Hazardous in its operation and requires a specific, critical sequence of events to prevent
injury to personnel or damage to aircraft and equipment
NOTES: 1. NATEC, NAVAIR, and OEM personnel that provide initial training for new or
newly modified SE do not require an SE Operator’s License.
2. Other U.S. service branches and foreign military that require the use of U.S.
Navy SE do not have to have an SE Operator’s License, but must meet minimum
training and proficiency requirements, as defined by the I-level or D-level activity
that provides the SE. At the discretion of the providing activity, training may
encompass all, or only parts of, the Phase I and Phase II training process. At aminimum, proficiency in safety procedures and the principles of equipment
operation for each item of SE must be satisfactorily demonstrated to the providing
activity. The MO of the I-level or D-level activity that provides the SE must
expressly designate in writing, by name and equipment type, which personnel areauthorized to check out SE.

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b. Personnel must complete all Phase I and Phase II training and testing requirements before
being issued an SE Operator’s License. The license must be fully documented and issued before
personnel are allowed to operate SE without supervision by a licensed operator.
NOTE: Phase I training is only required for initial licensing. Phase I does not have to berepeated for license renewal.
c. Personnel must have a valid U.S. Government, DOD agency, or state vehicle driver’s license
to be issued an SE Operator’s License for self-propelled SE. An expired, revoked, or suspended
vehicle driver’s license cancels authorization to operate self-propelled SE. State driver’s license
extension policies are listed on the CNAP SharePoint under Quick Links, AMAs at
https://cpf.navy.deps.mil/sites/cnap/default.aspx.
NOTE: A driver’s license is not required to operate self-propelled SE, AWSE, and mobile
crane onboard ship, only.
d. SE Operator’s Licenses are valid for type equipment and T/M/S aircraft for 5 years, or upon
permanent transfer from the issuing command, whichever occurs first. License renewal for anotherfive years requires passing the Phase II practical examination and written examination.
NOTE: Personnel who fail the practical examination or written examination during renewal
testing must repeat the entire Phase II training and examination process.
e. If authorization to operate an item of SE is revoked, the individual must repeat the entire
Phase II training and examination process for that item of SE before their license is reinstated.
f. The USN Aviation Support Equipment Operator’s License (OPNAV 4790/102) (Figure
10.16-2) will be annotated as follows:
NOTES: 1. Activities using Advanced Skills Management (ASM) will annotate and print the
SE Operator’s License (OPNAV 4790/102) forms directly in ASM, without
modification.
2. Dates will be entered in alphanumeric DD/MMM/YY format, for example,
15MAY19.
3. Corrections to hardcopy licenses will be made by drawing a single line througheach erroneous entry and inserting the correct entry above or below as spacepermits. Corrective tape and correction fluid are not authorized.
Block 3. (Date Issued). Enter the date the OPNAV 4790/102 was issued.
Block 4. (U.S. Government, DOD agency, or State driver’s license). If license has self-propelled
SE, list the operator’s State, U.S. Government, or DOD agency driver's license number, name of theissuing State or U.S. Government or DOD agency, and expiration date. If the State permits anautomatic extension and the licensee meets extension requirements, type "AUTO EXT" above theexpiration date.
Block 5. (Issuing Activity). Enter name and location of issuing activity.

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Block 6. (Signature of Licensee). Enter operator’s signature.
Block 7. (Issued By). Enter MOs signature (Refer to paragraph 10.16.5.2d NOTES for delegation
authority).
Block 8A. (Type Equipment). Entries must have specific equipment identification number, forexample, A/S32A-31B. Licenses containing general entries, for example, “Mobile Electric Power
Plants” or “Powered Bomb Hoists” are not valid. Only one item of SE will be listed per line, unless
items are model variations of the same type equipment and taught in the same course of instruction,for example, NC-10A/B/C Shore MEPP. Entries for engine test systems must contain the test
system and type engine(s) the operator is designated to run.
Block 8B. (Expiration Date). List the expiration date for each item of SE. Expiration dates will
five years from the date of the Phase II written examination.
Block 8C. (Certified By). The MO must initial this block (Refer to paragraph 10.16.5.2d NOTES
for delegation authority).
NOTE: MO initials are not required for OPNAV 4790/102 forms generated from ASM.
Block 9. (Restrictions). Annotate restrictions as follows:(1) If the license is being issued to operate the SE on aircraft, specify the T/M/S aircraft.
Example: “For FA-18E aircraft only.”
NOTE: Due to their commonality, personnel trained on the SH-60B or MH-60R may
annotate Block 9 “For SH-60B/MH-60R use only.” Personnel trained on the SH-60F,
HH-60H or MH-60S may annotate Block 9 “For SH-60F/HH-60H/MH-60S use only.”
Personnel trained on the E-2C or E-2D may annotate Block 9 “For E-2C/E-2D use
only.”(2) If the license is not being issued to operate SE on aircraft, enter “Restricted to nonaircraft use.”
NOTE: Personnel operating self-propelled mobile cranes for maintenance purposes only
must have "For Maintenance Only.”(3) Licenses for Operations Maintenance Division (OMD) transient lines will be annotated"Transient Aircraft Use." If transient line personnel also use SE to maintain aircraft assigned to the
air station, Block 9 will also contain the T/M/S of the station aircraft. Example: “Other Than
Transient: C-12.”
NOTE: An SE license issued for “Transient Aircraft Use" is limited to launch, recovery,
servicing, and handling operations.
(4) Licenses issued to aircraft carrier (CV) or L-class ship Air Department personnel will beannotated "Flight/Hangar Deck Operations Only".
10.16.5 Responsibilities
10.16.5.1 Type Wings and Marine Corps Training and Education Command (TECOM)

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Navy Type Wings must publish a standardized Phase II training syllabus and written examinationthat meets the requirements of paragraph 10.16.3.2 for each T/M/S aircraft supported. TECOM will
perform this function for Marine Corps T/M/S aircraft.
10.16.5.2 Maintenance Officer (MO)a. Designate the Assistant Maintenance Officer (AMO) (O-level) or SE Division Officer (Ilevel) as the SE Operator Training and Licensing Program Manager. Activities using ASM will
also designate the AMO or SE Division Officer as the SE Phase I Officer in order to facilitate
documentation of Phase I training.
b. If needed, develop local command procedures (LCP) per Appendix D to specify additional
procedures for SE Training and Licensing.
c. Sign as the final approver for SE Operator Certifications (Figure 10.16-5).
d. Sign as the issuing authority in Block 7 of the USN Aviation Support Equipment Operator's
License (OPNAV 4790/102) (Figure 10.16-2) and as the certifier in Block 8C.
NOTES: 1. The MO may delegate signature authority to the AMO, SE Division Officer.
2. For D-level activities, the CO may designate the appropriate licensing official.
The licensing official must also have the authority to revoke, suspend, or reinstate
SE licenses per this NAMPSOP.
e. Suspend an SE Operator’s license during the investigation of an accident involving SE or an
SE misuse/abuse incident.
f. Revoke an SE Operator's license when the operator:(1) Displays unsafe habits or behavioral traits in operating SE(2) Is cited for significant or recurring safety infractions(3) Loses on base driving privileges or their vehicle driver’s license is revoked. (Applies toself-propelled equipment only.)(4) Is determined negligent in an accident involving SE or an SE misuse/abuse incident andthe degree of negligence warrants revocation.
10.16.5.3 Program Manager
a. Manage SE Operator training and licensing for the command.
b. Perform initial and annual program audits per 10.7.3.8
c. For commands using ASM, sign as the Phase I SE Officer for Support Equipment
accreditations.
NOTE: Signature will not be applied until verification of the following:

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(1) I-Level upon completion of Phase I Course, Navy e-Learning Phase I Course, orafter verification of the individual's previous completion of an approved Phase I
Course or equivalent.
(2) O-Level after verification of the individual's previous completion of an approved
Phase I Course or equivalent.
d. Track SE Operator’s License expiration dates, including the expiration date of vehicle
driver’s licenses, and publish a list each month of licenses coming due for renewal, per 10.1.5.3.ee. Maintain a program file with:(1) Points of contact(2) Program correspondence and message traffic(3) List of references(4) The CSEC from the most current program audit
f. Additional responsibilities for I-level Program Managers:(1) Provide Phase I SE training to command and tenant activity personnel.
(2) Provide facilities for Phase I classroom and laboratory areas.
(3) Designate Phase I instructors per 10.16.3.1.b.
(4) Coordinate development of Phase I training courses per paragraph 10.16.3.1.c NOTE if
SE does not have a CNATT Phase I course.
(5) Publish a Phase I SE training schedule identifying the course, location, and time of
instruction, per 10.1.4.3.
(6) On completion of Phase I SE training, sign and forward the SE License Certification(Figure 10.16-5) to the trainee’s command.
NOTE: ASM may be used to document completion Phase I in place of documenting in on apaper certificate. To facilitate Phase I documentation in ASM, supported commands
must assign the IMA SE Division Officer as “SE PHASE I OFFICER” through the
Administration/External Duties function in ASM. Upon completion of Phase I
training, the IMA SE Division Officer will sign the Support Equipment Phase I task.
(7) Coordinate with divisions to develop and publish job-specific Phase II training andtesting requirements per 10.16.3.2.
(8) Notify supported activities if a Phase I course revision affects equipment inspection oroperating procedures.
g. Additional responsibilities for D-level Program Managers:(1) Designate, in writing qualified Phase I instructors that are trained and capable in
instructional techniques, and licensed on each T/M/S aircraft or item of SE the depot operates.

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(2) Provide facilities for Phase I classroom and laboratory areas.
(3) Coordinate development of Phase I training courses per paragraph 10.16.3.1.c NOTE. if
SE does not have a CNATT Phase I course.
(4) Assist in developing Phase II written examinations with the designated Division Officer
or Training Management Office.
(5) Notify affected depot divisions if a course update revision affects equipment inspection
or operating procedures.
10.16.5.4 QA Representative (QAR)
a. Periodically monitor work in process to ensure only properly licensed personnel operate SE.
b. Administer Phase II written examinations and maintain a log of test scores identified as
initial or renewal testing.
NOTE: Commands using ASM will maintain the test log in ASM.
10.16.5.5 Division Officers
a. Validate completion of Phase I and II training and testing requirements before signing andforwarding the SE License Certification (Figure 10.16-5). This responsibility cannot be delegated.
b. (I-level only) Ensure I-level personnel that use SE to perform tasks on aircraft receive Phase
II training and testing specific to T/M/S aircraft assigned.
c. (Activities not using ASM) Sign, date and provide personnel with a photocopy of theircurrent SE operator’s license, whenever their license is in routing for signature. Photocopied
licenses are valid for a maximum of 30 days.
d. (Air Operations Department and Weapons Department Officers) Coordinate with thesupporting I-level Program Manager to develop a Phase II training syllabus and written
examinations for SE used by the department.
10.16.5.6 Work Center Supervisors
a. Verify personnel are licensed or under the direct supervision of a licensed operator prior toassigning them to perform tasks requiring the operation of SE.
b. (Non-ASM activities) Verify SE License Certification (Figure 10.16-5) and Phase I and II
SE training documentation is filed in the individual's qualification/certification record or U.S.
Marine Corps Enlisted Aviation Maintenance Personnel Training/Qualification Jacket.
NOTE: Certificates for Phase I SE courses taken on line at My Navy Portal will be filed in
the training jacket or scanned into the ASM license accreditation.
10.16.5.7 SE Operators
a. Only operate SE listed on their USN Aviation Support Equipment Operator's License(OPNAV 4790/102) (Figure 10.16-2).

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b. If licensed to operate self-propelled SE, maintain a valid State, U.S. Government, or DOD
agency driver’s license. Cease operation of self-propelled SE and report to the chain of command if
their driver’s license is revoked, suspended, or expires, or if they have changes to physicalqualifications, for example, loss of hearing or taking medications that impair motor skills or cause
drowsiness.
c. Operate SE in a safe manner:(1) Perform pre-operation and post operation inspections.
(2) Operate SE within designed capacities and capabilities.
(3) Use equipment safety features and comply with operational safety requirements.
d. Report any observed reckless operation or intentional misuse/abuse of SE to supervisors and
the QA SE Misuse/Abuse Program Manager.

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Equipment Requiring an SE Operator’s License
EQUIPMENT
A/M24M-5A STATIC FREQUENCY CONVERTER
A/M24M-6 120 KVA LAND BASED MOBILE ELECTRIC POWER PLANT
A/M24T-17 ELECTRICAL DUMMY LOAD
A/M26M-3 AIRCRAFT LIQUID OXYGEN SYSTEM GAS PURGING SET
A/M26U-14 OXYGEN SERVICING COMPRESSED GAS TRAILER
A/M26U-4B NITROGEN SERVICING UNIT
A/M27T-14 ELECTRIC HYDRAULIC POWER SUPPLY
A/M27T-15 DIESEL HYDRAULIC POWER SUPPLY
A/M27T-6 AIRCRAFT HYDRAULIC SYSTEMS TEST STAND
A/M32A-108, NC-10A/B/C MOBILE ELECTRIC POWER PLANT
A/M32C-17 MOBILE AIR CONDITIONING UNIT
A/M32C-21 AIRCRAFT GROUND COOLING AIR CONDITIONER
A/M32C-23 AIR CONDITIONER
A/M32C-26 Land based Variant Air Conditioner (LVAC)
A/M32C-27 Shipboard Variant Air Conditioner (SVAC)
A/M32M-24 2,000LB HANGAR DECK CRANE
A/M32M-39 LARGE CORROSION CONTROL CART
A/M32M-40 SMALL CORROSION CONTROL CART
A/M32U-13B AIRBORNE ARMAMENT MAINTENANCE TRAILER
A/M32U-21 MAINTENANCE TRAILER
A/M37M-11 HYDRAULIC FLUID PURIFIER
A/M42M-2A PORTABLE FLOODLIGHT SET
A/M47A-1 TRAILER, VAN AND LAU-71A SERIES RECEIVER
A/M48M-4 HOT WATER ENGINE PRESSURE WASHER
A/S32A-32 AIRCRAFT TOWING TRACTOR
A/S32A-35A AIRCRAFT CRASH HANDLING AND SALVAGE CRANE
A/S32A-36A AIRCRAFT CRASH HANDLING AND SALVAGE CRANE
A/S32A-37 AIRCRAFT TOWING TRACTOR
A/S32A-44 AIRCRAFT UTILITY CRANE
A/S32A-45 MID-RANGE TOW TRACTOR
A/S32A-47 MANTIS SHH ELP-1
A/S32A-48 LARGE LANDBASED TOW TRACTOR
A/S32A-49 SHIPBOARD TOW TRACTOR
A/S32K-1E AIR LAUNCHED WEAPONS LOADER
A/S32M-14 AIRCRAFT MAINTENANCE CRANE WHEEL MOUNTED
A/S32M-17 8-1/2 TON HOIST MAINTENANCE CRANE WHEEL MOUNTED
A/S32M-19 25-TON WHEEL MOUNTED HEAVY MAINTENANCE CRANE
A/S32M-20 ENGINE INSTALLATION AND REMOVAL VEHICLE
Figure 10.16-1 (page 1): Equipment Requiring an SE Operator's License

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Equipment Requiring an SE Operator’s License (page 2)
EQUIPMENT
A/S32P-25 FIRE FIGHTING VEHICLE
A/S32P-25A FIRE FIGHTING VEHICLE
A/S37A-3/3A SHIPBOARD MOBILE ELECTRIC POWER PLANT
A/S37A-4 SHIPBOARD MOBILE ELECTRIC POWER PLANT
A/S48M-2 DIESEL SELF-PROPELLED SERVICING PLATFORM
A/S48M-3 ELECTRIC SELF-PROPELLED SERVICING PLATFORM
A/U47A-5 MSU-200NAV MOBILE AIR START UNIT
ACU-20/M PORTABLE AIR COMPRESSOR
ACU-24/M PORTABLE AIR COMPRESSOR
BT-400-46 PRE-HEATER
DA-675/MSM ELECTRICAL DUMMY LOADENHANCED EMERGENCY OXYGEN SYSTEM CARTHALON 1211 RECHARGER/RECOVERY SYSTEM
HLU-196D/E BOMB HOISTING UNIT
JV90-4SC REFRIGERANT RECLAIM SYSTEM
MEP-006A TACTICAL DIESEL DRIVEN GENERATOR SET
MEP-807A/MEP-809A TACTICAL QUIET GENERATOR SET
MMG-1A MOBILE ELECTRIC POWER PLANT
NAN 2/2A/3 NITROGEN SERVICING UNIT
ST-100/A, ST-1000 REFRIGERANT RECOVERY-RECYCLE SYSTEM
TM1800 TRUCK MOUNTED DEICER
TMU-27/M LIQUID OXYGEN STORAGE TANK
TMU-70/M CLOSED LOOP LOW LOSS LIQUID OXYGEN SERVICING TRAILERNOTES: 1. Phase I training courses have not been developed for the following equipment.
Training may be obtained from NATEC, Public Works, or at the I-level using
locally prepared courses: MHAC-2AC-302-8 LIQUID COOLANT FILTERING
UNIT; HM-GT1-C HYDROMITE (DIESEL/ELECTRIC)
2. Operation of like SE installed in naval aircraft does not require an SE
Operator’s License. Equipment installed in aircraft will be operated per aircraft
publications.

Figure 10.16-1 (page 2) : Equipment Requiring an SE Operator's License

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Figure 10.16-2: USN Aviation Support Equipment Operator’s License (OPNAV 4790/102)(Sample)10-249

COMNAVAIRFORINST 4790.2D
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NEC/MOS Courses that satisfy Phase I SE training requirements
NEC or MOS
7617
7617
7603/6073
7603
7614
7614/6073
7614/6073/6499
7614/6073
7614/6073/6499
7614/6073/6499
7606/6072
7607/6072
7607
7612/6072
7612/6072
7612/6072
7616

7618
6072

Support Equipment
A/S32A-35A CARRIER CRASH CRANE
A/S32A-36A AMPHIBIOUS CRASH CRANE
A/M32C-17 AIR CONDITIONER
A/M32C-21 AIR CONDITIONER
A/S37A-3 SHIPBOARD MEPP
NC-10B-1/C AND A/M32A-108 MEPP
A/M24M-5 STATIC FREQUENCY CONVERTER
DA-675/MSM LOAD BANK
MEP-807A TACTICAL QUIET GENERATOR
MEP-809A TACTICAL QUIET GENERATOR
MSU-200/NAV MOBILE START UNIT
A/S32A-45 MRTT TOW TRACTOR
A/S32A-37 TOW TRACTOR
A/M27T-14 HYDRAULIC POWER SUPPLY
A/M27T-15 HYDRAULIC POWER SUPPLY
A/M37M-11 HYDRAULIC FLUID PURIFIER
A/S48M-2 DIESEL SELF PROPELLED MAINT
PLATFORM
A/S48M-3 ELECTRIC SELF PROPELLED MAINT PLATFORM
A/S39M-19 HEAVY MAINTENANCE CRANE
A/S32A-31B TOW TRACTOR
A/S32A-32 SPOTTING DOLLY
A/S32P-25 FIRE TRUCK
A/S32K-1E AIR LAUNCHED WEAPONS LOADER

CIN
C-602-3307
C-602-3307
C-602-3279
C-602-3281
C-602-3314
C-602-3228
C-602-3319
C-602-3302
C-602-3318
C-602-3318
C-602-3316
C-602-3317
C-602-3286
C-602-3233
C-602-3233
C-602-3216
C-602-3291
C-602-3291
C-602-3320
C-602-3309
C-602-3290
C-602-3292
C-602-3235

Figure 10.16-3: NEC/MOS Courses that satisfy Phase I SE Training requirements
Phase I Operator Training Outline (Example)
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Lesson Topic 1.1.1: Equipment Familiarization
1. Purpose of Equipment
2. General Description of Equipment
3. Major Components, Assemblies, and Systems
4. Controls
a. Function, Purpose, and Use (normal or abnormal readings, position of indicators andswitches)b. Description and Location
5. Emergency and Special Situations (if applicable)
Lesson Topic 1.1.2: Theoretical Application
1. Preoperational Inspections
a. Purpose.
b. Description (When, Who, How, and What).
c. Types (Static Inspection and Functional Check).
d. Documentation.
(1) Purpose.
(2) Procedure (Correct form(s) and annotations).
2. Servicing Requirements
3. Shutdown Procedures
4. Safety Requirements (Identify "Warning", "Cautions" and "General Safety" to follow when
operating SE)
5. Written Examination (required only for weight handling support equipment).
Lesson Topic 1.1.3: Practical Application
NOTE: The instructor must explain and demonstrate each of the following procedures thenallow students to perform items #1 and #3a using a job sheet. Item #2 may besimulated if servicing is unnecessary at time of instruction.
1. Preoperational Inspection: Step by step procedures.
a. Static.
b. Functional.
c. Documentation.
2. Servicing: Step by step procedures, including:a. Materials and fluids to use.
b. Servicing points.
c. Reading and interpreting level indicators.
d. Proper servicing practices.

Figure 10.16-4 (page 1): Phase I Operator Training Outline (Example)
3. Equipment Operation: Step by step procedures, including:

10-251COMNAVAIRFORINST 4790.2D
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a. Normal Operation (In all modes).
(1) Start-up procedures (starter duty cycle, position of critical controls).
(2) Indicator readings and control adjustment.
(3) Driving or maneuvering self-propelled equipment on approved terrains.
b. Emergency and Special procedures (as applicable).
(1) Situations that could happen to equipment involved, which could cause personnel injury
or equipment damage (Engine over speed or will not shutdown, electrical or fuel fires, brake failure,etc.).
(2) Actions to be taken by the operator should these situations occur.
c. Towing.
(1) Peculiar requirements (Can the SE be towed or backed).
(2) Approved towing vehicles (maximum speed and distance).
4. Shutdown Procedures:
a. Park or stow in designated area.
b. Check for leaks.
c. Determine if servicing is needed.
d. Note any discrepancies that occurred during equipment operation. Report discrepancies tosupervisor and document on appropriate forms (as applicable).
e. Secure equipment.
(1) Parking brake set.
(2) Chock and tie down in place.
(3) Panels, doors, switches, and controls properly secured or positioned.
(4) Equipment properly covered or protected.
f. Practical examination (required only for weight handling support equipment).

Figure 10.16-4 (page 2): Phase I Operator Training Outline (Example)
SE LICENSE CERTIFICATIONLAST NAME

FIRST

MI

Rate/Rank

10-252SSN

Activity

T/M/S AircraftCOMNAVAIRFORINST 4790.2D
1 Feb 2021

State Driver's License

U.S. Government Motor Vehicle Operator's LicenseState

License No.

Expiration Date

Auto Extend

License No.

Expiration Date

□ Yes □ No
PHASE I SECTION
Training Activity

Support Equipment

Self Propelled Vehicle

Course Number□ Yes □ No

Date Completed

Flight Line Training Date

Weight Handling Equipment PhysicalSE DIVISION OFFICER

DATE:

PHASE II SECTION□

NEW (Parts A, B, C, D, and E required)□

RENEWAL (Parts C, D, and E required)PART A. REQUIRED READING

Trainee Signature

Date Read

A. COMNAVAIRFORINST 4790.2D, Chapter 10, paragraph 10.16
B. NAVAIR 00-80T-96, Chapter___, Page___
C. NAVAIR 00-80T-105 "Aircraft Emergency Procedures" Chapter___, Page___
D.
E.

PART B. ON THE JOB TRAINING
1. Discuss ramp/flight line hangar deck
procedures.
2. Discuss safety precautions

Instructor's
Signature

Date

Instructor's
Signature

Date

3. Discuss emergency procedures (fuel spill,
A/C or SE, fire, etc.).
4. Discuss personnel requirements andpositioning.
5. Discuss hand signals and othercommunication devices.
6. Perform and document preoperational
inspection.
7. Perform proper driving/towing
procedures.
8. Properly position and hookup SE.
9. Perform maintenance/servicing tasks with
the SE.
10. Perform normal shutdown/disconnect
procedures.
11. Perform post operational inspection.

Figure 10.16-5 (front): SE License Certification (Example)

10-253

Instructor's
Signature

Date

COMNAVAIRFORINST 4790.2D
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PART C. PRACTICAL EXAMINATION

SAT/

Examiner’s Signature/Date:

UNSAT
1. Discuss ramp/flight line hangar deck procedures.

Remarks:

2. Discuss safety precautions
3. Discuss emergency procedures (fuel spill, A/C or SE, fire, etc.).
4. Discuss personnel requirements and positioning.
5. Discuss hand signals and other communication devices.
6. Perform and document preoperational inspection.
7. Perform proper driving/towing procedures.
8. Properly position and hookup SE.
9. Perform maintenance/servicing tasks with the SE.
10. Perform normal shutdown/disconnect procedures.
11. Perform post operational inspection.
PART D. QUALITY ASSURANCE WRITTEN EXAMINATIONQAR Examiner

Signature

Exam Score:

Date(Min. Passing Score 85%)
PART E. CERTIFICATIONWork Center Supervisor

Signature

Recommended

Yes

No

Division Officer

Signature

Recommended

Yes

No

Support Equipment Officer (IMA only)

Signature

Recommended

Yes

No

AMO (OMA only)

Signature

Recommended

Yes

No

MO

Signature

Approved

Yes

No

Figure 10.16-5 (back): SE License Certification (Example)

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10.17 Support Equipment (SE) Maintenance (NAMPSOP)
10.17.1 Referencesa. NAVAIRINST 13650.1, Aircraft Maintenance Material Readiness List Programb. NAVAIRINST 13680.1, Depot Level Rework Program for Support Equipment End Items
c. NAVAIR 17-1-125, Section XI, Support Equipment Cleaning, Preservation, and Corrosion
Control.
d. NAVAIR 17-1-114.1, Inspection and Proof Load Testing of Lifting Slings for Aircraft andRelated Components.
e. NALDA TDRS NAT02, Support Equipment TD Listing.
10.17.2 Introduction
10.17.2.1 This NAMPSOP establishes requirements for managing and maintaining SE andArmament Weapons Support Equipment (AWSE).
10.17.2.2 SE is defined as all equipment required to make an aeronautical system, command andcontrol system, support system, subsystem, or end item of equipment (SE for SE) operational in its
intended environment. SE is primarily the equipment managed within the Aircraft MaintenanceMaterial Readiness List (AMMRL) Program. SE also includes some general purpose equipment
not managed within the AMMRL Program that are used in aviation work centers to support
maintenance, such as drill presses, grinders, lathes, sewing machines, and welders. SE not covered
under the AMMRL Program but required to support flight operations, for example crash equipment,
firefighting equipment, and runway sweepers, is managed per ACC or TYCOM instructions. Refer
to NAVAIRINST 13650.1 and cognizant SECA instructions for procedures for reporting SE underthe AMMRL Program.
10.17.2.3 In the context of this NAMPSOP, the term “SE” also denotes requirements applicable to
AWSE unless stated to be only for SE or only for AWSE. OPNAV M-8000.16 provides additional
direction on AWSE maintenance.
10.17.2.4 This NAMPSOP does not apply to equipment managed under NAVSEA or NAVSUP
requirements, such as forklifts and flight deck scrubbers that are maintained by ship or shore I-level
activities. OMMS-NG and SKEDS must be used to document scheduled and unscheduled
maintenance for NAVSEA or NAVSUP equipment. NALCOMIS will not be used to track
maintenance for NAVSEA or NAVSUP equipment.
10.17.3 Requirements
10.17.3.1 Transfer and Acceptance Proceduresa. Transfer and acceptance inspections are required upon permanent or subcustody transfer ofSE from one activity to another. The transfer inspection must be completed at time of transfer. The
acceptance inspection must be completed prior to placing the SE in service, or no later than 30
calendar days after receipt, whichever occurs first.

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NOTE: “L”-coded AMMRL equipment provided by an IMA to a squadron is an example ofsubcustody.
b. The Support Equipment Acceptance/Transfer Checklist (Figure 10.17-1) identifies minimum
acceptance and transfer inspection requirements for O-level and I-level activities. Depot FRCs willdevelop similar forms tailored to their processes for managing SE transfer and receipt.
NOTE: If records to verify maintenance status of the SE are not received with the SE,
perform all inspections specified in the applicable MRCs.
c. SE will be in ready for issue (RFI) status at time of transfer. If the Support Equipment
Controlling Authority (SECA) approves the transfer of non-ready for issue (NRFI) SE, any parts
removed for maintenance and not re-installed, and supply documents for any parts on order or
missing, will be attached to and forwarded with the SE at time of transfer.
d. All NALCOMIS Configuration Management Auto Log Sets (CM ALS) applicable to theitem must be transferred with the SE. Refer to 8.6.3.4 for CM ALS transfer procedures. If the SE
is being transferred to a depot facility for maintenance or rework, the item’s SE Custody and
Maintenance History Record (OPNAV 4790/51) (Figure 8-22) must accompany the item perparagraph 10.17.3.1 procedures.
NOTES: 1. If not operating NALCOMIS OOMA or OIMA, copies of all outstanding
discrepancy MAFs will be transferred with the SE.
2. If OOMA or OIMA ALS or paper records are not received, contact the previous
reporting custodian. ALS records are also available in OMAWHOLE. If further
assistance is required, contact the SECA.
e. Change of custody reporting will be completed per Support Equipment Controlling Authority(SECA) procedures.
10.17.3.2 Temporary Issue Procedures
a. SE issued on a temporary basis (vice permanent or subcustody transfer) will be jointly
inventoried and inspected by the activity providing the SE and the activity receiving the SE.
NOTE: The SE Acceptance/Transfer Checklist (Figure 10.17-1) is not required for
temporary issues.
b. Personnel checking out or returning SE must have in their possession a valid USN Aviation
Support Equipment Operator's License (OPNAV 4790/102) for the equipment. If the SE is selfpropelled, a valid state or government driver’s license is also required.
c. A joint preoperational inspection using the applicable MRCs must be performed at time ofcheck-out and check-in. The SE Preoperational Record (OPNAV 4790/52) (Figure 10.17-2) will be
used to record the preoperational inspection. The person checking out the SE will perform thepreoperational inspection and sign in the inspector's block. The person from the issuing activity
will sign in the supervisor block. The SE Preoperational Record will accompany the SE at time ofissue for use by the activity that checked out the SE, and must be returned with the SE.

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NOTE: All discrepancies noted during the preoperational inspection will be documented
on a WO or MAF by the issuing activity.
d. Issue and return will be documented per local procedures.
10.17.3.3 Maintenancea. SE installed within a work center, such as hydraulic test stands (A/F 27T-10), oxygen andnitrogen generating plants (LOX-30/PLN-430), and electrical test units (VARIDRIVES), will bemaintained by the work center having physical custody of such equipment.
b. Preventive Maintenance (PM) and unscheduled maintenance must be performed per theprocedures specified in applicable technical publications or manufacturer manuals. Requirements
specified in COMNAVAIRSYSCOM technical manuals take precedence over manufacturer orother non-NAVAIR publications.
c. PM scheduling and allowable deviation procedures of Chapter 5, paragraph 5.3 apply to SE.
NOTES: 1. If any PM cannot be verified as current, the PM must be performed prior toplacing in service, issuing, or operating the SE.
2. When an item of SE is new and has never been placed in service, or is received
after completion of rework by a depot designated repair point (DRP), the next PM
cycle will be initiated based on the date of completion of the acceptance inspection.
The DRP’s entry on the SE Custody and Maintenance History Record (OPNAV
4790/51) is acceptable verification that all inspections and PMs were current as ofthe date of completion of rework. Per NAVAIRINST 13680.1, refer to the SE
Management System (SEMS) for depot DRPs.
d. SE preoperational inspections will be conducted per the MRCs applicable to the equipment.
Preoperational inspections must be recorded on the item’s SE Preoperational Record (OPNAV
4790/52) (Figure 10.17-2). The SE Preoperational Record will be maintained by the work centerwith custody of the SE.
e. Local Maintenance Requirements Cards (Local MRCs) must be established per 10.8.3.5 for
any SE that does not have COMNAVAIRSYSCOM technical manuals and meets one or more of
the following criteria:(1) The manufacturer publications or other non-NAVAIR technical manuals do not givedetailed procedures or specific intervals for inspections or PM.
(2) The equipment requires NDI or proof load testing per NAVAIR 17-1-114.1 criteria.
(3) Failure or misuse of the equipment during operation could cause injury to personnel ordamage to aircraft or equipment. This includes hazards such as moving parts during operation, use
or discharge of hazardous chemicals, or discharge of extreme heat, extreme cold, or electricalshock.

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(4) The equipment has fluids, filters, or other replaceable materials subject to contaminationthat could cause the item to incorrectly perform its intended use, or could cause damage to aircraft,aircraft systems, components, or SE.
f. PM requiring internal parts replacement (filters, hoses, bearings, etc.), proof load testing, or
NDI must be performed by the supporting I-level activity or depot, per the specified maintenancelevel.
g. SE that will not be used for extended periods must be preserved per NAVAIR 17-1-125,
Section XI.
h. SE requiring calibration will be calibrated per paragraph 10.18.
i. SE will comply with TD procedures of paragraph 10.10.
j. SE requiring depot rework will be processed per NAVAIRINST 13680.1.
10.17.3.4 Maintenance Documentationa. SE maintenance must be documented on a NALCOMIS Optimized Organizational
Maintenance Activity (OOMA) Work Order (WO) or NALCOMIS Optimized Intermediate
Maintenance Activity (OIMA)) Maintenance Action Form (MAF) per Chapter 15 and Chapter 16
procedures.
NOTES: 1. Activities not operating NALCOMIS OOMA or OIMA will document
maintenance on an OPNAV 4790/60 Visual Information Display System
Maintenance Action Form (VIDS/MAF).
2. Depot FRCs will document SE maintenance per local procedures.
b. PM on up to 10 items of the same type of equipment may be documented as a “lot” on one
WO or MAF if all of the following conditions are met:
(1) All equipment in the lot must be the same model.
(2) The same PM requirements must apply to the entire lot.
(3) One technician must be able to complete PM for the entire lot in one work shift. For
example: An activity has 100 tie down chains of the same model. One technician can inspect 10
chains in one work shift. Rather than creating 100 individual WOs or MAFs, the activity can issue
ten WOs or MAFs with serial numbers 1 through 10 on the first, 11 through 20 on the second, etc.
NOTE: Lot WOs or MAFs are not authorized for documenting unscheduled maintenanceor TD compliance. These actions require a separate WO or MAF for each SE
item.
10.17.3.5 NALCOMIS OOMA and OIMA Configuration Management Auto Log Set (CM
ALS) Records
a. NALCOMIS OOMA and OIMA Configuration Management Auto Log Set (CM ALS) will
be used as the primary source of SE records for O-level and I-level activities. Personnel

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responsible for support equipment ALS records must complete the SE Configuration Management
course (C-555-0057).
b. CM ALS will be maintained per Chapter 8.
NOTES: 1. Commands are required to load and activate all maintenance tasks for each itemof SE in their custody, including sub-custody items.
2. All SE maintenance tasks must be either active or pending in OOMA or OIMA,
regardless of the maintenance level O/I/D.
3. Exception from loading or activating any task not explicitly exempted by MRC
must be directed by higher authority. A miscellaneous history entry will be made in
the SE item's CM ALS citing the reason and authorization, signed by the MMCO or
PCO.
c. At a minimum, SE CM ALS will be saved per 8.6.3.3 after completing a scheduled orunscheduled maintenance action and after making a Miscellaneous History entry on the item.
d. When transferring SE permanent or subcustody to an activity operating OOMA or OIMA,
the CM ALS will be electronically transferred to the receiving activity, and a paper record of the
CM ALS will physically accompany the item. Refer to paragraph 8.6.3.4 CM ALS procedures
when transferring SE to a Depot FRC or other activity that does not operate NALCOMIS OOMA or
OIMA.
e. One SE CM ALS may be created for lots of up to 10 items of SE if all items are the samemodel. For example, if the activity has 100 tie down chains of the same model, the activity cancreate 10 SE CM ALS records with tie down chains serial numbers 1 through 10 in the first lot,
serial numbers 11 through 20 in the second lot, etc.
NOTE: If an item in the lot is transferred, generate an individual SE CM ALS record forthe item, and transfer it with the item.
10.17.3.6 SE Custody and Maintenance History Record (OPNAV 4790/51)
a. O-level and I-level activities must maintain an SE Custody and Maintenance History Record(OPNAV 4790/51) per paragraph 8.5.17 for all items of SE in their custody that require depot level
maintenance or rework.
b. When the SE is transferred, the current working copy and the last completed copy of the SE
Custody and Maintenance History Record (OPNAV 4790/51) will accompany the SE. If
maintaining SE records in NALCOMIS OOMA or OIMA CM ALS, the activity must update the
OPNAV 4790/51 record prior to transfer. If the item is subcustody to an O-level activity, the Olevel activity must update the record and provide it with the SE whenever it is turned in for I-level
maintenance.
NOTE: An SE Custody and Maintenance History Record (OPNAV 4790/51) is not
required for SE assets permanently assigned to a Depot FRC. Depot FRCs will
follow local procedures for SE records.

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10.17.3.7 Historical Filea. A historical file will be maintained for each item of SE requiring PM. Historical files will be
filed in sequence of TEC and serial number.
b. The historical file will accompany SE that is transferred permanently or subcustody(10.17.3.1) to another activity. If the SE is transferred subcustody, retain a copy on file until the SE
is returned. The activity having custody of the SE is responsible for maintaining the historical file.
NOTE: The historical file will not accompany SE issued on a temporary basis (10.17.3.2).
c. As applicable to the item, the historical file will contain:
Left Side
Preventive Maintenance MAFs
(O-level activities, only)

O-level activities will maintain a hardcopy of the
MAF for the most current completed I-level
inspection of each type until the next like
inspection is completed. For example, SE with
13, 26, and 52 week I-level PM requirements will
include the I-level MAF for the last completed
13, 26, and 52-week inspections. MAFs will be
filed in JCN sequence. NOTE: Maintain aphotocopy of tags used for proofload, weight
test, etc., in the file incase the tag is lost or
damaged.

Depot Rework documentation

Documentation provided by the Depot for the last
rework completed.

D-level Maintenance documentation

Documentation provided by the Depot for the lastcompleted action of each type of D-level
maintenance, such as D-level load test orhydrostatic testing.

SE Custody and Maintenance History Record(OPNAV 4790/51) (Figure 8-22)

Last completed and most current record.

Right Side
Preservation Documentation

Copies of current preservation checklist, if inpreservation status.

Acceptance and Transfer Checklists (Figure
10.17-1)

Retain until the next like inspection.

NAT02 Baseline TD Verification

Retain until the next like inspection.

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NAT02 Subsequent TD Verification

Retain until the next like inspection.

10.17.4 Responsibilities
10.17.4.1 Type Wing or MAW
The Type Wing or MAW will conduct Material Condition Inspections (MCI) of SE during
Maintenance Program Assessments (MPA) to verify activities are maintaining SE in satisfactorymaterial condition.
10.17.4.2 Maintenance Officer
a. Develop local command procedures (LCP) per Appendix D, if required to direct geographic,
T/M/S specific, or command directed actions for SE maintenance or records not addressed in thisNAMPSOP. Command LCPs will be submitted to the Wing or MAW for developing a Wing LCP,
if deemed necessary.
b. Designate the Maintenance Material Control Officer, Production Control Officer, or 900
Division Officer as the SE Maintenance Program Manager. Depot FRCs will designate equivalent
personnel. Designation will be made in writing via the Monthly Personnel Plan (MPP) per 10.1.
Depot FRCs will designate in writing via SME listing.
10.17.4.3 Program Manager
a. Perform program audits per paragraph 10.7.3.8.
b. Designate an SE Program Coordinator (10.17.4.4) of sufficient experience and knowledge toassist with managing program compliance.
c. Prepare the list of SE PM requirements coming due for the Monthly Maintenance Plan
(MMP) 5.1.4 (O-level) or 5.2.2 (I-level). The list will include nomenclature, serial number, duedates/times/cycles/hours, and work center having custody of the item. I-level activities may use
Support Equipment Standardization System (SESS) monthly schedules instead of publishing aseparate list.
d. Screen all SE for PM applicability using the criteria of paragraph 10.17.3.3.
e. Verify acceptance inspections and transfer inspections are conducted per paragraph10.17.3.1.
f. Verify the SE preservation requirements of NAVAIR 17-1-125 are accomplished.
g. (O-level) Verify SE is returned to the supporting I-level activity for scheduled andunscheduled I-level maintenance.
h. Verify SE records are maintained per this instruction.
i. Maintain a program file to include:(1) POCs(2) Program related correspondence and message traffic

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(3) Applicable references/cross-reference locator sheets(4) Most current CSEC audit
10.17.4.4 Program Coordinatora. The SE Maintenance Program Coordinator must complete the following training within 120
days of assignment:(1) OOMA course C-555-0057 for O-Level activities(2) IMA NALCOMIS course C-555-0059 for I-Level activities
b. Duties:(1) Assist the Program Manager in accomplishing all duties.
(2) Ensure SE records are maintained per this instruction.
10.17.4.5 Division Officers
Division Officers will verify material condition of division SE during Work Center Audits per
paragraph 10.7.3.9.
10.17.4.6 Work Center Supervisors
a. Verify personnel receive SE Maintenance NAMP indoctrination training per 10.1.4.7.
b. Maintain the material condition and operability of SE within their custody, to include:(1) Adherence to the maintenance requirements of paragraph 10.17.3.3(2) Compliance with forced removal or replacement dates, hydrostatic test dates, load
testing, and NDI(3) Thorough corrosion prevention and treatment(4) Prompt turn-in of non-operable SE
c. Randomly spot check work in progress to verify personnel are performing pre-operational
and post-operational inspections per maintenance technical manuals.

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SUPPORT EQUIPMENT ACCEPTANCE/TRANSFER CHECKLISTIMRL/SE ASSET MANAGER
Received from: ____________________

UIC: __________

Date: __________________

Transferred to: ____________________

UIC: __________

Date: __________________

Authority:

Bar Code: ____________________________________________________

Condemned for disposal: __ Yes __No

Method of disposal: ________________ Date:_______

Nomenclature: ______________________

Model No: ______Part No: ________________________________________

Serial No:_______________

Cage: ______________________

Type Equipment Code / Assembly Code: __________
W/C Assigned: __________OPNAV 4790/51 Record Included?

_____ Yes _____ No

IMRL/SE Manager Signature: ___________________________________________________METCAL PROGRAM MANAGER (Coordinate with Metrology and Calibration Lab)
METPRO Cal required?

_____ Yes_____ No

Initials: ____

If yes, Cal interval: ________________________

Initials: ____

Current Due Date: ________________________

Initials: ____

Add to Format 310/350 for Work Center

Initials: ____

Require off-ship/station calibration? _____ Yes _____ No

Initials: ____METCAL Program Manager Signature: __________________________________________

Figure 10.17-1 (page 1): Support Equipment Acceptance/Transfer Checklist (Example)
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QUALITY ASSURANCE (Only required for acceptance)
Maint. Manual: ____________________ Digital _____ Paper _____

Initials: ____

MRC: ___________________________ Digital _____ Paper _____

Initials: ____

PRE-OP Card: ____________________

Initials: ____

Digital _____ Paper _____

PMs Required: ___________________ TEC: ___________

Initials: ____(CTPL) Update ADRL and JTDI, as necessary:

Initials: ____QAR Signature:_______________________________________________________________
MAINTENANCE/PRODUCTION CONTROL
1. Issue OOMAWO/OIMA MAF to conduct Acceptance or Transfer Inspection. Initials: ____
2. (Acceptance) Establish Historical Files folder if none was provided.

Initials: ____

3. (Acceptance) Verify Technical Directive configuration. If applicable, direct QA to initiate a TD
Routing/Tracking form.
Initials: ____
4. (Acceptance) Add item to SESS/OOMA/OIMA

Initials: ____

5. (Acceptance) Verify PM status and issue WO or MAF for PMs due.

Initials: ____

Note: For newly manufactured or reworked SE, the next PM cycle will be initiated based on
the date of completion of the acceptance inspection date.
6. (Transfer) Close out the OPNAV 4790/51 Record and SESS/OOMA/OIMA ALS and deliver tothe IMRL or SE Manager for inclusion with the equipment.
Initials: ____
7. (Transfer) Delete item from SESS.

Initials: ____

8. If the equipment is being condemned, dispose of record and annotate in IMRL Manager/SE
Asset Manager section of form (First section).
Initials: ____
9. (ICRL Manager) Update the ICRL if loss or gain affects capability.

Initials: ____

10. Remarks: __________________________________________________________________
Maintenance or Production Control Signature: _____________________________________

Figure 10.17-1 (page 2): Support Equipment Acceptance/Transfer Checklist (Example)

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COMNAVAIRFORINST 4790.2D
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WORK CENTER
1. If receiving or transferring to another activity, skip to step 3.
2. If condemning, complete the following and skip to step 7.

Initials: ____

a. Comply with FEDLOG “REC_REP_CODE” for any special handling instructions.
b. Comply with FEDLOG “DEMIL CODE” for any special destruction requirements.
c. Ensure item is HAZMAT free.
d. RED tag item as condemned and segregate away from RFU IMRL until disposed of.
3. Perform acceptance or transfer inspection and generate discrepancy MAF, as necessary.
a. Inspect for corrosion, treat as required

Initials: ____

b. Inventory all components per IPB

Initials: ____c. Hydraulics: Verify hoses for forced removal dates, external hoses for serialization to thedevice, and perform Hydraulic Fluid Analysis. Fluid analysis class:
Initials: ____
d. Pressure bottles: Verify hydrostatic dates

Initials: ____

e. Weight Bearing devices (slings/fixtures): Provide a copy of the Load Test tag to PC Logs
and Records. Verify foil tag are up to date per most recent PM.
Initials: ____
4. Perform preoperational inspection and functional test

Initials: ____

5. I certify all work center acceptance or transfer requirements were met.
CDI Signature or Stamp: _______________________________________________________SE Maintenance Program Manager/Coordinator
All requirements of this SE Acceptance/Transfer Inspection Checklist have been accomplished andrecords updated as required by COMNAVAIRFORINST 4790.2.
Rank & Name: ____________________ Signature: ____________________ Date: ______

Figure 10.17-1 (page 3): Support Equipment Acceptance/Transfer Checklist (Example)

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1. NOMENCLATURE
4. DATE

5. INSPECTOR(S ig n a tu re)

3. SERIAL NO.

6. SUPERVISOR

8. INSPECTOR(S ig n a tu re)

7. DATES N 0 1 0 7 -L F -7 7 0 -5 5 0 1

O P N A V 4 7 9 0 /5 2 (R e v. 3 -8 3 )10. DATE

2. EQUIPMENT MODEL/PART NO.

11. INSPECTOR(S ig n a tu re )12. SUPERVISOR(S ig n a tu re)

13. DATEO P N A V 4 7 9 0 /5 2 (R e v. 3 -8 3 )(B A C K )(S ig n a tu re)

9. SUPERVISOR(S ig n a tu re)

SE PREOPERATIONAL RECORD

14. INSPECTOR(S ig n a tu re)

15. SUPERVISOR(S ig n a tu re)

U.S. GOVERNMENT PRINTING OFFICE: 1986-605-009/35326

Figure 10.17-2: SE Preoperational Record (OPNAV 4790/52)

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10.18 Naval Aviation Metrology and Calibration (METCAL) Program (NAMPSOP)
10.18.1 Referencesa. NAVAIRINST 13640.1, Naval Aviation Metrology and Calibration Programb. NAVAIRINST 13680.1, Depot Level Rework Program for Support Equipment End Items
c. OPNAVINST 3960.16, Navy Test, Measurement, and Diagnostic Equipment (TMDE),
Automatic Test Systems (ATS), and Metrology and Calibration (METCAL)
d. OP43P6B, Metrology Automated System for Uniform Recall & Reporting (MEASURE)
User’s Manuale. NAVAIR M-13650.1, Aircraft Maintenance Material Readiness List (AMMRL) Program
Coordination Manualf. NAVAIR 17-35NCE-1, Navy Calibration Equipment List (NCE) General Informationg. NAVAIR 17-35MTL-1, Metrology Requirements List (METRL)
h. NAVAIR 17-35QAC-01, Naval and Marine Corps Calibration Laboratory extensions
Audit/Certification Manuali. NAVAIR 17-35QAL-15, Naval Aircraft Carrier and Amphibious Assault Ships Metrology
and Calibration (METCAL) Program Manualj. NAVAIR 17-35FR-06, Facility Requirements for Navy and Marine Corps Calibration
Laboratories
k. NAVAIR 17-35POP-01, Metrology and Calibration Program Operations Process Manuall. NAVAIR 17-35TR-8, Technical Requirements for Calibration Labels and Tags
m. NAVSEA SE700-AA-MAN-100, Radiation, Detection, Indication, and Computation(RADIAC) Policy and Procedures Manual; Navy RADIAC Program User’s Manual; Volume I,
Policies and Procedures Manual
n. NAVSUP Publication 700, Common Naval Packaging
o. COMNAVAIRSYSCOM METCAL Fiscal Year (current FY) Scheduling Procedures for
Calibration of Aviation Support Equipment (SE), Test Measurement and Diagnostic Equipment(TMDE), and Calibration Standards (CALSTDS) Letter, referred to in this document as the
NAVAIR METCAL Scheduling Letter
NOTE: The NAVAIR METCAL Scheduling Letter is published annually and provides
information on POCs, TMDE scheduling, CALSTDS repair, on-site calibration,
deployment planning, Operation Inter-Lab Program, MEASURE procedures,
restricted repair CALSTDS, depot man-hour reporting, flow meter calibration
requirements data, AIG, packaging and shipping of CALSTDS, and authorizedcommercial or calibration service providers.

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10.18.2 Introduction
10.18.2.1 This NAMPSOP establishes requirements and responsibilities for calibrating TMDE
used by naval aviation activities. TMDE includes all devices and aviation SE used to measure,calibrate, gage, test, inspect, diagnose, or otherwise examine materials, supplies, and equipment todetermine compliance with specifications, engineering drawings, technical orders, technicalmanuals, maintenance instructions, and/or serviceability standards.
10.18.2.2 Periodic calibration of TMDE confirms an acceptable level of measurement reliability.
TMDE performance is compared against CALSTDS for a higher level of accuracy. This often
occurs in upper level calibration laboratories with traceability to national standards maintained by
the National Institute of Standards and Technology (NIST) and the United States Naval
Observatory (USNO) using natural physical constants or ratio type calibrations.
10.18.2.3 COMNAVSEASYSCOM is the lead systems command for the Navy's METCAL
Program per OPNAVINST 3960.16.
10.18.2.4 NAWC AD Air Systems Maintenance METCAL is the Fleet Support Team (FST) for
aviation calibration and related matters that is responsible for the Naval Aviation Metrology andCalibration Program policy, procedures, budgeting, and program funding allocation. NAWC AD
Air Systems Maintenance develops the D-level METCAL schedule requirements and funds the costof repair and calibration of I-level CALSTDS by D-level facilities.
10.18.2.5 Per NAVAIRINST 13640.1, MEASURE is the approved Automated Information System(AIS) for the METCAL Program. The MEASURE Operational Control Center (MOCC) in San
Diego, CA publishes equipment recall schedules and provides data used for reliability andengineering technical analysis in support of the METCAL Program.
10.18.2.6 The primary activities performing calibration of naval aviation equipment are D-level
laboratories, Regional Calibration Centers (RCC), and Field Calibration Activities (FCA).
a. RCCs support NAVAIR and NAVSEA workload in fleet concentration areas. RCCs
supporting NAVAIR workload are:(1) Mid-Atlantic Regional Calibration Center, Norfolk, VA(2) Southeast Regional Calibration Center, Jacksonville, FL(3) Southwest Regional Calibration Center, San Diego, CA
b. FCAs are I-level calibration activities normally co-located on a naval air station, Marine
Corps air station, or ship with the activities they support. FCAs operate a Work Center 670 (FCA
Branch) and provide calibration and repair support for TMDE. I-level activities, not designated as
FCA only, operate a Work Center 67A (FCA Receipt and Issue) responsible for coordinating with
RCCs and FCAs for scheduling and calibrating the equipment for I-level and O-level activities the
I-level supports.

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10.18.3 Requirements
10.18.3.1 Any TMDE or CALSTDS used to make quantitative measurements or to provide areference quantity of known value must be calibrated. Each item of calibrated TMDE or
CALSTDS must have a unique serial number affixed to enable tracking. If the manufacturer
affixed no serial number to the equipment, the calibrating activity will assign a serial number per
OP43P6B.
10.18.3.2 TMDE or CALSTDS will be calibrated and repaired at the most effective maintenancelevel in consideration of applicable laws, urgency, priority, crew impact, capability, capacity, andtotal ownership cost per OPNAVINST 3960.16.
NOTES: 1. Oxygen TMDE will only be calibrated and repaired by specified D-level
activities.
2. Select FCAs have been augmented with D-level personnel to perform specified Dlevel calibrations approved by NAWC AD Air Systems Maintenance METCAL.
Contactor Engineering and Technical Services (CETS) personnel assigned to
expanded capabilities laboratories must comply with the Quality Assurance (QA)
policies of the host I-level.
10.18.3.3 TMDE or CALSTDS will be calibrated per the interval and procedures specified in
NAVAIR 17-35MTL-1 (METRL).
NOTE: RADIAC equipment will be calibrated and repaired as specified in NAVSEA SE700AA-MAN-100.
10.18.3.4 Calibration interval changes issued by TYCOMs or published in the monthly Metrology
Bulletin (METBUL) must be implemented upon receipt. New calibration intervals will be
documented on equipment by placing a Special Calibration Label (NAVSEA 4734/15) next to, notover, the current calibration label. The Special Calibration Label will cite the TYCOM direction or
METBUL, by month and year of publication, as the authority. The new calibration interval will beannotated on the METER Card (OPNAV 4790/58) with the next due date changed.
NOTE: If the new calibration interval impacts operations due to otherwise serviceable
equipment becoming overdue for calibration, the activity may submit an extension
request per the procedures of paragraphs 10.18.3.4a and 10.18.3.4b.
a. Calibration intervals of non-safety related aviation TMDE may be extended by the TYCOM,
for only one interval as specified in NAVAIR 17-35MTL-1 or 4 months, whichever is less.
Extension requests for safety related aviation TMDE can only be authorized by NAWC AD Air
Systems Maintenance METCAL with the following restrictions:(1) Extensions will be granted only in situations of operational necessity.
(2) TMDE suspected to be out of tolerance will not be extended.
(3) CALSTDS calibration intervals will not be extended.

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NOTES: 1. Safety related TMDE is designated on the MEASURE inventory with a pound(#) sign as the last character in the Sub custodian field, block 6 of METER Card
(OPNAV 4790/58). There is no definitive list of safety related SE. An item used foraircraft support might impact safety, but when used for a different function may
not.
2. Extended TMDE must be turned in for calibration, as soon as possible, after theoperational requirement has been satisfied or calibration capability becomes
available.
b. Activities requesting a calibration interval extension must submit a naval message to the
TYCOM with an information copy to NAWC AD Air System Maintenance METCAL. Requests
for an extension will contain the following information:(1) Part number(2) Serial number(3) Nomenclature(4) Next due date(5) Extension term requested(6) Aircraft or ship systems supported(7) Number and status of like items on hand (all assets that perform the same maintenancefunction)(8) Safety certification (whether or not safety related when used in that particularapplication)(9) Asset condition statement, indicating any significant maintenance since last calibration(10) Justification for an extension
NOTE: Extension requests for RADIAC equipment will be forwarded to
COMNAVSEASYSCOM (Code 04R) via NAVSEA Detachment Radiological Affairs
Support Office Yorktown, VA (Code 02) per NAVSEA SE700-AA-MAN-100. An
information copy will be sent to the ACC (COMFAIRFWD Code N42), if operatingin WESTPAC.
c. Extensions will be documented by placing a Special Calibration Label (NAVSEA 4734/15)
next to (not over) the expired calibration label of each extended asset. The Special Calibration
Label will cite the activity that authorized the extension and the DTG of the naval message.
10.18.3.5 Activities performing calibration or repair of naval aviation TMDE must be certified per
NAVAIR 17-35QAC-01.
10.18.3.6 Calibration Technicians, whether military, civilian, or contractor, must be qualified toperform the assigned calibration functions per NAVAIR 17-35POP-01. Navy military personnel

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performing calibrations must be from an electronic technical rating and possess either NEC 6673,
6718, or 1589. Marine Corps Military Calibration Technicians must possess MOS 6492. The
following are exceptions:a. Personnel from other ratings or MOS may perform basic physical or mechanical calibration
actions (Phase B and D) if trained and certified, in writing, through locally developed on the job
training (OJT) syllabus. Calibration Work Center Supervisors must sign final certification for
calibration personnel qualified via OJT.
b. Activities supporting the Consolidated Automated Support System (CASS) category ofAutomatic Test Equipment (ATE) can use NEC 6705 or MOS 6469 to perform calibration andapplication of the calibration label to the CASS Bench.
c. Technicians supporting the NAVSEA SISCAL Program onboard ships must possess NEC
6673 or 6718, MOS 6492, or be a graduate of the Shipboard Gage Calibration Program (SGCP)
Operator course, CIN A-652-0510, and NEC 4782.
10.18.3.7 The Calibration Standards and Equipment List (CALSEL) documents the activity’s
CALSTDs allowance. A complete and current inventory of CALSTDs is maintained in the
Calibration Standards Asset Management System (CSAMS) with calibratable items designated in
the MEASURE system.
a. CALSTDS requiring servicing by NIST will be authorized by NAWC AD Air Systems
Maintenance METCAL prior to forwarding to NIST.
NOTE: NAWC AD Air Systems Maintenance METCAL provides funding for calibration
and repair of I-level CALSTDs beyond the FCA’s capability.
b. All CALSTDS and CALSEL listed ancillary items must have a Calibration Standard(NAVSEA 4734/21 or 4734/22) decal (“Meat Ball”) affixed to it.
c. CALSTDS assigned to I-level activities are under direct inventory control of the activities
TYCOM and will not be reported under the Aircraft Maintenance Material Readiness List Program.
d. Requests for new or additional CALSTDS will be submitted via the activity’s TYCOM to
NAWC AD Air Systems Maintenance METCAL. If approved, Air Systems Maintenance
METCAL will coordinate with NAVAIR Calibration Standards Ready Issue Activity (CSRIA) toobtain the CALSTDS.
NOTE: NAVAIR 17-35MTL-1 provides listings of Navy CALSTDs and equipment. Refer
questions regarding CALSTD equivalency to the NAVAIR METCAL Service Desk
via TYCOM.
e. Requests for deletion of CALSTDS must include a detailed justification and be submitted,
per the activities specific CALSEL, to the TYCOM. If the TYCOM authorizes deletion, theactivity must package the CALSTDS for shipment per NAVSUP Publication 700, complete a
METER Card (OPNAV 4790/58) per OP43P6B, and Requisition and Invoice/Shipping Document(DD 1149) or DoD Single Line Item Requisition System Document Manual (DD 1348). Mail the
packaged CALSTDS to: NAVAIR CALIBRATION STANDARDS READY ISSUE ACTIVITY
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(CSRIA), ATTN: FCA STANDARDS, BLDG 612 BAY 9, MARINE CORPS AIR STATION,
BEAUFORT, SC 29904-5017.
NOTE: COMNAVAIRSYSCOM METCAL Integrated Program Team (IPT) provides
funding for calibration and repair of I-level CALSTDS beyond the capability of theFCA.
10.18.3.8 Individual Material Readiness List (IMRL) assets may be used to perform calibration, if
they are specifically called for in the calibration procedure. A Calibration Standards decal ("MeatBall") will not be affixed to IMRL assets used for calibration.
NOTES: 1. IMRL assets specifically designated for use in test equipment repair shops arelisted in SERMIS Systems 835, 835A, and 835B.
2. COMNAVAIRSYSCOM METCAL Program funds will not be used to repair
IMRL assets used for calibration.
10.18.3.9 METER Cards (OPNAV 4790/58) will be used for recording and inducting TMDE forcalibration or repair, a separate MAF or WO is not required.
a. Quality Assurance (QA) Inspectors must place their QA stamp in the quality verification
section of the METER Card buff copy, when required.
b. METER Card (OPNAV 4790/58) buff copies will be filed in MEASURE Inventory Format
310 order and maintained on file for 12 months or one calibration cycle, whichever is greater.
c. METER Card (OPNAV 4790/58) buff copies for CALSTDSs must be maintained for the lifeof the CALSTD at the activity.
NOTES: 1. The MEASURE User Manual provides additional procedures for METER Cards(OPNAV 4790/58).
2. A METER Card (OPNAV 4790/58) will also be used to document calibration of
CASS category ATE.
10.18.3.10 The following are the most commonly used inventory and MEASURE Recall Format
Reports required by OP43P6B:
a. Inventory Format 310 Report lists all calibratable TMDE under a customer activities
cognizance and provides part number, serial number, sub custodian, calibration interval, and next
due date. Inventory Format 310 will be maintained by the customer activity.
b. Inventory Format 311 Report lists the activities currently used CALSTDS and CALSEL
listed ancillary items. Inventory Format 311 will be maintained by activities performing
calibration.
c. Inventory Format 350 Report lists items from the issuing activities Inventory Format 310
Report. Inventory Format 350 will be issued by the servicing calibration activities and maintainedby custodians or sub custodians of TMDE.

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d. Recall Format 802 Report lists items due for turn-in or overdue for calibration, due in thepresent month, and within the next two months for calibration. Recall Format 802 is distributed
monthly and sequenced by custodian or sub custodian. Recall Format 802 will be issued byservicing calibration activities to custodians or sub custodians of TMDE.
e. Recall Format 805 Report lists equipment scheduled into a laboratory by due date that isoverdue for calibration, due in the present month, and within the next two months for calibration.
Recall Format 805 will be maintained by work center 67A.
10.18.3.11 The following are documentation procedures for acceptance of commercial, non-Navy,calibration of TMDE:
a. OEM calibration labels or certificates are authorized for acceptance of new (unused) TMDE
for the initial calibration cycle, only if the equipment is listed in METRL with a calibration cycle
and an approved procedure, or if the model and CAGE is listed in the Authorized Calibration orCommercial Service Providers List in the NAVAIR METCAL Scheduling Letter. Recurring
calibration, life-of-type or calibration after repair, is authorized to be accepted, only if the modeland CAGE is listed in the Authorized Calibration or Commercial Service Providers List in the
NAVAIR METCAL Scheduling Letter.
b. Transfer the information from the OEMs Certificate of Calibration to a METER Card
(OPNAV 4790/58) to account for the calibration. Indicate the Condition Received (block 61).
Enter any Out of Tolerance Data (blocks 30 through 35). Enter the receiving calibration facility as
the Servicing Lab Code (block 21). Enter the affixed Special Calibration Label as the Servicing
Label (block 59). Calculate the Next Due Date (block 29), based on the OEMs calibration date, thecalibration cycle listed for the asset in NAVAIR 17-35MTL-1, and the NAVAIR METCAL
Scheduling Letter. Attach a copy of the OEM Certificate of Calibration to the METER Card
(OPNAV 4790/58).
NOTE: The NAVAIR METCAL Scheduling Letter provides additional guidance.
c. Attach a Special Calibration Label to the equipment, as close as possible, to the OEMs
Calibration Label. The Special Calibration Label will state “(OEMs name) calibration is accepted
per state authority, such as this instruction, NAVAIR METCAL Scheduling Letter, or NAVAIR 1735MTL-1.” Confirm the Special Calibration Label Next Due Date agrees with the Meter Card Next
Due Date (block 29).
NOTE: Unsupported item procedures listed in the NAVAIR METCAL Scheduling Letter
must be followed for TMDE not listed in METRL with an interval and approved
calibration procedure, or in the Authorized Calibration, or Commercial Service
Providers List.
10.18.3.12 TMDE or CALSTDS must be labeled per NAVAIR 17-35TR-8 to indicate calibration
status. In addition to NAVAIR 17-35TR-8, the METBUL also lists authorized calibration labels
and tags. Air Systems Maintenance METCAL prohibits the use of Special Calibration Labels to
document calibrations performed to reduce tolerances (other than those specified in the Instrument
Calibration Procedure) without the Air Systems Maintenance METCAL Chief Engineer’s
permission.
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NOTE: NAVAIR 17-35TR-8 may be accessed at any Navy or Marine Corps calibration
facility using the METPRO suite.
10.18.3.13 TMDE or CALSTDS must be protected when transported or stored, to include:a. ESD protective shielding material used on all exposed electrical connectors.
b. Environmental protection, such as hard cases or barrier paper used to keep water and dustout.
c. TMDE or CALSTDS will be appropriately packaged to prevent equipment damage.
10.18.4 Responsibilities
10.18.4.1 D-level METCAL Activities
a. When authorized by NAWC AD Air Systems Maintenance METCAL, repair and calibrate
metrology calibration standards received from COMNAVAIRSYSCOM FCA laboratories andactivities.
b. Perform incidental repair and calibration services for:(1) COMNAVSEASYSCOM and COMNAVWARSYSCOM.
(2) Other DOD and government agencies.
(3) Commercial contractors working under government contracts.
(4) In-house equipment that requires calibration within the laboratory's capability, notrecalled or scheduled by NAWC AD Air Systems Maintenance METCAL.
c. Contact the cognizant TYCOM for disposition guidance for CALSTDS that fail calibration.
d. Provide specialized calibration training to other Navy calibration laboratory personnel on thetheory and use of calibration equipment.
e. Request assistance from NAWC AD Air Systems Maintenance METCAL to obtain technicaldata or procedures for equipment not specified in the METRL. Pending approval, interim local
calibration procedures may be used, if authorized by NAWC AD Air Systems Maintenance
METCAL metrology engineering staff. NAWC AD Air Systems Maintenance METCAL will
determine if the local calibration procedure will be incorporated into the METRL.
f. Assist NAWC AD Air Systems Maintenance METCAL with inspecting and surveying
calibration facilities.
g. Provide pickup and delivery service of TMDE or CALSTDS between custodians (customers)
and NAWC AD calibration laboratories, as directed by NAWC AD Air Systems Maintenance
METCAL, using government owned or commercial vehicles. TMDE or CALSTDS will beprotected during transportation to prevent damage per procedures outlined in paragraph 10.18.3.13.
h. Perform additional tasks assigned by NAWC AD Air Systems Maintenance METCAL.
i. Include workload generated by in-house calibratable assets in requirements projections.
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j. Accept non-aviation TMDE for calibration or repair, only if funding has been provided.
k. Maintain a file of METCAL Program directives and AIG messages in the work center.
Retain METCAL AIG messages for a minimum of 1 year.
l. Review Monthly METBULs for pertinent METCAL Program information. See paragraph10.18.3.4. for interval change information.
m. Initiate SE Misuse/Abuse Reports per Chapter 7, when negligence is suspected to havecaused damage to TMDE.
n. Perform calibration procedures per NAVAIR 17-35MTL-1 and affix labels and tags per
NAVAIR 17-35TR-8.
o. Verify environmental and facility requirements are being met per NAVAIR 17-35FR.
p. Record probable causes for significant temperature and humidity changes that exceed
specified limits, such as power outage and air conditioner failure on a paper or electronic log andmaintain on file for a minimum of 1 year.
10.18.4.2 I-level Responsibilities
NOTE: METCAL Program organization and responsibilities for CVN/L-class ships
operating combined calibration laboratories are outlined in NAVAIR 17-35QAL-15.
a. Maintenance Officer (MO)(1) Designate a METCAL Program Manager. Designation will be in writing via theMonthly Personnel Plan (MPP) per 10.1 (O and I-level) or SME listing (Depot FRC).
(2) Request calibration extensions per paragraph 10.18.3.4.a(1)(3) Develop local command procedures (LCP) per Appendix D, if required to direct
geographic, type/model/series (T/M/S) specific, or command directed actions for METCAL
information not addressed in this NAMPSOP.
b. Quality Assurance (QA) Officer. The QAO will designate a Quality Assurance
Representative (QAR) as the naval aviation METCAL Program Monitor. Designation will be inwriting via the Monthly Personnel Plan (MPP) per 10.1 (O and I-level) or SME listing (Depot
FRC).
c. QA METCAL Program Monitor. Perform audits per paragraph 10.7.3.7.
d. Avionics Division Officer(1) Operate a Work Center 670 (FCA Branch), Work Center 67A (FCA Receipt and Issue),and any Work Center 67 series calibration or repair shops required to support customer activities.
NOTE: Where regionalized calibration support is in place, non FCA I-levels will only
establish a Work Center 67A (FCA Receipt and Issue) for calibration coordination
between supported customer activities, supporting RCCs, FCAs, and depots, and insupport of CASS ATE calibration.
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(2) Coordinate assignment of a vehicle to Work Center 67A (FCA Receipt and Issue) for
transportation of TMDE or CALSTDS shore-based I-levels.
e. METCAL Program Manager(1) Perform a program audit within 60 days of assignment and annually thereafter per
paragraph 10.7.3.8.
(2) Manage calibration scheduling and recall of equipment.
(3) Coordinate processing of calibration extension requests per paragraph 10.18.3.4.
(4) Update Inventory Format 310, 311, and 350 reports and submit necessary changes to
MOCC per OP43P6B.
(5) Designate safety related TMDE on the MEASURE inventory.
(6) Evaluate items inducted into higher level calibration activities to determine thefeasibility of calibrating or repairing items at the FCA. Requests for additional standards to support
new workload will be submitted via the TYCOM per the activities CALSEL.
(7) Coordinate depot repair of TMDE for items beyond FCA repair capability per
NAVAIRINST 13680.1.
(8) Coordinate depot repair of CALSTDS for items beyond FCA authorization per the
CALSEL.
NOTE: TMDE calibrated by a D-level lab and FCA CALSTDS will not be inactivated unlessauthorized by the TYCOM for TMDE or NAWC AD Air Systems Maintenance
METCAL for CALSTDS.
(9) Submit requirements for additional phases, standards, or temporary replacement
standards via TYCOM per the CALSEL.
(10) Request disposition instructions via the TYCOM for obsolete, excess, redundant,
unused, substitute, duplicate, rejected, or otherwise no longer required items per the CALSEL.
(11) Manage the inventory of CALSTDS for ATE (CASS, EOTS, etc.) and those designatedin NAVAIR 17-35NCE-1 phase packages.
NOTE: I-level CALSTDS will not be loaned out or used by other work centers, with the
exception of ATE CALSTDS, which may be temporarily distributed to ATE Work
Centers designated for ATE calibration. For example, CALSTDS specificallydesignated for CASS may be held in the CASS Work Center.
(12) Prepare requests for engineering support from the FST METCAL PST (Team 2).
(13) Report additions and deletions to CALSTDS inventory per paragraph 10.18.3.7.
(14) Maintain a program file to include:(a) POCs

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(b) Program correspondence and message traffic(c) References or cross-reference locator sheets(d) Most current CSEC audit
f. Work Center 670 (FCA Branch)(1) Perform calibration per NAVAIR 17-35MTL-1 and affix applicable labels and tags per
NAVAIR 17-35TR-8.
(2) Maintain and calibrate TMDE held for issue to O-level activities.
(3) Submit TMDE or CALSTDS for calibration per NAVAIR 17- 35MTL-1.
(4) Screen inducted items for required SECs or SEBs and comply with requirements
specified for I-level action.
(5) Perform CALSTDS preventive maintenance.
(6) For items requiring D-level calibration, comply with the following:(a) Verify calibration cannot be performed at the FCA level. Request assistance fromthe TYCOM, if a temporary constraint exists, for example, lack of personnel, standards, or
publications.
(b) Forward TMDE or CALSTDS scheduled for D-level calibration to the laboratory
specified by NAVAIR METCAL Program Office NAWC AD Air Systems Maintenance METCAL.
NOTE: TMDE or CALSTDS scheduled for D-level calibration must be checked for operable
condition prior to shipment. NRFI TMDE will be repaired or processed under the
SE Rework Program. Contact the cognizant TYCOM for disposition instructions for
NRFI CALSTDS per the CALSEL.
(c) Use the METCAL Program Invoice (Figure 10.18-1), or a locally produced form, todocument transfer or induction of TMDE or CALSTDS into D-level calibration activities. The
equipment’s METER Card (OPNAV 4790/58) will be transferred to the calibrating activity.
(d) Track D-level man-hour expenditures against the total allocation provided by
NAWC AD Air Systems Maintenance METCAL. Prioritize D-level workload to confirm the mostimportant assets are calibrated within allocated man-hours. The standard man-hour figure, listed on
MEASURE Inventory Format 310, will be used when deducting man-hours. Immediately notify
the TYCOM METCAL Program Manager of discrepancies.
NOTES: 1. MEASURE MSRPT14 (weekly summary of man-hours used) and MSRPT15(weekly itemized list of assets submitted) reports provide man-hour utilization data
for each activity.
2. Forward a request for additional man-hours to TYCOM via e-mail or naval
message when D-level calibration requirements exceed allocated man-hours.

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NAVAIR must authorize the additional man-hours prior to submitting items to Dlevel calibration activities.
3. Non-aviation (non IMRL) TMDE forwarded to D-level calibration laboratories
for calibration or rework must be clearly identified as non-aviation TMDE.
Calibration of non-aviation SE is not funded by NAVAIR and must be submitted
under separate shipping documents from aviation TMDE or CALSTDS.
(7) Schedule and perform calibration services on jet engine test cells per NAVAIR 1735MTL-1.
NOTE: D-level calibration requirements must be completed prior to engine test cellcorrelation by the activity performing the correlation.
(8) Provide calibration and repair support for TMDE assigned to Naval Educational
Training Command (NETC) as directed by the TYCOM.
(9) Comply with QA requirements per Chapter 7. The inspector’s stamp or signature will bestamped or entered on the METER Card (OPNAV 4790/58) buff copy in the quality verification
section.
(10) Process TMDE Discrepancy Reports (Figure 10.18-2).
(11) Maintain a technical library of calibration and commercial maintenance manuals on
instrument calibration procedures for repair of TMDE or CALSTDS within Work Center 670 (FCA
Branch).
(12) Document calibration and repair actions on a METER Card (OPNAV 4790/58) or
NAVSEA equivalent at NAVSEA activities per OP43P6B. In addition to MEASURE
documentation, document repair actions in NALCOMIS to facilitate parts procurement. Repair
actions requiring parts procurement will only be entered into NALCOMIS.
(13) Maintain a file of METCAL Program directives and AIG messages in the Work Center
670 (FCA Branch). Retain METCAL AIG messages for a minimum of 1 year.
(14) Review NSWC MSD Corona, CA Monthly METBULs for pertinent METCAL
Program information. See paragraph 10.18.3.4 for interval change information.
(15) Initiate SE Misuse/Abuse Reports per Chapter 7, when negligence is suspected to havecaused damage to TMDE.
(16) Verify environmental and facility requirements of NAVAIR 17-35FR-06 are being met.
Record probable causes for significant temperature and humidity changes that exceed specified
limits, such as power outage or air conditioner failure on paper or in an electronic log. Maintain all
recorded data on file for a minimum of 1 year.
g. Work Center 67A (FCA Receipt and Issue)(1) Maintain a current Recall Format 805 Report on file.
(2) Recall items due for calibration.

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(3) Handle, transport, and store calibratable TMDE or CALSTDS to prevent equipment
damage.
(4) Review MEASURE Inventory Format 310 and 311 Reports monthly upon receipt andsubmit corrections and changes (including new or recently received items, not previously reported)to the MOCC within ten working days per OP43P6B.
(5) Receive and distribute Inventory Format 350 and Recall Format 802 Reports toappropriate sub custodians.
(6) Review sub custodian changes to their Inventory Format 350 Report and update related
sections of Inventory Format 310 and Recall Format 805 Reports.
(7) Notify activities in possession of equipment recalled for calibration, but not turned in.
(8) Verify TMDE inducted for calibration or repair comes with a preprinted METER Card
(OPNAV 4790/58). If the preprinted METER Card (OPNAV 4790/58) is not available, print one
from the AIS website or hand scribe a METER Card (OPNAV 4790/58) using data from
MEASURE reports and the equipment data plate.
NOTE: If equipment is received without a METER Card (OPNAV 4790/58) buff copy,
recreate the buff copy from data listed in the pink copy or equivalent METCAL
form.
(9) Verify all TMDE has a serial number affixed or assigned. If manufacturer affixed noserial number to the equipment, assign a serial number per OP43P6B.
(10) Verify METER Cards (OPNAV 4790/58) are annotated per OP43P6B.
(11) Conduct a meeting with sub custodian calibration representatives each month todistribute Inventory Format 350 Reports and, if needed, provide training on the use of MEASURE
reports and local induction and receipt policies.
(12) Manage shipment or transportation and track receipt of items inducted into othercalibration facilities. Non FCA I-levels where regionalized calibration support is in place will be
responsible for the delivery and shipment of TMDE to their perspective regionalized calibration
centers.
10.18.4.3 O-Level Activity Responsibilities
a. Maintenance Officer (MO)(1) Designate a METCAL Program Manager. Designation will be in writing via theMonthly Personnel Plan (MPP) per 10.1 (O and I-level) or SME listing (Depot FRC).
(2) Verify operational necessity prior to requesting calibration interval extensions per
paragraph 10.18.3.4a(1).
(3) Develop LCPs per Appendix D, if required to direct geographic, T/M/S specific, orcommand directed actions for METCAL not addressed in this NAMPSOP. Command LCPs must

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be submitted to the Wing or Marine Aircraft Wing (MAW) for consideration of developing a Wing
LCP.
b. Quality Assurance (QA) Officer. Designate a QAR as the METCAL Program Monitor.
Designation will be in writing via the Monthly Personnel Plan (MPP) per 10.1 (O and I-level) or
SME listing (Depot FRC).
c. QA METCAL Program Monitor. Perform audits per paragraph 10.7.3.7.
d. METCAL Program Manager(1) Perform a program audit within 60 days of assignment and annually thereafter per
paragraph 10.7.3.8.
(2) Arrange delivery of TMDE scheduled for calibration to Work Center 67A (FCA Receipt
and Issue). Obtain a receipt and follow up, if equipment is not promptly returned.
(3) Provide related cables, accessories, charts, and any peculiar technical data the FCA
requires to be turned in with the equipment. The TMDE Discrepancy Report (Figure 10.18-2) or aform provided by the FCA will be used to document any missing items or non-operational
conditions.
(4) Update MEASURE data via the FCA, whenever TMDE is transferred or received.
(5) When items are returned from calibration, retain the METER Card (OPNAV 4790/58)
pink copy until the new calibration date is reflected on the Inventory Format 350 Report.
(6) Within five working days of receipt of a new Inventory Format 350 Report, review andreconcile errors in the report data, annotate corrections, and sign and return the corrected report tothe supporting activity’s METCAL Program manager. Corrections include, but are not limited to,items that have been transferred, new items not on the report, cycle times not matching the next due
and last serviced dates, and like items with different cycle times. Corrections will be annotated in
the format directed by the calibration lab. Retain a copy on file until corrections appear on
subsequent Inventory Format 350 Reports.
(7) Maintain a working copy of the Inventory Format 350 Report and annotate changes as
items are turned in, rejected, transferred, newly received, and returned from calibration.
(8) Store TMDE in appropriate packaging to prevent equipment damage.
(9) Coordinate resolution of TMDE shortages.
(10) Designate safety related TMDE on MEASURE inventory per paragraph 10.18.3.4a.
(11) Plan the calibration schedule to minimize equipment becoming due for calibration
during deployment.
(12) Arrange for calibration services from an FCA or Navy Calibration Laboratory within
the battle group or area of operation, if deployed without direct FCA support.

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(13) Coordinate deployment requirements with the supporting FCA, at least 90 days prior to
the projected deployment date, regardless of the length of the deployment. In the case of a short
notice deployment, Program Managers will notify the calibration lab as soon as the deployment is
known.
(14) Maintain a current Recall Format 802 Report on file.
(15) Replace "REJECTED" TMDE per NAVAIR M-13650.1 and dispose of rejectedconsumable items per local policy.
(16) Maintain a program file to include:(a) POCs(b) Program correspondence and message traffic(c) References or cross-reference locator sheets(d) Most current CSEC audit
10.18.4.4 O-level and I-level Work Center Supervisors
a. Verify personnel receive NAMP indoctrination training on the METCAL Program per
10.1.3.7.
b. Verify TMDE assigned to the work center is serviceable and has a valid calibration label
affixed.
NOTE: Equipment without valid calibration labels or items with damaged "CALIBRATIONVOID IF SEAL BROKEN" labels will not be used.
c. Remove from service and turn in any TMDE that is non-operational or suspected to be notfunctioning correctly, regardless of actual calibration due date. Provide all cables, accessories,
charts, and any peculiar technical data the FCA requires to be turned in with the equipment. The
TMDE Discrepancy Report (Figure 10.18-2) or a form provided by the FCA will be used to
document any missing items or non-operational conditions.
d. (I-Level Only) Arrange delivery of TMDE schedule for calibration to Work Center 67A.
Obtain a receipt and follow up if equipment is not promptly returned.
e. (I-Level Only) When items are returned from calibration, retain the METER Card (OPNAV
4790/58) pink copy until the new calibration date is reflected on the Inventory Format 350 Report.
f. (I-Level Only) Within 5 working day of receipt of a new Inventory Format 350 Report,
review and reconcile errors in the report data, annotate corrections, and sign and return thecorrected report to the supporting activity’s METCAL Program Manager. Corrections include, but
are not limited to, items that have been transferred, new items not on the report, cycle times notmatching the next due and last serviced dates, and like items with different cycle times. Corrections
will be annotated in the format directed by the calibration lab. Retain a copy on file until
corrections appear on subsequent Inventory Format 350 Reports.

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g. (I-Level Only) Maintain a working copy of the Inventory Format 350 Report and annotatechanges as items are turned in, rejected, transferred, newly received, and returned from calibration.
h. Store TMDE in the appropriate packaging to prevent equipment damage.

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METCAL Program InvoiceFROM:

INVOICE NO:

TO:

LOCATION:

AUTHORIZATION (Officers Name, Rank, Signature)

PHONE OR EXT. NO.

JOB NO: (Not For FCA USE)ACCOUNTING

DATE

ITEM
NO.

MODEL OR PARTNUMBERSERIALNUMBERNOMENCLATURE

RECEIVEDDATEDATE IN

BY (SIGNATURE)

Figure 10.18-1: METCAL Program Invoice (Sample)

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Figure 10.18-2: TMDE Discrepancy Report (Sample)
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10.19 Hazardous Material Control and Management (HMC&M) Program (NAMPSOP)
10.19.1 References
a. OPNAV M-5090.1, Environmental Readiness Program Manual.
b. NAVSUP Publication 722, Consolidated Hazardous Material Reutilization and Inventory
Management Program (CHRIMP) Manual.
c. OPNAVINST 5100.19, Navy Safety and Occupational Health (SOH) Program Manual for
Forces Afloat.
d. OPNAVINST 5100.23, Navy Safety and Occupational Health Program Manual.
e. DODINST 6050.05, DOD Hazard Communication (HAZCOM) Program.
f. NAVMC DIR 5100.8, Marine Corps Occupational Safety and Health (OSH) Program
Manual.
g. 29 CFR Part 1910, Occupational Safety and Health Standards (OSHA) General Industry
Standards.
h. 40 CFR, Protection of Environment
10.19.2 Introduction
10.19.2.1 The Hazardous Material Control and Management (HMC&M) Program establishes
policy for storage, handling, disposal, and documentation of hazardous material (HAZMAT) used
to maintain aircraft and aeronautical equipment.
10.19.2.2 The Consolidated Hazardous Material Reutilization and Inventory Management Program(CHRIMP) is a mandated Navy policy that provides the only source for aviation maintenanceactivities to control and manage HAZMAT per NAVSUP Publication 722. Under CHRIMP, all
HAZMAT is centrally controlled using the Shore Work Center Authorized Use Lists (AUL) or
afloat Type Ships Hazardous Materials Lists (T-SHML) and is supplied based on validated
customer needs and properly trained users. Ships’ and stations’ Hazardous Material Minimization
Centers (HAZMINCEN) are required to comply with CHRIMP.
10.19.2.3 NAWC AD Design Interface Branch maintains the Aviation Hazardous Material List
(AHML) database of HAZMAT authorized or not authorized by the engineering technical authority
for use on aircraft, weapon systems, and support equipment (SE). The AHML database correlates
the HAZMAT requirements identified by aviation program offices with supply information and TSHML Allowed on Board (AOB) Codes. Only HAZMAT identified national stock numbers (NSN)with Navy interest in technical publications are included in the AHML. The File Library on the
AHML website contains T/M/S Deployed Aviation Hazardous Material Lists (DAHMLs), whichassist in the development of deployment and detachment HAZMAT requirements based on current
maintenance tasks and usage as prescribed in T/M/S maintenance publications. The AHML
database is available on the AHML SharePoint website (https://myteam.navair.navy.mil/frc/ahml).
Questions concerning HAZMAT or the AHML can be sent to navair.hazmat.gm.fct@navy.mil.
NOTE: Batteries, fuel, and HAZMAT used for general office, facility maintenance, andhousekeeping are not included in the AHML.

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10.19.2.4 Navy policy requires the development of facility, activity, and work center AULs toensure the use of non-hazardous or the least hazardous, technically acceptable materials.
Depending on the HAZMAT database used at a location, the HAZMINCEN, Safety or
Environmental offices can provide copies of AULs.
10.19.2.5 Naval Supply Weapon Systems Support - Mechanicsburg (NAVSUP WSS - M) manages
the afloat T-SHMLs for all ship types (e.g. carriers, destroyers, etc.). T-SHMLs provides surface
ships with the ability to determine the HAZMAT authorized onboard and precludes stocking
materials the ship does not use. The SHML database is available on the NAVSUP WSS Hazardous
Materials Management (HMM) Tool https://my.navsup.navy.mil/apps/ops$hazmat.home.
10.19.2.6 Occupational Safety and Health Administration (OSHA) Hazard Communication
Standard (HAZCOM) (29 CFR 1910.1200) comprehensively addresses issues of classifying thepotential hazard of chemicals and communicating information concerning hazards and appropriate
protective measures to employees (including Navy personnel). This standard contains provisions
for developing and maintaining a written HAZCOM program, including a complete list of
HAZMAT in the workplace; labeling of chemical containers; preparation and availability of Safety
Data Sheets (SDS) for each hazardous chemical to communicate hazard information (such as thesafe handling, protective measures, and physical hazards), and associated training programs
regarding hazards of chemicals and protective measures.
NOTE: OSHA standards have been updated to be consistent with the United Nations Global
Harmonizing System (GHS) of Classification and Chemical Labeling. Material
Safety Data Sheets (MSDS) are now referred to Safety Data Sheets (SDS). Existing
MSDS are valid until new SDS are received from the manufacturer, distributor orimporter. All manufacturers, distributors or importers are required to provide a
GHS compliant SDS and GHS product labeling for all newly procured materials as
defined as HAZMAT under 29 CFR.
10.19.2.7 The Hazardous Materials Information Resource System (HMIRS) serves as the DoD
SDS and HAZMAT documentation repository and provides information for each specific product.
OPNAVINST 5100.23 and OPNAVINST 5100.19 outline the Navy’s HMIRS operations (bothashore and afloat) and provide HMIRS access information. NAVMC DIR 5100.8 outlines the
Marine Corps Occupational Safety and Health (OSH) Program (Marine Corps only). HMIRS isavailable on DVD or the Defense Logistics Agency website at
http://www.dla.mil/HQ/InformationOperations/Offers/Products/LogisticsApplications/HMIRS/requestaccess.aspx
10.19.3 Requirements
The HMC&M Program applies to all Navy, Marine Corps, and other government activities
performing maintenance or other functions in support of naval aviation.
10.19.3.1 Safety and Environmental Compliance
All aviation maintenance activities must fully support and comply with federal, state, and local
safety and environmental laws and regulations concerning HAZMAT handling, storage, use, reuse,minimization, and disposal, to include compliance with OPNAV M-5090.1, OPNAVINST 5100.19,

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OPNAVINST 5100.23, NAVSUP Publication 722, DODINST 6050.05, NAVMC DIR 5100.8, 29
CFR Part 1910, and 40 CFR.
NOTES: 1. Failure to comply with HAZCOM safety and HAZMAT/HAZWASTE
environmental laws and regulations could result in federal violation notices and civil
or criminal liability.
2. Per the Occupational Safety and Health Administration Global Harmonizing
System, MSDS are now referred to as SDS. Existing MSDSs are valid until new
SDSs are received.
10.19.3.2 Training and Qualification Requirements
All personnel who are exposed to chemical hazards must receive either HAZCOM for Supervisors
or HAZCOM for Non-Supervisors depending on position. Training prior to initial exposure to
HAZMAT and annually thereafter and must be documented in ASM per paragraph 10.1.
OPNAVINST 5100.19 and OPNAVINST 5100.23 outline the job specific training requirements of
29 CFR 1910.1200 outlines topics and subject matter that must be addressed during HAZCOM
training. Additional HMC&M training may be required based on the job position.
a. Command HMC&M Program Manager:(1) Must be a commissioned officer or civilian equivalent.
NOTE: O-level and I-level activities with two or less commissioned officers may assign an E-7
or above as the HMC&M Program Manager.
(2) Must be assigned as HMC&M Program Manager for a minimum of 12 months.
(3) Shore based command HMC&M Program Managers must complete the following
training within 60 days of assignment:(a) Introduction to Hazardous Materials Ashore Global Online course (Course A-4930331) or Defense Hazardous Material/Hazardous Waste Handling course (Course 9E-F50/322-F34(MT)).
(b) (CONUS activities) Introduction to Hazardous Waste Generation and Handlingcourse (Course A-493-0080) as applicable to their CONUS duty location.
(c) (OCONUS activities) Overseas Hazardous Waste Facility Operations course (Course
A-493-0093) as applicable to their OCONUS duty location.
(4) Ship based command HMC&M Program Managers must complete the following
training within 60 days of assignment: Introduction to Hazardous Materials Ashore Global Online
course (Course A-493-0331) or Defense Hazardous Material/Hazardous Waste Handling course(Course 9E-F50/322-F34 (MT)).
(5) Complete the Resource Conservation and Recovery Act (RCRA) Hazardous Waste
Review course (Course A-493-0081) annual refresher training.
(6) Complete annual refresher training:

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1 Feb 2021(a) (CONUS activities) Resource Conservation and Recovery Act (RCRA) Hazardous
Waste Review course (Course A-493-0081).
(b) (OCONUS activities) Overseas Hazardous Waste Generator (Course A-493-0094) asapplicable to their OCONUS location.
NOTE: D-level HMC&M Program Manager duties may be divided between an HMC&M
Program Manager and Hazardous Waste (HW) Program Manager. Both arerequired to take the above training or equivalent.
b. Command HMC&M Supervisor:(1) Must be E-5 (or above) or civilian equivalent.
(2) Must be assigned as a HMC&M Supervisor for a minimum of 24 months.
(3) Shore based command HMC&M Program Supervisors must complete the following
training within 120 days of assignment:(a) Introduction to Hazardous Materials (Ashore) Global Online course (Course A-4930331) or the Defense Hazardous Material/Hazardous Waste Handling course (Course 9E-F50/322F34 (MT)).
(b) (CONUS activities) Introduction to Hazardous Waste Generation and Handlingcourse (Course A-493-0080) as applicable to their CONUS duty location.
(c) (OCONUS activities) Overseas Hazardous Waste Facility Operations course (Course
A-493-0093) as applicable to their OCONUS duty location.
(4) Ship based command HMC&M Program Supervisors must complete the following
training within 120 days of assignment: Introduction to Hazardous Materials Ashore Global Online
course (Course A-493-0331) or Defense Hazardous Material/Hazardous Waste Handling course(Course 9E-F50/322-F34 (MT)).
(5) Complete the Resource Conservation and Recovery Act (RCRA) Hazardous Waste
Review course (Course A-493-0081) annual refresher training.
(6) Complete annual refresher training.
(a) (CONUS activities) Resource Conservation and Recovery Act (RCRA) Hazardous
Waste Review course (Course A-493-0081).
(b) (OCONUS activities) Overseas Hazardous Waste Generator (Course A-493-0094) asapplicable to their OCONUS location.
NOTES: 1. HMC&M Supervisors based at a detachment location in a different state thantheir parent command must complete the Hazardous Waste Generation and
Handling course (Course A-493-0080) requirements for that state.
2. Completion of HMC&M Technician course (Course A-322-2600/2601) does not
fulfill the requirement for Ashore HMC&M Supervisors. Introduction to
Hazardous Material (Ashore) course (Course A-493-0080) are required only for
Ashore commands. Completion of HMC&M Technician course (Course A-3222600/2601/2604) is only required for aviation squadrons that detach to a ship and10-288COMNAVAIRFORINST 4790.2D
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require the SNEC 9595. Course A-322-2600/2601/2604 does not fulfill therequirement for Course A-493-0331.
c. Work Center Supervisors and Work Center HAZMAT Coordinators: Must complete
HMC&M training provided by the Command HMC&M Program Manager or Command HMC&M
Supervisors or station safety or environmental offices within 30 days of assignment. Training mustbe supported by a written syllabus that covers HAZCOM and local environmental, HAZMAT and
HAZWASTE laws, rules, regulations and procedures pertaining to the Maintenance Department.
10.19.3.3 HAZMAT Documentation and Reportinga. AHML:(1) Only HAZMAT listed in the AHML may be used for aviation maintenance.
(2) If required HAZMAT is not listed on the AHML, submit an AHML Change Request via
the AHML Website at https://myteam.navair.navy.mil/frc/ahml, or send an email tonavair.hazmat.gm.fct@navy.mil.
(a) If the HAZMAT is approved for use on an aviation weapon system, the AHML will
be updated.
(b) If the HAZMAT is not approved, an alternative will be provided.
b. T/M/S DAHMLs.
(1) Standardized format for communicating deployment and detachment HAZMAT
requirements to Ships Supply department(2) If T/M/S DAHML needs to be updated, submit recommended changes(additions/deletions) via an email to navair.hazmat.gm.fct@navy.mil per the DAHML User Guide
located in the AHML file library.
c. Ashore Work Center AUL:
(1) All HAZMAT used at an ashore facility must be reviewed by the local safety andenvironmental offices prior to being added to the work center AUL.
(2) Only HAZMAT listed on the work center AUL will be procured.
(3) Adding items to the work center AUL for HAZMAT must be performed in accordancewith procedures established by the local safety and environmental offices.
(4) OPNAVINST 5100.23 states each activity will assign a unique identifier (letter, number
or alphanumeric) next to each item on the AUL. The label, SDS, AUL, and HAZMAT storage
location inventory will use the same unique identifier for the HAZMAT item.
NOTES: 1. Local environmental regulations may not allow HAZMAT listed in the AHML tobe used. If this occurs, submit an email to navair.hazmat.gm.fct@navy.mil for
identification of a suitable alternative.
2. Implementation of the Hazardous Materials Management System (HMMS)
provides for compliant SDS, AUL, and inventory requirements.
d. T-SHML:
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(1) All HAZMAT used afloat must be authorized on the T-SHML with an AOB Code of A
(Allowed – No restriction on use of this HAZMAT on surface ships) or R (Restricted – HAZMAT
not allowed on surface ships except with specific restrictions).
(2) Updates to T-SHMLs for aviation HAZMAT requirements will be submitted using the
AHML Change Request on the AHML Website at https://myteam.navair.navy.mil/frc/ahml or sendan email to navair.hazmat.gm.fct@navy.mil.
e. (Ashore and Afloat) Work Center Logs – HAZMAT Storage Location Inventory: Workcenter personnel must maintain a written or electronic log of HAZMAT present in the work center.
HAZMAT lists will contain the unique identifier, NSN or national item identification number(NIIN), nomenclature, and MIL SPEC or part number.
f. (Ashore, only) Work Center Logs HAZWASTE Generation Log: Work center personnel
must maintain a written or electronic log of HAZWASTE collected in the work center inaccordance with local command procedures (LCP).
10.19.3.4 HAZMAT Storagea. HAZMAT will be containerized, labeled, and stored per OPNAV M-5090.1 and any
additional station or ship requirements.
b. HAZMAT will be stored in an approved storage location (e.g. container, locker, freezer,
room, facility, etc.). Incompatible materials will be segregated per OPNAVINST 5100.19, Volume
II, Chapter C23.
c. HAZMAT with expired shelf life must be returned to the HAZMINCEN for extension or
disposal in accordance with the DoD 4140.27-M series manual and local governing instructions.
NOTE: The manufacturer’s expiration date (or date of manufacture) on the container label
is the authoritative date for determining shelf life remaining on an item. Labels
added by HAZMINCENs should use the manufacturer’s expiration date as the basis
for determining expiration dates and shelf life extensions, being mindful that thestorage environment will impact the shelf life of the hazardous material.
10.19.3.5 HAZWASTE and Excess HAZMAT Requirementsa. (Ashore) HAZWASTE must be stored per OPNAV M-5090.1 and any additional station
requirements.
b. (Ashore) Each container of HAZWASTE will have a HAZWASTE Generation Log and belabeled as HAZWASTE per OPNAV M-5090.1 paragraph 27-3.4b.
c. (Afloat) Excess HAZMAT on board ships must be stored per OPNAVINST 5100.19.
10.19.4 Responsibilities
10.19.4.1 COMNAVAIRSYSCOM
a. Manage the AHML and review AHML Change Requests for adding HAZMAT to T-SHML.
b. Submit requests for updating the T-SHML to NAVSUP-WSS-M after confirming therequirement.

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c. Respond to emails sent to navair.hazmat.gm.fct@navy.mil.
10.19.4.2 Type Wing or Marine Aircraft Wing (MAW)
If not in a ship or station directive, publish an LCP per Appendix D for a HAZMAT Spill
Emergency Response Plan with procedures to contain, report, and clean-up HAZMAT spills. An
LCP will be submitted to the host ship or station environmental office to review for compliancewith their Pollution Prevention Plan.
10.19.4.3 Commanding Officer (CO)Designate a Command HMC&M Program Manager. Designation will be in writing or via ASM.
NOTES: 1. Helicopter Mine Countermeasures Squadrons will use the same HMC&M
Program Manager and Supervisor for Aircraft Maintenance and Airborne Mine
Countermeasures Maintenance Department.
2. The D-level designation letter will also designate the HW Program Manager,
where applicable.
10.19.4.4 Maintenance Officer (MO) or D-level Environmental Division Director
a. Nominate, to the CO, a candidate for assignment as the Command HMC&M Program
Manager that meets the qualifications per paragraph 10.19.3.2a.
b. Designate a Command HMC&M Supervisor that meets the qualifications per paragraph10.19.3.2b. Designation will be in writing via ASM (O and I-level) or SME Listing (Depot FRC).
NOTE: The HMC&M Supervisor assignment will not be a collateral duty in those activities
that have an OPNAV 1000/2 established billet.
c. Be knowledgeable of local ship or station environmental office and applicable DoD, local
environmental, HAZMAT, and HAZWASTE laws, rules, regulations, and procedures pertaining to
the Maintenance Department.
d. Publish LCPs per Appendix D, if required to direct geographic, T/M/S specific, or commanddirected HMC&M actions not addressed in this NAMPSOP. O-level LCPs will be submitted to theWing or MAW for consideration of developing a Wing LCP.
10.19.4.5 Command HMC&M Program Manager
a. Complete a Computerized Self Evaluation Checklist (CSEC) assessment within 60 days ofassignment as Program Manager and annually thereafter.
b. Nominate, to the MO or D-level Environmental Division Director, a candidate forassignment as Command HMC&M Supervisor that meets the qualifications per paragraph10.19.3.2.b.
c. Immediately notify MO or D-level Environmental Division Director of any actual or
potential HMC&M Program violations or noncompliance issues.
d. Resolve potential or actual environmental, compliance, HAZMAT, or HAZWASTE related
problems, as soon as possible.

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e. Direct HAZMAT refresher training, as deemed necessary, to resolve deficiencies noted onprogram audits and HAZMAT emergency response drills.
f. Coordinate with the ship or station Environmental Office and Legal Department onenvironmental issues.
g. Screen command environmental reports and records for accuracy prior to filing.
NOTE: D-level HMC&M Program Manager duties may be divided between the HMC&M
Program Manager and the HW Program Manager.
10.19.4.6 Command HMC&M Supervisor
a. Maintain an updated library of SDS for all HAZMAT used within the command per OPNAV
5100.23, either in paper format or an electronic database, such as the HMIRS, HMMS, or the
HAZMINCENs data management system. A copy must be maintained in the HMIRS. If the SDS
is not in the HMIRS, send an electronic copy via email to NAVSUP WSS-M Code N261
(wraps.prime.fct@navy.mil). Include the NSN and point of contact for questions in the body of theemail.
b. Periodically spot check all HAZMAT storage locations and command work spaces to verify
only materials listed in the AUL are available for use and are properly labeled, handled, and used.
c. Manage the AUL and submit changes per paragraph 10.19.3.3b.
d. When afloat, verify all materials used are listed in the appropriate T-SHMLs and areproperly labeled, handled, and used.
e. Review and take action on recommended changes to the AUL and T-SHML.
f. Use the CHRIMP facility established by the host ship or station.
g. Assign a unique identifier to HAZMAT labels, corresponding SDS, and AUL.
h. Review and monitor shelf life extensions.
i. Monitor the status of HAZMAT requisitions.
j. Track completion of Work Center Supervisor and Work Center HMC&M Coordinatortraining per paragraph 10.19.3.2.c.
k. Conduct a meeting with Work Center Supervisors or their designated HMC&M coordinator,
at least quarterly, to discuss HMC&M procedures, disseminate new regulations and requirements,
and determine training requirements.
l. Control Maintenance Department HAZMAT storage facilities and HAZWASTE collection
points.
m. Verify all HAZMAT or HAZWASTE is properly containerized, labeled, and stored per
OPNAV M 5090.1 and ship or shore requirements.
n. Maintain a written or electronic log of HAZMAT material used, turned in for reuse, anddisposed of as HAZWASTE.

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o. Coordinate and supervise HAZMAT spill drills IAW local response procedures, no less thanannually. Provide a written After Action Report to the MO or D-level Environmental Division
Director summarizing the content of the drill, procedural discrepancies, and corrective actions.
p. Immediately inform the chain of command of any violations of HAZMAT or HAZWASTE
procedures and coordinate corrective action.
q. Verify work centers are maintaining HAZWASTE Generation Logs and other required
documents per OPNAV M-5090.1.
r. Maintain environmental reports and records to demonstrate compliance with the local
HAZWASTE Management Plan.
s. (I-Level) Detachments must use the AIMD HAZMAT Allowance Equipage List (AEL) on
the AHML website to develop and transmit HAZMAT requirements to their host Ship Supply or
Station HAZMINCEN, no later than nine months prior to deployment.
t. (O-Level) Squadrons/AIR Detachments deploying to ships must complete reviews of their
T/M/S DAHMLs no later than 9 months before deployment per the DAHML User Guide located on
the AHML website.
u. Operational Commanders (CVW, ACE/MEU Air Det OICs) must combine squadron
reviewed T/M/S DAHMLs per the DAHML User Guide located on the AHML website, andprovide the exported combined T-DAHML spreadsheet to their respective AIR or SURFACETYCOM, no later than eight months prior to deployment.
v. (O and I level) Coordinate with station HAZMINCEN three months prior to detachment toestablish HAZMAT requirements.
w. Maintain a program file to include:(1) Applicable POCs, at a minimum, HMC&M Program AMMT Inspectors, Wing
Inspector, HAZMINCEN Supervisor, Industrial Hygienist, Safety Officer, and Environmental
Officer.
(2) AUL and active list of hazardous materials used within the command. This document
must include the unique identifier, NSN or NIIN, nomenclature, and MIL SPEC or part number.
(3) Program related correspondence and message traffic.
(4) References or cross-reference locator sheets.
(5) Reports on emergency spill drills performed for a period of one year.
(6) Most current CSEC assessment.
x. Be present during the replacement of 55 gallon drums of engine oil and verify the correctlabeling (unique identifier, NSN or national item identification number (NIIN), nomenclature, andMIL SPEC or part number). Verify a yellow Bulk Dispensing Unit (BDU) used for servicing
engine oil is inserted in the correct drum of engine oil per the applicable TMS MIM and that yellow
reflective tape is placed around the label on the drum to color-key the label. Ensure BDU pump pad
is locked at all times when not in use. Only the HMC&M Supervisor (or designated assistant) will
unlock the BDU.

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NOTES: 1. For D-level locations where the HMC&M Supervisor duties are divided between
the HMC&M Program Manager and the HW Program Manager, the HMC&M
Program Manager is responsible for HAZMAT requirements (a through o and r
through t) and the HW Program Manager is responsible for HAZWASTE
requirements (l through q).
2. D-levels do not have a MO, HMC&M Supervisor, Division Officer, or Work
Center HMC&M Coordinators. The responsibilities of those positions are sharedby the Environmental Division Director, HMC&M Program Manager, HW
Program Manager (where assigned), Work Center Supervisor, and subordinate
employees according to LCP.
10.19.4.7 Quality Assurance (QA) Officer
Designate a QAR as the HMC&M Program Monitor. Designation will be in writing via ASM (Oand I-level) or SME Listing (Depot FRC).
10.19.4.8 HMC&M Program Monitor
a. Perform CSEC audits of the HAZMAT Program per paragraph 10.7.
b. Periodically monitor HAZMAT storage facilities and HAZWASTE collection points to verify:(1) All HAZMAT is properly containerized, labeled, and stored per paragraph 10.19.3.4.
(2) All HAZMAT and HAZWASTE is stored in an approved storage location or container
and incompatible materials are segregated per paragraphs 10.19.3.4 and 10.19.3.5.
c. Periodically, monitor work in progress to verify personnel are only using approved
HAZMAT and the prescribed PPE.
10.19.4.9 Division Officers
a. Periodically, spot check to verify HAZMAT used or stored in the division is being properly
handled, collected, and disposed of per paragraph 10.19.3.4.
b. Designate Work Center HMC&M Coordinators, at paygrade E-4 or above or civilian
equivalent. Designation will be in writing via the Monthly Personnel Plan (MPP) per 10.1 (O andI-level) or SME listing (Depot FRC).
c. Be knowledgeable of the requirements of this NAMPSOP, DoD and local environmental,
HAZMAT, and HAZWASTE laws, rules, regulations, and procedures applicable to the division.
d. Immediately notify the Command HMC&M Program Manager of any violations with
program compliance.
10.19.4.10 Work Center Supervisors
a. Verify Work Center Supervisors and HAZMAT Coordinators complete training per
paragraph 10.19.3.2c.
b. Review and update the work center AUL and route change recommendations through the
HMC&M Supervisor.

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c. Verify shelf life limits are not exceeded on HAZMAT maintained in the work center.
d. Maintain HAZMAT records per paragraphs 10.19.3.3d and 10.19.3.3e.
e. Provide the HMC&M Supervisor with a list of HAZMAT kept in the work center.
f. Periodically, spot check work in progress to verify personnel are only using approved
HAZMAT and PPE.
g. Notify the HMC&M Supervisor before establishing new HAZWASTE streams or
HAZWASTE collection points.
h. When a fluid servicing equipment, such as a pump and metering unit (PMU) is being filled,
the Work Center Supervisor, CDI or Work Center HAZMAT Coordinator must be present to verify
the correct fluid is used to fill the PMU.
10.19.4.11 Work Center HMC&M Coordinators
a. Assist the Work Center Supervisor in complying with the HMC&M Program.
b. Attend maintenance department or division HMC&M meetings.
c. Maintain an inventory of HAZMAT required to be in the work center and ensure shelf life
has not expired.
d. Verify all HAZMAT used is on the work center AUL.
e. Maintain a supply of HAZMAT spill materials in the work center.
f. Conduct a weekly inspection of work center HAZMAT and HAZWASTE sites. Inspections
will be documented in a written or electronic log spanning a minimum of 12 months of inspections.
g. Verify HAZMAT and HAZWASTE containers are inventoried, labeled, segregated, and freeof corrosion and leakage.
h. Notify the HMC&M Supervisor when HAZWASTE collection drums or containers are full.
i. Maintain the HAZWASTE Generation Log per paragraph 10.19.3.3f.
j. Prepare documentation for each container of HAZWASTE per paragraph 10.19.3.5.
k. When a PMU is being filled, the Work Center Supervisor, CDI or Work Center HAZMAT
Coordinator must be present to verify the correct fluid is used to fill the PMU.

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10.20 Intermediate Level (I-level) Component Repair Optimization (NAMPSOP)
10.20.1 Referencesa. NAVSUPINST 4423.29, Navy Uniform Source, Maintenance and Recoverability (SMR)
Codes.
b. NAVAIRINST 4423.12, Assignment and Application of Uniform Source, Maintenance andRecoverability Codes.
c. NA 00-25-8, Business Rules for the Assignment of Work Unit Codes and Type Equipment
Codes
10.20.2 Introduction
10.20.2.1 This NAMPSOP is applicable to all Navy and Marine Corps intermediate level
maintenance activities (IMA).
10.20.2.2 Periodic reviews of component repair rates and the accuracy of the Individual
Component Repair List (ICRL) are key elements to an IMA achieving optimal productivity and cost
efficiency. The ICRL is the primary reference for components processed through Aeronautical
Material Screening Unit (AMSU) or Joint Aviation Screening Unit (JASU). Accuracy of the ICRL
is critical to ensuring AMSU or JASU either inducts a component into the correct IMA work center
for repair or expeditiously processes it for shipment to depot repair activities.
10.20.2.3 The COMNAVAIRFOR NIIN Analysis Tool (NAT), COMNAVAIRFOR Optimizing
our Intermediate Maintenance Activity ICRLs (Optima), and the COMNAVAIRFOR Combined
ICRL (Cmb-ICRL) are resources managed by COMNAVAIRPAC (Code N422) to assist IMAs
with reviewing their component repair capabilities and ICRL. These tools can be downloaded fromthe CNAP SharePoint.
a. The NAT enables comparison of the RFI rate of all IMAs, by NIIN. COMNAVAIRPAC
N422 updates the NAT quarterly to provide activities with current data for conducting Component
Repair Reviews.
b. Optima combines data from One Touch, OOMA Baselines, DECKPLATE Level II Repair
Data, and local AVDLR Stock Inventory data. Optima enables IMAs to:(1) Identify common ICRL data errors.
(2) Validate site entered SM&R Codes against NAVSUP One Touch, ICRL WUC/TEC andSRC Card NALCOMIS IMA data and OOMA Baseline.
(3) Provide visibility of Stocked Items without ICRL data on file.
c. The Cmb-ICRL is a compilation of ICRL extracts from all IMAs. The Combined ICRL
enables IMAs to:(1) Determine the appropriate work center to induct components not listed on their ICRL by
searching the component’s NIIN or part number (P/N) for the work center assignment used by otherIMAs.

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(2) Compare their repair capability to other IMAs.
(3) Determine repair and return opportunities.
(4) Find the name and e-mail address of the MMCO, MMCPO, ICRL Manager and
NALCOMIS Maintenance Database Administrator (DBA) of all IMAs.
(5) Compare local ICRL data to One Touch to verify the accuracy of CAGE, P/N, NIIN, andSM&R code entries on the ICRL, and to determine if there are mismatches between One Touch andthe ICRL.
10.20.3 Component Repair Review and ICRL Validation
10.20.3.1 Periodicity. A Component Repair Review and ICRL Validation must be completed
twice per year, during May and November. CVN and L-Class AIMDs will perform reviews inaccordance with pre-deployment milestones.
10.20.3.2 Component Repair Review Procedures
a. Generate an Improvement Opportunities Report from the NAT by selecting the fiscal year
under consideration, entering the activities ORG code, and an asterisk (*) for the work center.
Review the report, investigate constraints to productivity, and annotate the report with the findingsof the investigation.
NOTE: The RFI comparison percentage default setting for the Improvement Opportunities
Report is 15 percent, which may be changed by the user.
b. Use the COMNAVAIRFOR Cmb-ICRL to compare repair capability to other IMAs.
Procedures:(1) Check A1/X1 item NIINs to see if they are listed by another IMA as C1/C3. If so,
research the potential to improve repair capability.
(2) Check SM&R codes in site NALCOMIS data for missing SM&R codes or different
SM&R Codes than those listed in One Touch.
(3) After review, submit the ICRL data to COMNAVAIRPAC using the automatedprocedures found within the Combined ICRL program.
c. Submit SM&R Code Change Requests for items repaired with an SM&R Code of PAOOO(Repair and Dispose of at the O-level), PAODD (No I-level Repair Authorized) or PA_ZZ (NoRepair Authorized). SM&R Code Change Requests will be sent to the TYCOM Aircraft or
Equipment Class Desk via JDRS per the procedures of NAVAIRINST 4423.12A. Status ofpreviously submitted SM&R Code Change Requests will also be reviewed during the Component
Repair Review.
d. The AIRSpeed Continuous Process Improvement (CPI) Team will evaluate the accuracy of
TRR and Buffers for components that entered EXREP status at any time during the 6 month period.
10.20.3.3 ICRL Validation Procedures

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a. Each work center must conduct a semi-annual review of each ICRL data field for accuracy
and conformance with the data field requirements of paragraph 10.20.3.4.
NOTE: Corrections to component data (Nomenclature, NSN, P/N, CAGE Code, FGC, work
center assignment, COG, etc.) do not require an ICRL Change Request (Figure
10.20-1). Corrections must be submitted to the ICRL Manager by memorandum or
email, citing the specific reference for the correct data.
b. Use the COMNAVAIRFOR Combined ICRL to compare repair capability to other IMAs foritems with a CC of A1. Any A1 item listed by another IMA as C1 will be investigated for the
potential to improve the repair capability.
c. Review at least 50 percent of the X1 CC (Repair Not Authorized) items listed on the ICRL
during the May review and the remaining items during the November review. Procedures:level.

(1) Validate that the SM&R Code for the item does not assign any repair capability to the I-(2) Research the COMNAVAIRFOR Combined ICRL to determine if any other IMA isrepairing the item and contact the repairing IMAs for information on the repairs they are able toperform.
NOTE: The X1 CC review may be broken into more frequent segments (monthly orquarterly) as long as 100 percent of X1 items are reviewed each year.
d. Review status of resolving deficiencies causing CCs of X2, X3, or X6.
e. Process ICRL Change Requests (Figure 10.20-1) for addition or deletion of items, andchanges to CCs when reducing capability. Where possible, batch similar add/change/deletions
together with a list attached to a single ICR Form when they are similar in nature, for example
deletion of all ICRL Records associated with a TMS aircraft no longer supported.
NOTE: An ICRL Change Request is not required for addition of C1 or C3 capability code
items. Input C1 and C3 updates to NALCOMIS immediately.
10.20.3.4 ICRL Data Field Procedures
NOTES: 1. One Touch Support must be used as the reference for P/N, CAGE, NIIN andother supply related content such as COG, MCC, FSC, SM&R, etc.
(https://www.onetouch.navy.mil/).
2. Only components such as AVDLRs (7R COG) and FLRs (MCC D) will be listed in
the ICRL. The ICRL will not contain end items, for example aircraft engines andsupport equipment.
a. PART NO. Enter P/N of the component. Ensure all elements of the P/N are entered, forexample, dashes and slashes.
b. CAGE. Enter CAGE Code used with the P/N. A specific P/N may have multiple CAGE
Codes.

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c. WUC. Enter WUC (up to 32 alphanumeric characters) that identifies the P/N. All repairable
items must list the WUC specified in the DECKPLATE WUC Baseline Report. If a WUC cannot
be determined, submit a Baseline Trouble Report (BTR) per paragraph 10.9, Naval Aviation
Maintenance Discrepancy Reporting Program (NAMDRP).
d. TEC. Enter TEC applicable to the end item. A specific P/N may have multiple TECs. Only
enter TECs for TMS directly supported. If the IMA supports multiple TECs that use the same
component, all applicable TECs must be listed.
NOTE: Per NA 00-25-8, the OOMA Baseline and DECKPLATE are the authoritative
sources for TECs and WUCs. DECKPLATE must be used to verify the correct TEC
and WUC for CAGE-P/N.
e. SRC IND. Enter A, E, M, or S for those items requiring a history record or card. A =ASR/AESR, E = EHR, M = MSR, and S = SRC. Leave blank if no history record or card isrequired.
NOTE: A, E, M or S can only be entered in the ICRL SRC Indicator after the NALCOMIS
Master Record File (MRF) for that NIIN has been annotated with Scheduled
Removal Applicability. Contact Supply Department Technical Research Unit (TRU)
ICRL Representative to update the MRF data.
f. CC. Enter CC, which reflects the IMAs repair capability for the P/N. Refer to ICRLCapability Codes (Figure 10.20-2) for specific descriptions.
g. WC. Enter the work center designated as having repair or test and check capability.
h. SM&R. Enter SM&R Code for the specific P/N, CAGE Code, and NIIN as identified by One
Touch Support (https://www.onetouch.navy.mil/).
NOTE: NAVSUPINST 4423.29A provides information on SM&R Code composition andspecific information for Supply and Maintenance personnel. NAVAIRINST
4423.12A provides direction on submission of SM&R Codes Change Requests.
i. NOMENCLATURE. Enter a brief description of the item using the same nomenclature as
One Touch Support (https://www.onetouch.navy.mil/).
j. COG-MCC-FSC-NIIN-SMIC. Enter COG, MCC, FSC, NIIN, and SMIC as identified by
One Touch Support (https://www.onetouch.navy.mil/).
k. TCC. Enter IMAs anticipated repair CC. ICRL Capability Codes (Figure 10.20-2) defines
CCs. ICRL Requirements for Target Capability Codes (TCCs) and Target Capability Code Dates(TCC DTs) (Figure 10.20-4) provide guidelines for assigning TCCs.
l. TCC DT. Enter the Julian date, which approximates when the TCC will be achieved, not toexceed 180 days. ICRL Requirements for TCCs and TCC DTs (Figure 10.20-4) provides specificcriteria.

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NOTE: TCC is an anticipated future repair capability that is different from the current CC.
TCC and CC are never the same. If no change in current capability is anticipated,
TCC and TCC DT remain blank.
m. ICRL UPDATE DT. Date is automatically updated when information is changed.
n. LOCAL USE. Entries in this column represent nonstandard data of significance only to therepair facility, on whose ICRL they appear, for example, to flag P/Ns, which are marked “Repair
and Return” to other repair facilities, special notes, or to enter a repair capability based on use of the
Huntron Tracker or Pin Point Program.
10.20.4 Responsibilities
10.20.4.1 NAVAIR Program Officesa. Perform a yearly review of the NAT to determine if IMA production conforms to the
Maintenance Plan, specifically the SM&R Code and the planned overall I-level RFI Rate.
b. Produce a Planned I-Level Capabilities listing that can be compared to current I-Level
Capability by site, and provide the list to IMAs.
c. Coordinate with the responsible Program Office to correct deficiencies in SE, ATE, or otheracquisition or engineering related factors that are constraining productivity.
d. Coordinate with COMNAVAIRFOR N422 in prioritizing Program Related Logistics (PRL)
funding for IMA performance improvement.
10.20.4.2 COMNAVAIRPAC (N422)
a. Produce the Cmb-ICRL, NAT, and Optima programs. Post on CNAP SharePoint anddistribute via SAFE to deployed activities.
b. Prior to each T/M/S aircraft Cost War Room review, search the NAT and create a list of
potential productivity degraders of those items with:(1) RFI rates 15 percent or more lower than the highest performing IMA with a particularemphasis placed on the T/M/S Aircraft Top Degraders List.
(2) X1 CCs miscoded per the SM&R Code.
(3) X2, X3 and X6 CCs over 30 days old.
10.20.4.3 Maintenance Officer (MO)a. Publish a local command procedure (LCP) per Appendix D to specify additional procedures
and responsibilities for accomplishing reviews, such as AIRSpeed Team involvement, timeline, andformat for reporting the outcome of the review.
b. Designate the MMCO/PCO as the Component Repair Program Manager. Designation will
be in writing via ASM.

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c. Review Component Repair Review and ICRL Validation results and direct any changes
deemed necessary to most effectively provide I-level support.
d. Review SM&R Code Change Requests before submission in JDRS.
10.20.4.4 Supply Officer
a. Assist the MO in developing LCPs per Appendix D, if needed, to specify additional
procedures for the Supply Department.
b. Assign, in writing, a Supply ICRL Program Representative to manage Supply Department
responsibilities for the ICRL.
10.20.4.5 Assistant Maintenance Officer (AMO)
a. Validate requests to change CC to X3 (lack of technical skills). Before approving CC X3,
verify the skill shortfall cannot be mitigated internally or with TYCOM or MAW assistance.
b. Verify required NECs and schools or OJT.
NOTES: 1. Requests to downgrade capability to X3 must have a TCC and TCC DT. If theEnlisted Distribution Verification Process shows personnel with that NEC or MOS
reporting in the future, or a technician has been slated to report to a school toacquire the NEC or MOS, the date the technician reports or becomes available fromschool will be the TCC DT (Figure 10.20-2 and Figure 10.20-4).
2. Technical skills deficiencies must be reported in the activities Personnel Situationand Management, Enlisted Manning Inquiry, or Unplanned Loss Reports (orMarine Corps equivalents) per paragraph 3.3.1.j.(4).
10.20.4.6 Maintenance Material Control Officer (MMCO) or Production Control Officer(PCO)
a. Be responsible to the MO for maintaining optimal component repair productivity andverifying the accuracy of the ICRL.
b. Conduct an audit of the Component Repair Program within 60 days of assignment andannually thereafter per 10.7.3.8.
c. Designate an ICRL Manager to assist with managing the ICRL. Designation will be inwriting via ASM. To facilitate continuity for at least one complete review cycle, the ICRLManager will be assigned for a minimum of one year. The ICRL Manager must be E-5 or above
and skilled in technical research using the following websites:(1) DECKPLATE (https://deckplate.navair.navy.mil/#/)(2) One Touch Support (https://www.onetouch.navy.mil/)(3) COMNAVAIRPAC and COMNAVAIRLANT SharePoint:(https://cpf.navy.deps.mil/sites/cnap/default.aspx and https://usff.navy.deps.mil/sites/cnal)

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d. Conduct Component Repair Review and ICRL Validations per 10.20.3 and provide a written
report to the MO with a summary of findings, to include:(1) Actions taken on items with RFI rates that are 15 percent lower than the highest RFI ratein the NAT(2) Justifications for additions/deletions of components and changes to CC(3) SM&R Code Change Requests(4) BCM trend reports and findings(5) Division Officer reports on actions taken to improve productivity paragraph 10.20.4.14de. Debrief Production Control and Division Officers on the results of the Component Repair
Review and ICRL Validationf. Act as final approver for ICRL Change Requests (Figure 10.20-1)
g. Review and verify that SM&R Code Change Requests are prepared per the procedures of
NAVAIRINST 4423.12, prior to forwarding to the MO.
10.20.4.7 ICRL Manager
a. Complete the IMA Production Control Procedures course (C-555-0043).
b. Complete the ICRL PQS available on MyNavyPortal NAVEDTRA 43402.
c. Be responsible to the MMCO for the maintenance of the ICRL.
d. Provide ICRL data required for Component Repair Reviews.
e. Provide training on ICRL data fields, use of references for validating data, procedures forannotating corrections, and procedures for submitting ICRL Change Requests to Work Center
Supervisors, and Work Center ICRL Program Petty Officers, upon their initial assignment.
f. Coordinate the completion of ICRL Change Requests (Figure 10.20-1) with the Work Center
Supervisor and assign a tracking number.
g. Prior to making changes or corrections to the ICRL, verify the component data is accurate
using One Touch Support (https://www.onetouch.navy.mil).
h. Coordinate the completion of ICRL Validations with the Work Center Supervisor:(1) Provide each Work Center ICRL PO/NCO with a copy of their portion of the ICRL andassign a due date for completing the review.
(2) Hold annual refresher training for Work Center ICRL POs or NCOs on the ICRL data
fields and how to use the references for validating data. Provide direction on the manner forannotating corrections and for submitting ICRL Change Requests.
(3) Upon completion of work center validations, conduct a meeting to include a Production
Control Representative (E-6 or above), Work Center Supervisor, Work Center ICRL Program PO

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or NCO, Supply ICRL Program Representative, and an AMSU or JASU representative to review
and validate the recommended changes.
(4) After validating work center inputs, forward ICRL Change Requests to Production
Control for review prior to forwarding to the MMCO for approval.
i. Take action on ICRL Error messages. As AMSU or JASU inducts components, the W/C,
WUC, TEC, CAGE Code, and P/N blocks data fields from the turn in WO are compared to the
ICRL. When these data elements do not match, an ICRL Error Mailbox message is created. If the
ICRL is correct and the WO documentation is wrong, the ICRL Manager will delete the ICRL Error
message and have the NALCOMIS DBA correct the WO. If the ICRL is incorrect, the ICRLManager will correct the discrepancy, or initiate an ICRL Change Request.
j. Maintain a program file to include:(1) POCs.
(2) Program correspondence and message traffic.
(3) References and cross-reference locator sheets for program information.
(4) Results of the most current CSEC audit.
(5) Paper or CD copy of the current ICRL.
(6) Copies of ICRL Change Requests (Figure 10.20-1) and supporting data. Maintaincopies on file for a minimum of 1 year after final action.
year.

(7) Copies of ICRL Validation Reviews must be maintained on file for a minimum of one

10.20.4.8 Production Control
a. Coordinate Division Component Repair Reviews with ICRL Manager.
b. ICRL Change Requests before forwarding to the MMCO for approval.
10.20.4.9 NALCOMIS DBA
a. Issue the special maintenance qualification (SMQ) for incorporating ICRL changes only to
the ICRL Manager.
b. Register as the Activity DBA on the COMNAVAIRFOR Combined ICRL SharePoint.
c. Quarterly, forward an ICRL extract to COMNAVAIRPAC N422 for building the
COMNAVAIRFOR Combined ICRL. COMNAVAIRPAC N422 promulgates extract submission
times and procedures via naval message.
d. Assist with Component Repair Reviews. Enter the NIINs of repaired components into the
COMNAVAIRFOR NAT and provide the MMCO with a list of potential production degraders per
10.20.4.2.b.
10.20.4.10 AMSU/JASU
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a. Initiate an ICRL Change Request (Figure 10.20-1) for P/Ns being inducted for the first time.
Confer with Production Control to determine which work center will receive the inducted item.
b. Verify the P/N and CAGE Code on the incoming component matches the entries on the WO,
and the P/N and CAGE Code entries on the ICRL. Accuracy of P/Ns includes, but is not limited to,slashes and dashes to prevent duplication of P/Ns in the ICRL. If P/N and CAGE Code do notmatch the ICRL, AMSU will submit an ICRL Change Request (Figure 10.20-1)
c. Screen discrepancies against X1 CC items. X1 items with minor discrepancies, for example,
broken/missing knobs or fasteners, will be referred to Production Control to determine if repair ispossible.
10.20.4.11 Supply ICRL Program Representativea. Manage the Supply Department responsibilities for the ICRL, to include assisting withmaintaining accuracy of the ICRL by reviewing Master Record File (MRF) CAGE, P/N, and NIIN
entries.
b. Review ICRL Change Requests (Figure 10.20-1) initiated by AMSU or JASU for accuracyof MRF Data and forward to the ICRL Manager.
10.20.4.12 Division Officers
a. Designate Work Center ICRL Petty Officers or NCOs using the Work Center ICRL Program
Petty Officer Designation (Figure 10.20-3).
b. Review ICRL Change Requests (Figure 10.20-1) and forward to the ICRL Manager.
c. Review SM&R Code Changes and forward to the MMCO or PCO.
d. Review the results of Component Repair Review and ICRL Validations and provide amemorandum to the MMCO outlining actions taken to improve component repair performance andcapability. Specific comment must be made on efforts to resolve X2, X3, and X6 items.
10.20.4.13 Work Center Supervisors
a. Nominate an E-4 or above to the Division Officer for designation as Work Center ICRLProgram PO/NCO.
b. Verify the accuracy of the ICRL Validation before submission to the ICRL Manager.
c. Verify ICRL Change Requests (Figure 10.20-1) before forwarding to the Division Officer for
review. Justifications on change requests must fully explain the reason for the change and theanticipated impacts, including average number of components processed on a yearly basis, current
RFI rate vs. projected RFI rate, and impact to AVDLR and consumables cost.
10.20.4.14 Work Center ICRL Program Petty Officer or NCO
a. Upon initial assignment, receive training from the ICRL Manager on the procedures forreviewing ICRL Validations and submitting ICRL Change Requests (Figure 10.20-1).
b. Conduct ICRL reviews per the direction of the ICRL Manager.
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c. Submit ICRL Change Requests (Figure 10.20-1) to the Work Center Supervisor for review.
d. Keep the Work Center Supervisor current on the status of equipment, tools, facilities, andtech data required for components with X2 and X6 CCs.

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Tracking Number (Assigned by ICRL Manager)
1. Date:Initiating Work Center:

POC:

2. Requested Action:a. Initial Induction Screening

b. AddCurrent CC:

TCC:

TCC Date:c. Delete

d. Capability Code Change:e. COG:

3. Part Data:a. Nomenclature:b. NSN:c. P/N:d. CAGE:

g. WUC:h. TEC:i. SM&R:

j. Logbook Record Type:

4. Demand & Cost Information:

a. Demand last 12 months:

b. RFIs last 12 months:c. BCMs last 12 months:

d. AVDLR net cost per item:e. Total AVDLR cost last 12 months:

Supply ICRL Rep/TRU:

Date:

5. Additional Equipment/Tool Requirements (Required for Additions or CC Changes to X2):
a. Additional Equipment Required:

Requisition Number:

IMRL Manager:

Date:b. Additional Tools Required:

Requisition Number:

TCP Coordinator:

Date:

6. Additional Technical Data Requirements (Required for Additions or CC Changes to X6)
Technical Data Required:

Requisition Number:

CTPL:

Date:

7. Additional Skills Requirements (Required for requests to add capability to change CC to X3)
a. NEC/MOS Requirement:b. School Requirement:

AMO/Manpower Manager:

Date:

8. Division Recommendation and Justification:

W/C Supervisor:

Date:

Branch/Division Chief:

Date:

Division Officer:

Date:

9. Production Control Recommendation:

Production Control Chief:Date:

10. MMCO/PCO: Approved/Disapproved (Circle One)

Remarks:

MMCO/PCO:

Date:

11. ICRL Manager:
a. ICRL Updated:b. NALCOMIS OIMA Updated:

ICRL Manager:

Note: Bold areas of ICRL Change Request Indicate requirement to sign and date.
Figure 10.20-1: ICRL Change Request (Example)

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ICRL CAPABILITY CODES
C1 - Capable of Repair. This code identifies items for which normal failures can be repaired andtested, and Ready For Issue (RFI) certification performed. C1 will be assigned for all items forwhich the Source, Maintenance, and Recoverability (SM&R) Code indicates repair should be
performed by the activity unless there is a deficiency in equipment (X2), skill (X3) or technicaldata (X6) that prevents repair.
C3 - Limited Repair. This code identifies items for which the normal range of repair cannot be
accomplished. However, repair to some extent beyond test and Ready For Issue (RFI) certification
can be performed. Example: The IMA is capable of landing strut repair, to include replacement ofout-of-tolerance bearings. However, the bearing press is not working, which prevents the repair oflanding struts with out-of-tolerance bearings.
A1 - Check and Test Only. This code identifies items, which can be tested for range of common
failures, but cannot be repaired at the activity.
M1 - Assemble/Manufacture. This code identifies material, which can be assembled or fabricatedby the I-level activity.
R1 - Repair and Return to Originating Activity. This code identifies components that areautomatically and routinely sent from one shore I-level activity to another shore I-level activity forrepair and return. This code can only be used with Work Center 05A.
X1 - Repair Not Authorized. This code indicates the activity is not authorized to repair thecomponent. This code is equivalent to BCM 1 and indicates that the I-level activity is not
authorized to repair the component. X1 will not be used for field level repairable equipment (seeX-9) or lack of SE, technical data, technicians, or training (see X-8).
X2 - Lack of Authorized Equipment/Tools/Facilities. This code indicates authorized equipment,
tools, or facilities are not available. This code must always be accompanied by a Target Capability
Code (TCC) and a Target Capability Code Date (TCC DT).
X3 - Lack of Required Technical Skills. This code indicates required skills are not available. This
code must always be accompanied with a TCC and a TCC DT.
X6 - Lack of Technical Data. This code indicates repair cannot be accomplished due to lack ofmaintenance manuals, drawings, test program disk/tape, test program instruction, etc., which
describe detailed repair procedures and requirements. A TCC and a TCC DT must always
accompany this code.
X8 – Administrative/Repair Prohibited by Higher Authority. This code identifies I Level
Repairable material, SM&R Coded F, G or H in 4th Position, that cannot be repaired at this IMA.
Example: H-60 Component inducted at non H-60 Supporting IMA. Use R1 however, if
component is normally sent R&R. This code can only be assigned with Work Center 05A.
Figure 10.20-2 (page 1): ICRL Capability Codes

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NOTE: X8 is not available for use until OIMA is modified.
X9 - Field Level Repairable (FLR) without repair potential. This code identifies FLR material
where repair will not be attempted, FLRs where repairs are attempted must be assigned C1/C3.
This code can only be assigned with Work Center 05A.
NOTE: X9 is not available for use until OIMA is modified.
Z1 - Consumable Material. This code identifies material assigned SM&R Code with ZZ in the
fourth and fifth positions or B in the fourth position for which a repair program has not beenplanned but a capability exists to repair a limited range of failures, or for which the I-level activity
is capable of performing a servicing function, for example, flushing or cleaning.
D1 - Full D-Level Capability. This code identifies items for which the full range of failures can becompletely repaired, reworked, or overhauled. This code signifies an activity as being a DRP.
D3 - Partial D-Level Capability.

Figure 10.20-2 (page 2): ICRL Capability Codes

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From:
Division Officer
To:(Work Center ICRL Petty Officer/NCO)

Subj

WORK CENTER ICRL PETTY OFFICER/NCO DESIGNATION

Ref:(a) COMNAVAIRFORINST 4790.2

1. You are assigned as the Work Center ____________ ICRL Petty Officer/NCO and must perform your duties perreference (a). Your duties will include, but are not limited to the following:a. Be responsible for the proper upkeep of work center ICRL.

b. Attend training as directed by the ICRL Manager.

c. Research all items listed in the ICRL using applicable IPBs and One Touch Support at(https://www.onetouch.navy.mil) to ensure all data entered is complete and accurate.

d. Ensure ICRL reviews are complete by the due date assigned by the ICRL Manager.

e. Ensure all items with capability codes X2 and X6 have the required materials on order and provide
documentation to the Work Center Supervisor and the Program Manager.

2. I certify that I have read and understand the responsibilities of the assigned billet and will perform the duties tothe best of my ability.

Assignee Signature

Date

Division Officer Signature

Date

Original to:
Individual’s Qualification/Certification Record
Copy to: ICRL Manager

Figure 10.20-3: Work Center ICRL Petty Officer/NCO Designation (Example)
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ICRL REQUIREMENTS FOR TARGET CAPABILITY CODES ANDTARGET CAPABILITY CODE DATES
1. Target Capability Codes (TCCs) and Target Capability Code Dates (TCC DTs) apply only to thefollowing capability codes:
X2 - Test equipment/special tools required to perform the maintenance on the component is
not available. The Work Center Individual Component Repair List (ICRL) Petty Officer will
coordinate obtaining required equipment or tools with the Individual Material Readiness List
(IMRL) Manager or Tool Control Program (TCP) Coordinator. Documentation to support therequest for the equipment will be provided by the IMRL Manager by message to the Support
Equipment Controlling Authority requesting the equipment, or a revision, be submitted to add it to
the activities IMRL. If the item is a special tool (non IMRL), the TCP Coordinator must provide a
document number to the Work Center ICRL Petty Officer and ICRL Manager and provide status
updates during the quarterly ICRL review until the tool is received.
X3 - Use when a specific Navy Enlisted Classification (NEC)/Military Occupational Specialty(MOS) is required. If the Enlisted Distribution Verification Process showing personnel with that
NEC/MOS reporting in the future, or a technician has been slated to report to a school to acquire
the NEC/MOS, the date the technician will become available from school will be the TCD.
X6 - When used, the Work Center ICRL Petty Officer must place the required publication onorder through the Central Technical Publications Library (CTPL), or required test program disk,
test program medium, test program instruction, or test program set through the IMRL Manager.
The document number or message DTG must be provided to the ICRL Manager when submittingchanges during semi-annual ICRL review.
2. TCCDTs must not exceed 180 days and will be reviewed and updated semi-annually. During
the semi-annual ICRL review, each Work Center ICRL Program Petty Officer will validate the X2
and X6 document numbers to ensure they are still valid and update as required.
3. When the equipment or technical data is received, the IMRL Manager, TCP Coordinator, or
CTPL will ensure the Work Center ICRL Program Petty Officer is notified so the ICRL changes
can be submitted to the ICRL Manager.
4. The ICRL Manager will update the ICRL as changes are received.

Figure 10.20-4: ICRL Requirements for Target Capability Codes and Target Capability

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10.21 Electrostatic Discharge (ESD) Protection and Electromagnetic Interference (EMI)
Reporting Program (NAMPSOP)
10.21.1 References
a. MIL-HDBK-263B, Electrostatic Discharge Control Handbook for Protection of Electricaland Electronic Parts, Assemblies and Equipment (Excluding Initiated Explosive Devices) (Metric).
b. ANSI-ESD TR 20.20-2016, For the Protection of Electrostatic Discharge Susceptible Items
Handbook for the Development of an Electrostatic Discharge Control Program for the Protection ofElectronic Parts, Assemblies, and Equipment.
c. ANSI/ESD S20.20-2014, For the Development of an Electrostatic Discharge Control
Program for Protection of Electrical and Electronic Parts, Assemblies and Equipment (ExcludingElectrically Initiated Explosive Devices).
d. NAVAIRINST 2400.1A Electromagnetic Environmental Effects and Spectrum
Supportability Policy and Procedurese. NAVAIR 01-1A-23, Standard Maintenance Practices Miniature/Microminiature (2M)
Electronic Assembly Repair.
f. NAVAIR 17-600-193ESD-6-1, Preoperational Checklist, Electrostatic Discharge (ESD)
Protection Devices.
g. MIL-HDBK-773A, Electrostatic Discharge Protective Packaging.
h. NAVSUP Publication 723, Navy Inventory Integrity Procedures.
i. OPNAVINST 3750.6, Naval Aviation Safety Management System.
10.21.2 Introduction
10.21.2.1 Per ANSI/ESD S20.20-2014, improper handling of Electrostatic Discharge Sensitive(ESDS) devices can cause components to fail. Per NAVAIRINST 2400.1, Electromagnetic
Interference (EMI) can cause degraded performance of mission critical systems. To minimize therisk of ESD and EMI damage, this NAMPSOP establishes policy for training, handling, protecting,storing, and transporting of ESDS devices and components, and for the reporting and mitigation of
EMI incidents.
10.21.2.2 NAWC AD E3 Engineering Division is the technical lead for this NAMPSOP and for the
Air Systems Electromagnetic Interference Corrective Action Program (ASEMICAP). The
ASEMICAP Web application (https://asemicap.navair.navy.mil) contains all ANSI/ESD standards
under license from the ESD Association (ESDA) to COMNAVAIRSYSCOM.
10.21.3 Training
Per ANSI/ESD S20.20-2014, personnel training is a critical element in the implementation of an
ESD control program. All personnel that handle, inspect, package, transport, or maintain
Electrostatic Discharge Sensitive (ESDS) items must receive job-specific EMI/ESD initial training.
Initial training must be completed prior to personnel being allowed to handle or independently

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perform maintenance on ESDS items without the supervision of a trained individual. O-level and Ilevel personnel will complete annual refresher training. Depot Level personnel will receive
refresher training on an 18-month cycle.
NOTES: 1. The ASEMICAP Web application (https://asemicap.navair.navy.mil) contains
EMI and ESD training materials.
2. Training from ASEMICAP Fleet Support Specialists (FSS) can be requested
through the ASEMICAP Web application or directly from the local ASEMICAP
FSS.
10.21.3.1 ESDS Component Protection
a. All electronic Weapons Replaceable Assembly (WRAs), Shop Replaceable Assembly(SRAs), and individual solid state electronic components will be considered ESDS items.
b. ESDS items believed to be exposed to ESD or handled without protective equipment will beconsidered not-ready for issue (NRFI) and must be tested prior to being certified ready for issue(RFI).
c. ESDS items not rendered ESD safe per 10.21.3.2. will be handled at ESD Protected Area
(EPA) that complies with the requirements identified in NAVAIR 01-1A-23, WP 004 04-4.6.
d. Uninstalled WRAs and SRAs must have external cannon plugs and connector pins covered
with the provided connector cap or an ESD Cap. If authorized covers are not available, ESD finger
cots or ESD tape can be applied. WRAs, SRAs, and discrete components can be protected by an
inner layer of anti-static pink poly material and an outer layer of static shielding material, or a bagwith both characteristics.
e. Uninstalled SRAs must be protected by an inner layer of anti-static pink poly material that isthen enclosed in an outer layer of static shielding material. Per ANSI/ESD TR20.20-2016, Ch.
20.6, a closed or sealed ESD shielding bag possessing both shield and anti-stat characteristics ispreferred.
NOTE: Approved ESD protective materials and ESD labels are listed on the ASEMICAP
website (https://asemicap.navair.navy.mil).
f. NAVAIR 01-1A-23, WP 004 04 4.7.4 specifies applying an ESD caution label to the outsideof the static shielding material. If ESD caution labels are not available, mark the outside of theshielding material in such a way as to identify that an ESDS item is enclosed.
NOTE: ESD protective materials, for example, conductive caps and anti-static shielding
bags, are a FOD hazard and must be controlled.
g. ESDS items must be placed in ESD safe condition immediately after removal from theaircraft or equipment, and must remain in ESD safe configuration until the time of repair or reinstallation.

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NOTE: ESD safe condition is a condition in which all WRA connectors are covered with ESD
protective materials. SRAs can be considered ESD Safe when placed in protective
packaging per 10.21.3.1e.
h. To minimize the potential for foreign object damage (FOD) to aircraft, only ESD finger cots
or ESD tape will be used when ESDS WRAs are transported to or from flight line or flight deckareas.
i. Prior to storage or shipment, properly protected ESD safe items that require extra protection
from physical damage will be placed in a protective container or wrapped with standard bubble
wrap secured with tape. Affix an ESD caution label to the outside of the package to identify theitem as ESDS.
NOTE: Pink poly bubble wrap, bags, and caps provide physical protection, but do notprovide shielding protection.
j. ESDS items placed in maintenance kits (in-flight troubleshooting kits, squadron pack-up kits,
I-level maintenance assist kits, etc) will be in an ESD safe configuration when not in use.
k. ESDS items turned into the supply system must be ESD protected per this NAMPSOP
l. ESDS items received from the supply system that are not properly ESD protected andpackaged per MIL-HDBK-773A will be reported via a Supply Discrepancy Report (SDR) per
NAVSUP Publication 723.
10.21.3.2 ESD Protected Areas (EPA)
a. EPAs must be identified with signs or posters per NAVAIR 01-1A-23, WP 004 04-4.6.5.
b. EPAs will contain, at a minimum, a properly configured workstation per NAVAIR 01-1A23, WP 004 04-4.6.
c. EPAs must be grounded per NAVAIR 01-1A-23, WP 004 00. In some instances, an EPA orworkstation may have to be configured in such a way as to require direct grounding to the power
ground (aircraft tie down) located within a hangar.
WARNING: FOR PERSONNEL SAFETY, EQUIPMENT MUST BE DE-ENERGIZEDWHEN WRIST STRAPS ARE IN USE.
NOTE: The use of the ESD Earth Ground Checker (EGC), which utilizes the third wire
equipment ground present in almost all AC outlets is an approved ground source,
per ASEMICAP web application at https://asemicap.navair.navy.mil.
d. No prime generators, as defined in NAVAIR 01-1A-23, WP 004 00, will be closer than 24
inches to an EPA.
e. Preoperational checks for EPAs must be performed per NAVAIR 17-600-193ESD-6-1.
Preoperational checks must be documented on an OPNAV 4790/52 Preoperational Inspection
Record.

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NOTE: Non-2M EPAs are exempt from 28-day conditional inspection requirements because28-day conditional checks and cleaning are part of the preoperational check.
f. O-level activities that remove or replace SRAs or components within WRAs must have an
EPA, or, at a minimum, an ESD Field Service Kit.
(1) When practical, portable ESD field service kits will be used when removing or replacing
individual SRAs or components onboard aircraft during in-flight or ground maintenance.
Personnel, work mats, and wrist straps must be grounded against the aircraft frame during
maintenance on ESDS items.
(2) Squadron detachments deployed aboard air capable ships must have, at a minimum, aportable ESD workstation for use as an EPA.
NOTE: When an ESD field kit is not practical while performing maintenance on aircraft, thetechnician will use a wrist strap connected to the aircraft structure or achieve anequipotential grounding status by contacting the aircraft structure.
g. Supply Departments and Material Control must have access to an EPA, or a portable ESD
workstation. Supply Department and Material Control personnel must receive job-specific training
on handling ESDS items, per 10.21.3.
10.21.3.3 EMI Incident Reporting
NOTE: EMI incident reporting is applicable only to O-level activities operating aircraft.
a. When EMI incidents occur, ground maintenance personnel will receive a debrief from theaircrew as soon as possible to collect operational circumstances and flight effects of the incident.
b. A NAMDRP Hazardous Material Report (HMR), paragraph 10.9.3.8, will be submitted
whenever material failure is suspected to be the cause of an EMI incident. EMI incidents will also
be reported as a Hazard Report (HAZREP) if they meet the conditions of OPNAVINST 3750.6S,
CH. 5 SECTION 503 b. and j. NAWC AD E3 Engineering Division will be included on the reports
in order to provide information concerning the incident to ASEMICAP.
10.21.4 Responsibilities
10.21.4.1 Type Wing
Publish a lesson guide or presentation for T/M/S job specific EMI and ESD training per paragraph10.21.3 if training on the ASEMICAP Web application is not sufficient to cover T/M/S
requirements.
NOTE: Marine Corps Training and Education Command (TECOM) will publish training for
Marine activities, if required.
10.21.4.2 Maintenance Officer (MO) or Production Officera. Publish Local Command Procedures (LCPs) per Appendix D, if required to specify T/M/S orother command directed actions for EMI/ESD not addressed in this NAMPSOP. O-level LCPs mustbe submitted to the Type Wing or Marine Aircraft Wing for consideration of a Wing LCP.

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b. Designate an ESD Protection and EMI Reporting Program Manager. Designation will be inwriting via ASM (O and I-level) or SME listing (Depot FRC).
10.21.4.3 Supply Officera. Publish an LCP, if required to specify T/M/S or other command directed actions for EMI or
ESD not addressed in this NAMPSOP.
b. Designate a Supply Department ESD Protection Coordinator (10.21.4.5). Designation will
be in writing via ASM (O and I-level) or SME listing (Depot FRC).
10.21.4.4 ESD Protection and EMI Reporting Program Manager
a. Perform an audit of the program within 60 days of assignment and annually thereafter per
paragraph 10.7.3.8.
b. Remain current in ESD protection requirements of the references listed in paragraph 10.21.1.
c. Publish a lesson guide based on information in MIL-HDBK-263B, ANSI/ESD S20.20-2014
and the ASEMICAP Web Application (https://asemicap.navair.navy.mil) if training on the
ASEMICAP Web application is not sufficient to cover the activity’s requirements.
d. Provide initial and annual refresher ESD training per paragraph 10.21.3.1. If available,
ASEMICAP FSS unit training may be used for initial and annual refresher training.
e. (Activities operating aircraft) Remain current on EMI problem historical data in ASEMICAPEMI Problem Database (https://asemicap.navair.navy.mil) for the T/M/S aircraft maintained.
f. (Activities operating aircraft) When EMI is suspected, interview aircrew and maintenancepersonnel, and coordinate completion of the EMI Incident actions of paragraph 10.21.3.3.
g. Maintain a program file to include:(1) POCs.
(2) Program related correspondence.
(3) References and cross-reference locator sheets.
(4) Most current Computerized Self Evaluation Checklist (CSEC) self-audit and QA
Program Monitor audit.
(5) The most current ASEMICAP website (https://asemicap.navair.navy.mil) list of EMI
problems related to T/M/S aircraft maintained.
10.21.4.5 Supply Department ESD Protection Coordinatora. Be responsible to the Supply Officer for implementing the program.
b. Remain current in ESD protection requirements referenced in paragraph 10.21.1 and the
ASEMICAP website (https://asemicap.navair.navy.mil).

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c. Provide initial and annual ESD protection refresher training to Supply Department personnel
per paragraph 10.21.3.
d. Periodically spot check work area reviews to verify sufficient ESD protective materials areavailable and utilized, and EPAs are maintained per paragraph 10.21.3.1 and 10.21.3.2.
e. Periodically inspect ESDS items that have been prepared for shipment to verify the
packaging requirements of MIL-HDBK-773A are being followed.
f. Maintain a program file to include:(1) POCs(2) ASM Completion report or local training roster of Supply personnel who havecompleted ESD protection training(3) Program related correspondence(4) References and cross-reference locator sheets
10.21.4.6 Quality Assurance (QA) Officera. (O and I-level) Designate an avionics Quality Assurance Representative (QAR) as the ESD
Protection and EMI Reporting Program Monitor. Designation will be in writing via ASM.
b. (Depot FRC) Designate a Quality Assurance Specialist (QAS) as the ESD Protection and
EMI Reporting Program Monitor. Designation will be in writing via the SME listing.
10.21.4.7 QA ESD Protection and EMI Reporting Program Monitor
NOTE: Other QARs or QA Specialists may monitor the program, but the designated QA
ESD Protection and EMI Reporting Program Monitor must perform the annual
program audits.
a. Perform audits per paragraph 10.7.3.7.
b. Provide ESD protection or and EMI reporting training applicable to their areas of
responsibility to all QARs or QA Specialists.
c. Coordinate with the QA of the discrepant activity to resolve packaging, handling, andtransportation discrepancies.
10.21.4.8 Division Officers
If applicable, include ESD protection and EMI reporting during Division Officer Work Center
audits per paragraph 10.7.3.9.
10.21.4.9 Work Center Supervisors
a. Perform spot checks of equipment, and work in progress to verify compliance with the ESD
Protection and EMI Reporting Program.
b. Verify ESDS items are being properly packaged for turn-in per paragraph 10.21.3.1.

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c. Submit SDRs on improperly protected ESDS items received from supply per paragraph10.21.3.1l.
d. Ensure personnel receive initial ESD protection training prior to being allowed to handle orindependently perform maintenance on ESDS items without the supervision of a trained individual.
e. Coordinate with the ESD Protection and EMI Reporting Program Manager for initial andannual refresher training of work center personnel.
f. Periodically spot check parts shelves and bins to verify ESDS items are in proper protective
packaging when AWM, AWP, or in long term local storage.
10.21.4.10 Maintenance Personnel
Comply with ESD protection requirements while handling or performing maintenance on ESDS
items.
10.21.4.11 Material Control Division Personnel
Verify retrograde ESDS items are properly packaged before accepting them from work centers per
paragraph 10.21.3.1.

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10.22 Miniature/Microminiature (2M) Program (NAMPSOP)
10.22.1 Referencesa. NAVAIR SE-004-PQS-000, Certification Manual for Miniature/Microminiature(2M)/Module Test and Repair (MTR) Program.
b. NAVAIR 01-1A-23, Standard Maintenance Practices Miniature/Microminiature (2M)
Electronic Assembly Repair.
c. NAVAIR 17-15-99, PRC-2000-2M System, Electronic Rework Power Unit.
d. NAVAIR 17-600-193-6-2, Periodic Maintenance Requirements Manual, PACE Soldering
Station, PACE Incorporated.
10.22.2 Introduction
10.22.2.1 The Miniature/Microminiature (2M) Program establishes requirements for training andcertification and recertification of 2M Repair Technicians and 2M activities.
10.22.2.2 The complexity of electronic assemblies and the sensitivity of their components tophysical and electrical overstress requires repairs be performed by formally trained and certified 2M
Repair Technicians at designated 2M activities. NAVAIR SE-004-PQS-000 contains the combined
NAVAIR AND NAVSEA 2M certification and recertification requirements, and provides guidance
for managing and monitoring 2M repair facilities and technicians.
10.22.2.3 COMFRC FST HQ manages aviation 2M program requirements. The In-Service
Engineering Activity (ISEA) responsible for the Navy’s 2M program is COMMANDER, CRANEDIVISION, NAVAL SURFACE WARFARE CENTER, CODE GXST, BLDG 3287E, 300 HWY361, CRANE IN 47522-5001, DSN 482-1510 or COMM (812) 854-1510.
10.22.3 Requirements
10.22.3.1 2M Repairs
2M repairs will be performed only by activities designated 2M capable by their ACC or TYCOM.
10.22.3.2 2M Technician Certificationa. Miniature repair certification requires completion of the Miniature Electronics Repair Course(A-100-0072).
b. Microminiature repair certification requires completion of the Miniature Electronics Repair
Course (A-100-0072) and the Microminiature Electronics Repair Course (A-100-0073).
NOTE: 2M Certification Identification Cards will be issued upon completion of the initialcourse and upon completion of each recertification.
10.22.3.3 2M Technician Recertifier
a. Must be E-5 or above with Navy NEC 9503, or Marine MOS 6423 (military only), or
civilian equivalent.

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b. Meet NAVAIR SE-004-PQS-000 requirements.
c. Be designated as a Micro-miniature Collateral Duty Inspector (CDI) per Chapter 7
10.22.3.4 Recertification
a. 2M Technicians, 2M Technician Recertifiers, and CNATTU 2M Instructors must berecertified every 18 months.
b. Recertification must be conducted and documented per NAVAIR SE-004-PQS-000.
NOTE: Activities without assigned 2M Technician Recertifiers will request recertificationfrom the nearest activity with 2M Technician Recertifiers.
10.22.3.5 2M Workstations
a. 2M workstations must conform to the requirements specified in NAVAIR 01-1A-23 andNAVAIR SE-004-PQS-000.
NOTE: Due to the complex nature of certain electronic systems and the advancement of newtechnologies, specialized 2M equipment may be used, if approved by the NAVAIR
2M Program Manager COMFRC FST HQ in writing, prior to use.
b. I-level 2M workstations will be fully outfitted as specified in NAVAIR SE-004-PQS-000,
Appendix F, including consumables.
c. D-level 2M facilities will maintain at least one fully outfitted micro workstation andminiature workstation, with consumables locally accessible. Other 2M workstations used daily by
D-level artisans will only be outfitted with what is needed for their workload.
d. 2M workstations will be maintained per NAVAIR 17-15-99 and NAVAIR 17-600-193-6-2(as applicable).
10.22.3.6 2M Facilities
a. 2M facilities must meet the certification requirements specified in NAVAIR 01-1A-23 andNAVAIR SE-004-PQS-000.
b. D-level Safety Departments must verify medical evaluations and industrial hygiene surveys.
Safety Department verification of 2M facilities must be obtained whenever the industrial hygiene
survey expires or the 2M Work Center is relocated.
10.22.4 Responsibilities
10.22.4.1 COMNAVAIRFOR and NAVAIR Aviation Maintenance Management Teams(AMMT)
a. Validate and certify 2M repair sites in compliance with NAVAIR 01-1A-23 and NAVAIR
SE-004-PQS-000 2M program requirements during the site’s Aviation Maintenance Inspection(AMI).

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b. The COMNAVAIRFOR AMMT will perform certifications for all Navy and Marine Corps
aviation 2M sites not assigned to NAVAIR.
c. The NAVAIR AMMT 2M Evaluator will perform certifications for D-level 2M maintenancefacilities and other NAVAIR activities.
d. Report 2M repair site certifications in the 2M database per NAVAIR SE-004-PQS-000.
NOTE: Per NAVAIR SE-004-PQS-000, paragraph 3-13, a site recertification is required if a
2M workstation is relocated to a different room, building, or MF. 2M repair sites
may request an interim certification in advance of their next AMI by submitting amessage or letter to their AMMT with a copy of an Industrial Hygiene Survey
meeting the requirements of NAVAIR 01-1A-23. The Industrial Hygiene Survey
should be conducted on the new facility prior to moving the equipment, to verify the
new site meets the requirements of NAVAIR 01-1A-23.
10.22.4.2 Maintenance Officer (MO)a. Designate a senior technician possessing Navy NEC 9526 or Marine MOS 6423 as the 2M
Program Manager (normally the 2M Work Center Supervisor). Designation will be in writing via
ASM (O and I-level) or SME Listing (Depot FRC).
NOTE: D-level Program Managers do not have to possess Navy NEC 9526 or Marine MOS
6423, but must be qualified in 2M procedures.
b. Designate 2M Technician Recertifiers. Designation will be in writing via ASM.
c. Publish a local command procedures (LCP) per Appendix D, if required to address any 2M
procedures not covered in this NAMPSOP.
10.22.4.3 Program Manager
a. Perform a program audit within 60 days of assignment as Program Manager and annually
thereafter, per paragraph 10.7.3.8.
b. Coordinate corrective action of program audit discrepancies.
c. Maintain a program file to include:(1) List of 2M certified technicians, including name, rate, work center, certification level,
date of last certification/recertification, next recertification due date, and projected rotation date(2) Copies of 2M Certification Identification Cards for all qualified technicians(3) List of 2M workstations per NAVAIR SE-004-PQS-000, Appendix F, including
equipment location and serial numbers(4) POCs(5) Program related correspondence and message traffic(6) References or cross-reference locator sheets

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(7) Most current Computerized Self Evaluation Checklist (CSEC) audit
10.22.4.4 Quality Assurance Officer (QAO)The QAO will designate an avionics QAR as the 2M Program Monitor. Designation will be inwriting via ASM.
NOTE: Depot FRCs do not have to designate a 2M Program Monitor. Depot FRCs monitor
and certify 2M repair via Special Process Certification procedures.
10.22.4.5 QA 2M Program Monitor
a. Perform program audits per paragraph 10.7.3.7.
NOTE: Other QARs may monitor the program, but the designated 2M Program Monitor
must perform the annual program audit.
b. Provide recommendations for corrective action for recurring 2M program discrepancies.
c. Spot check work in progress to verify 2M CDIs are inspecting only the repair level they arecertified to perform.
10.22.4.6 2M Technician Recertifiersa. Issue 2M Certification Identification Cards to recertified 2M Technicians and report 2M
recertifications in the 2M database per NAVAIR SE-004-PQS-000.
b. Assist the Program Manager with developing and providing training to 2M Technicians.
c. Maintain a 2M Technician Recertifier file, to include:(1) Copies of 2M Certification Identification Cards for all certified technicians(2) List of 2M Technician certification and recertification due dates(3) Completed 2M recertification performance tests(4) (D-level) Copies of performance information memorandums
NOTE: Duplicate paper records are not required, if the activity is using an electronic
training management system, such as ASM.
10.22.4.7 2M Work Center Supervisor
a. Verify all personnel performing 2M repairs are certified 2M Technicians per thisNAMPSOP.
b. Spot check work in progress to verify electrostatic discharge (ESD) protective measures areobserved when performing 2M repairs per NAVAIR 01-1A-23.
c. Assign each 2M Technician sufficient workload to maintain the dexterity and proficiency
required to perform quality 2M repairs.

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d. If workload does not consistently cover all facets of NAVAIR SE-004-PQS-000, conduct
training projects in those 2M repair techniques not routinely encountered.
NOTE: Training projects should be performed using NRFI electronic assemblies. DLA
Disposition Services may be a source for 2M training material.
e. Conduct periodic maintenance and maintain 2M workstations per NAVAIR 17-15-99 and
NAVAIR 17-600-193-6-2 (as applicable).
f. Stock the minimum required consumables, tools, and SE for accomplishing the site’s 2M
repair responsibilities, as specified in NAVAIR SE-004-PQS-000, Appendix F.
10.22.4.8 Center for Naval Aviation Technical Training Unit (CNATTU) 2M Instructors
a. Be currently certified 2M Instructors and complete recertification training every 18 months
per NAVAIR SE-004-PQS-000.
b. Request and complete 2M training site certifications every 12 months per NAVAIR SE-004PQS-000.

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10.23 Gas Turbine Engine Test Facility Operation and Maintenance10.23.1 Referencesa. NAVAIR NOTE 4700, Gas Turbine Engine Maintenance Assignment By Depot
Maintenance, Intermediate Maintenance and Fleet Support Team Activities.
b. NAVPERS 18068F, Manual of Navy Enlisted Manpower and Personnel Classifications andOccupational Standards.
c. Applicable Gas Turbine Engine Test System Maintenance Technical Manuals.
d. N98-NTSP-A-50-1003/A, Navy Training Systems Plan for the Aviation Engine Test
Systems (AETS).
e. NAVAIR 01-1A-20, Aviation Hose and Tube Manualf. NAVAIR 17-1-537 Aircraft Securing and Handling Procedures with Aircraft Restraining
Devices and Related Components
10.23.2 Introduction
10.23.2.1 This NAMPSOP establishes requirements for operating and maintaining aviation gas
turbine engine test facilities operated by Navy and Marine Corps Intermediate Level Maintenance
Activities (IMA), and establishes requirements for training and designating IMA Test Cell
Operators and Qualifiers.
NOTE: Unless specifically stated otherwise in this NAMPSOP, the term “engine test facility”(ETF) and the term “test cell” denote both Gas Turbine Engine Test Systems(GTETS) and Global Test Facilities (GTF).
10.23.2.2 Proper maintenance and operation of gas turbine engine test facilities (ETF) is critical tosafe and thorough aircraft engine testing. Improper operation of ETF can result in mishaps, reduced
operational readiness, and unnecessary engine replacement costs. To avoid injury to personnel anddamage to engines, ETFs must be properly maintained and test cell Operators must be thoroughly
knowledgeable and skilled in ETF operations, safety precautions, and emergency procedures.
10.23.2.3 Reworked, repaired, or overhauled gas turbine engines normally require operational test
or functional check in an ETF. Only qualified test cell Operators or test cell Operators under
instruction are authorized to perform test cell operations. Test cell Operators and Qualifiers are
certified to operate a particular type of ETF (ETF), and are certified to test only the engines
specified on their certification document.
10.23.2.4 Refer to NAVAIR NOTE 4700 for information on which IMAs are authorized to repair
specific model aircraft engines and what level of repair they are authorized to perform.
10.23.3 ETF Operator Training
10.23.3.1 ETF Operator training can be provided by a NATEC Joint Test System (JTS)
representative or an ETF Qualifier certified for the type test cell and type engine operated. The
ETF Qualifier does not have to be assigned to the trainee’s command. NATEC JTS representative
on-site training is normally performed coincident with the initial installation and calibration of the

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test facility. Activities may also request NATEC on-site training when needed to improve technicalknowledge and skill.
10.23.3.2 ETF Operator training must be conducted using the specified Navy Training Systems
Plan (NTSP) in conjunction with locally prepared site specific job qualification requirement (JQR),
prepared per JQR procedures of 10.1. The JQR will be developed by the activity’s Gas Turbine
Engine Test Facility Operation and Maintenance Program Manager with assistance from ETF
Qualifiers and Quality Assurance (QA) personnel, and must be approved for use by the MO.
Marine Corps personnel must use the Maintenance Training Management and Evaluation Program(MATMEP) Individual Qualification Record (IQR) for Aircraft Power Plant Test Cell Operator(MOS 6023).
10.23.3.3 The ETF JQR must include site-specific on-the-job training (OJT). OJT must include, asa minimum, the following task or knowledge areas:a. Use of test system and type engine maintenance technical manuals.
b. Engine test system instrumentation and controls.
c. Gas turbine engine operating parameters and limitations.
d. Engine test facility installed systems; such as fuel, lubrication, engine start, fire
extinguishing, vibration and temperature monitoring systems.
e. Installation and inspection of engine on run trailer, including engine or adapter servicing and
FOD prevention inspections.
f. Pre-operational inspections of engine test system and engine per maintenance technicalmanuals.
g. Safety and responsibility briefs, including communications and hand signals to be used.
h. Simulated emergencies, such as fuel spills or leaks, engine or propeller over speed, engine
fire, throttle input failure, unstable engine, and personnel injuries per maintenance technicalmanuals.
i. Engine performance calculations and documentation.
j. Post-operational inspections of engine test system and engine per maintenance technicalmanuals.
k. Engine and test system troubleshooting procedures per maintenance technical manuals.
l. A minimum of two performance runs as the ETF Operator under the direct supervision of an
ETF Qualifier or NATEC JTS representative as part of the pass or fail practical examination.
NOTES: 1. Personnel designated as ETF Operators by a previous command on the sameengine test system and type engine are not required to complete a performance runprior to taking the practical examination.
2. Activities without ETF Qualifiers may request assistance in training personnel
from the nearest IMA authorized to conduct ETF Operator training for the sametest system and type engine(s) being certified to operate. If no other IMA can

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provide training, assistance may be requested from a qualified NATEC JTS
representative.
10.23.3.4 ETF Qualifiers must be trained by a NATEC JTS representative for the test system andtype engine. Previous training by NATEC for designation as an ETF Operator does not satisfy therequirement for training as an ETF Qualifier.
10.23.4 ETF Operator and ETF Qualifier Designation
10.23.4.1 ETF Operator Designation
ETF Operators must:a. Complete the ETF Operator JQR and pass a written exam administered by QA and apractical examination (pass or fail) administered by an ETF Qualifier or NATEC JTS
representative.
b. Be designated, in writing, by the MO. The designation must indicate the engine test systemand type engines qualified to operate. Designation or re-designation will be documented in ASM.
NOTE: ETF Operators previously designated at another command may be designated after
passing a written examination administered by QA and a practical examination
administered by an ETF Qualifier or NATEC JTS representative. Previously
designated ETF Operators failing either the written or practical examinations mustcomplete refresher training or the entire OJT syllabus, as determined by the
Program Manager. Previous certification records must be retained in the IQR or
ASM.
10.23.4.2 ETF Qualifier Designation
ETF Qualifiers must:
a. Be E-5 or above paygrade with NEC 103A or MOS 6023, or civilian equivalent.
b. Be a designated ETF Operator on each test cell and type engine for which they are beingcertified as an ETF Qualifier.
c. Receive ETF Qualifier training from a NATEC JTS representative.
d. Be thoroughly familiar with safety and emergency procedures.
e. Be designated, in writing, by the MO. The designation must indicate each test cell and typeengine the Qualifier is certified to train personnel to operate. Prior to designation, ETF Qualifiers
will be trained per paragraph 10.23.5, and recommended by a NATEC JTS representative and the
ETF Program Manager. Designation or re-designation will be documented in ASM.
10.23.5 Proficiency and Recertification Requirements
10.23.5.1 Proficiency Requirements
As a minimum, ETF Operators and ETF Qualifiers must run at least one of any type or model
aircraft engine every 90 days and run at least one engine for each type certified every 12 months.
Engine runs for proficiency may be performed on any type test cell with a certified Operator for that10-325COMNAVAIRFORINST 4790.2D
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test cell. All engine runs must be documented in the IQR or ASM. Every attempt must be made tomaintain proficiency on all type engines certified to run. Failure to perform at least one engine run
on a particular type engine within a 12 month period will result in loss of certification for thatspecific type engine.
10.23.5.2 Recertification Requirementsa. ETF Operators must be recertified every 24 months. Recertification requires passing thesame written and practical examinations required for initial certification for each type engine they
are qualified to run. Afloat activities that are unable to operate their test cell for extended periods oftime (greater than 3 months) may perform their recertification practical examinations at anotheractivity with a NATEC JTS representative or ETF Qualifier designated, in writing, for that type test
cell. For planning purposes and operational commitments, recertification examinations can becompleted up to 3 months prior to the ETF Operator’s certification expiration date.
NOTE: ETF Qualifiers are not required to recertify as ETF Operators while assigned to thesame command as long as proficiency is maintained per paragraph 10.23.5.1.
b. Certification for ETF Operators exceeding 24 months since designation or recertification will
be suspended until they have completed refresher training by a ETF Qualifier or NATEC JTS
representative and pass the written and practical examinations. ETF Operators failing either the
written or practical examination, must complete refresher training or complete the entire OJT
syllabus as determined by the Program Manager.
c. Recertification will be documented in ASM.
10.23.6 Responsibilities
10.23.6.1 NAVAIR
Maintain the Navy Training Systems Plan (NTSP) for Aviation Engine Test Systems. GTF do not
require a NTSP.
10.23.6.2 Maintenance Officer (MO)a. Designate the Power Plants Division Officer as the ETF Operator Training and Certification
Program Manager. Designation will be in writing via ASM and the Maintenance Personnel Plan
(MPP).
b. Publish a local command procedure (LCP) per Appendix D for designation or re-designationof ETF Operators and Qualifiers. The LCP must include the ETF Operator and ETF Qualifier
JQRs, per 10.23.3.
c. Designate or recertify ETF Operators and ETF Qualifiers that meet the applicablequalifications of 10.23.3, 10.23.4, and 10.23.5. Designation and recertification will be documented
in ASM.
d. Suspend ETF Operator designation when a mishap involves injury to a person or damage toan engine or equipment until an investigation is completed. If Operator error is determined to be acontributing factor to the mishap, designation will not be reinstated until remedial training has been
completed and the Operator has demonstrated knowledge and skill in the area of deficiency.

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e. Revoke ETF Operator designation when the Operator:(1) Misuses or abuses ETF equipment.
(2) Displays unsafe Operator habits or behavioral traits.
(3) Is involved in a mishap determined to be caused by negligence.
(4) Is cited for significant or recurring safety infractions.
f. Submit a Navy Enlisted Classification (NEC) Change Request NAVPERS 1221/6 to award
NEC 103A Engine Test Cell Operator/Maintainer to Navy personnel initially designated as ETF
Operators.
10.23.6.3 Program Manager
NOTE: Upon designation as Program Manager, an assessment will be performed within 60
days and annually thereafter per the procedures in paragraph 10.7.
a. Provide ETF Operator Training and Certification Program indoctrination and annual training
to personnel assigned to the Test Cell Work Center. Training includes an overview of ETF
Operator and Qualifier designation requirements, engine run procedures, safety precautions andemergency procedures. Document training in ASM. If ASM is unavailable, document training on
the NAMP Indoctrination Training sheet (Figure 10.1-3) and file in the IQR.
b. Develop written and practical examinations for testing ETF Operators and Qualifiers.
c. Develop local (in-service) training lectures and OJT syllabuses for specific types of engines
run procedures, used for training and the designation of ETF Operators. CBT via AMTCS or NavyeLearning (https://learning.nel.navy.mil/ELIAASv2p/) and NATEC JTS representative ETF
Program Manager lesson guides may be used in lieu of local lesson guides. Marine Corps
personnel must use the MATMEP IQR for Aircraft Power Plant Test Cell Operator (MOS 6023).
d. Verify NATEC JTS representatives and ETF Qualifiers are certified on the specific test celland type engine or equipment they are providing training on.
e. Monitor ETF Operators and Qualifiers to validate they are maintaining proficiency
requirements per paragraph 10.23.5.
f. Publish a schedule of ETF Operator recertification due dates. Verify completion ofrecertification requirements of paragraph 10.23.5.
g. Prepare a checklist for startup, shutdown, and emergency procedures to be used during
engine test system operation. The checklist must be posted within the control cab.
h. Maintain a program file to include:(1) List of ETF Operators and Qualifiers, including name, rate or rank, or series or grade,type test cell, type engines, date designated, Operator recertification due date, and projected rotation
date.
(2) Copy of ETF Qualifier designation letters (if not documented in ASM).
(3) Copy of documentation from NATEC JTS representative of the ETF Qualifier training
conducted for each Qualifier assigned.
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(4) POCs.
(5) Program correspondence and message traffic.
(6) References or cross-reference locator sheets.
(7) Copies of the most current Program Manager audit and QA audit performed per 10.7.
(8) Copy of the test cell initial technical evaluation (10.23.7.8) and the most current test cellcorrelation certification (10.23.7.9) for each engine type.
10.23.6.4 Quality Assurance (QA) Officer
Designate a power plants qualified QAR as the ETF Training and Certification Program Monitor.
Designation will be in writing via ASM and the MPP.
10.23.6.5 Program Monitor
a. Perform audits using the CSEC per paragraph 10.7.
b. Review CSEC information and reports and provide recommendations to the chain ofcommand.
c. Administer written certification and recertification examinations for ETF Operators. (AnyQAR from the activity can administer the written examination.)10.23.6.6 ETF Qualifiera. Assist the Program Manager in developing ETF Operator training.
b. Administer ETF Operator practical examinations.
10.23.6.7 ETF Supervisors
a. Manage engine test workload assignments to ensure ETF Operators and Qualifiers maintainthe proficiency and recertification requirements of paragraph 10.23.5.
b. Ensure a minimum of one designated test cell Operator, one technician, and one safety
observer are present during all aircraft engine operations, in addition to applicable fire bottle
watches and support equipment Operators.
10.23.7 Engine Test Facility Maintenance10.23.7.1 Permanent Facilities Ashore. The station Public Works department is responsible formaintenance of the structure and systems, such as fuel, water, air, electrical wiring, fire
extinguishing systems, and thrust bed. The Test Facility structure and its configuration is definedand controlled by NAVFAC drawings for the facility. The ETF work center is responsible formaintenance of the control console, engine connector panel, and the overall material condition of
the facility. This is considered ETI and its configuration defined and controlled by
NAVAIRWARCENACDIV Lakehurst.
NOTE: These provisions do not apply to GTF data acquisition systems and engine adapters.
GTFs include rotor blade test towers, ram air turbine testing, Kemen Engine Test
Facility (FRC Southeast), or other facilities unique to the industrial sites.

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10.23.7.2 Permanent Facilities Afloat. The ship's Engineering or Air Department (as appropriate)
is responsible for maintenance of the below deck fuel system, electrical and fire extinguishingsystems, and deck mounting. The ETF work center is responsible for maintenance of the control
console, engine connector panel, thrust bed, above deck fuel system, and the overall material
condition of the facility.
10.23.7.3 Mobile Facilities (MF). The station Public Works Department is responsible forproviding and maintaining basic systems, such as water, air, CO2, and station electrical power
supply. The ETF work center is responsible for maintenance of the MF test cab, control console,engine connector panel, instrumentation, thrust bed and restraint equipment, fuel, and electricalsystems.
10.23.7.4 Basic Maintenance Requirementsa. ETF pre-operational inspections and scheduled maintenance will be performed per applicabletechnical manuals.
b. ETFs and surrounding areas must receive a fresh water wash down per AG-JETIS-MRC000. If environmental issues preclude fresh water wash down, a hand wipe down using
environmentally approved material will satisfy the requirement. Activities that cannot meet wash
down criteria must coordinate with their respective ACC or TYCOM for approval to use alternative
methods.
c. Auxiliary equipment will be stored in suitable facilities when uninstalled and not in use.
d. Outdoor engine stand junction box and engine wiring harnesses must be protected by asuitable weatherproof cover when not in use.
e. Suitable supports must be used to ensure interconnecting cables, hoses, and lines do notcontact the ground. Water, grease, or other foreign matter will not be allowed to accumulate on
cables.
f. Test cell hoses and tubes must be maintained per NAVAIR 01-1A-20, Aviation Hose andTube Manual.
g. A Jet Engine Test Cell Malfunction Report must be forwarded by Broad Arrow message per
5.2.8 to the ACC or TYCOM when a facility becomes inoperative to the extent that an unacceptableproduction delay is anticipated. The ACC or TYCOM will advise the originator of the report whencorrective action cannot be completed with available assets and expertise. GTF activities must
report malfunctions and inoperative equipment per local policy.
10.23.7.5 Electrical Power Requirements. The instruments used in conjunction with the test
stand are designed to operate on predetermined power ratings within relatively small tolerances.
Changes in voltage or frequency or a combination of both will affect the accuracy of the
instrumentation and contribute to component failures. Whenever possible station or commercial
power will be used. If station or commercial power is not available and electrical power is supplied
by a portable generator, the ETF Operator will ensure:a. The portable generator is 208/115 volts A.C., 60Hz, 100KW or higher, three phase, and fourwire.

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b. The portable generator is monitored to ensure its voltage and frequency remains stable.
WARNING: FOR PERSONNEL SAFETY, THE CONTROL CAB, ENGINE STAND, AND
PORTABLE GENERATOR MUST BE CONNECTED BY AUXILIARYGROUNDING CABLES WITH A COMMON CONNECTION TO ASUITABLE GROUNDING DEVICE, FOR EXAMPLE, A METAL STAKEDRIVEN INTO THE GROUND AT A SUFFICIENT DEPTH TO ENSURE
PROPER GROUNDING. THE GROUNDING REQUIREMENTS MUST BE
CONFIGURED IN ACCORDANCE WITH THE
INSTALLATION/OPERATION PUBLICATION FOR THE APPLICABLEPORTABLE GENERATOR.
10.23.7.6 Calibration. Facility equipment must be calibrated per the applicable intervals cited in
the Metrology Requirement List. The activity will provide an ETF Operator and an electrician toassist the calibration team.
10.23.7.7 Basic Operating Procedures.
a. Jet engine test facility custodians must prepare a check list of starting, shutdown, andemergency procedures to be used during engine test system operation, based on the procedures
outlined in the applicable engine maintenance technical manuals and the test system preoperational
MRCs. The check list will be available within the control cab and used by ETF Operators during
each engine test.
b. Engines under test must be secured per NAVAIR 17-1-537, Aircraft Securing and Handling
Procedures with Aircraft Restraining Devices and Related Components.
10.23.7.8 Engine Test Cell Technical Evaluation. Prior to correlation, all newly constructed
ETFs, significantly modified (affecting aerodynamic or thermodynamic flow) or rebuilt fixed ETFs
must undergo a comprehensive technical evaluation conducted by NAVAIRWARCENACDIV
Lakehurst NJ to ensure suitability for use. Unless waived by NAVAIRWARCENACDIV
Lakehurst NJ, a technical evaluation and an engine correlation must be satisfactorily completed
before engines can be certified RFI based on ETF testing. The local activity resident officer incharge of construction will request the evaluation via naval message to NAVAIRWARCENACDIV
Lakehurst NJ and COMNAVAIRLANT Norfolk VA (code N421M and N423B), prior toacceptance of the facility.
10.23.7.9 Engine Test Cell Correlation. To ensure engines consistently meet all performancerequirements, a test cell correlation for each engine type tested must be conducted for all enclosed,
permanent turbofan, jet, shaft, or prop engine test facilities. Test cell correlation may also be
required when engine test procedures and parameters are changed or the design of engine dress kit
hardware (inlet screen, bell mouth, exhaust nozzle, etc.) is modified such that it could affectaerodynamic or thermodynamic flow. Outdoor (open-air) jet engine test systems generally do not
require correlation unless certain site-specific conditions alter airflow dynamics to the engine.
Outdoor (open-air) Turboshaft Engine Test Systems using a torque tube to measure torque output
also require correlation. If a torque tube is replaced with a different serial number torque tube forany reason, the facility must be re-correlated for both indoor and outdoor turboshaft test systems.
The interval between correlations must not exceed 3 years. Requests to extend test cell correlation

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beyond 3 years may be granted with joint ACC, TYCOM, and NAVAIRWARCENACDIV
Lakehurst NJ concurrence. Extensions to the correlation interval should never exceed a total of 7
years unless extenuation circumstances are agreed upon by joint ACC, TYCOM and
NAVAIRWARCENACDIV Lakehurst NJ concurrence.

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10.24 Aviation Maintenance Inspections (AMI) and Maintenance Program Assessments(MPA)
10.24.1 Reference
OPNAVINST 4790.2, The Naval Aviation Maintenance Program (NAMP)
10.24.2 Introduction
10.24.2.1 This NAMPSOP directs the performance of Aviation Maintenance Inspections (AMI)
and Maintenance Program Assessments (MPA).
10.24.2.2 An AMI is a formal Aircraft Controlling Custodian (ACC) inspection to verify
compliance with the Naval Aviation Maintenance Program (NAMP) and related directives. AMIs
include drills and practical examinations to validate proficiency and application of correct
procedures. The AMI is based on the same Computerized Self Evaluation Checklist (CSEC)
standards used by maintenance activities to self-audit NAMP compliance, as specified in the
NAMP Compliance Auditing Program, paragraph 10.7.
10.24.2.3 An MPA is performed by the ACC, Type Wing, or MAW to determine areas of
deficiency in NAMP compliance and assist in performance improvement. MPAs are conductedusing the CSEC and Wing Supplemental CSEC, if applicable.
NOTE: Refer to COMNAVAIRFORINST 4790.5 for direction on aircraft Material
Condition Inspections (MCI).
10.24.3 Aviation Maintenance Inspection (AMI)
10.24.3.1 AMIs will be conducted by COMNAVAIRFOR for O-level and I-level Navy and Marine
Corps activities operating or supporting aircraft assigned to COMNAVAIRPAC,
COMNAVAIRLANT, COMNAVAIRFORES, and CNATRA.
10.24.3.2 AMIs for all activities assigned to NAVAIR will be conducted by
COMNAVAIRSYSCOM.
10.24.3.3 Deploying squadrons and CVN or L-Class AIMDs must receive an AMI prior to each
deployment. The pre-deployment AMI will be completed no earlier than 4 months and no later
than 2 months prior to the scheduled month of deployment. AMIs for CVN or L-Class AIMDs will
be performed during the integrated or advanced phase of the Fleet Response Plan.
NOTES: 1. To meet short notice deployments, COMNAVAIRFOR (N422) may direct theType Wing or MAW to conduct an MPA, in lieu of an AMI. The MPA results will
be provided to COMNAVAIRFOR (N422) for review. If the results of the MPA are
determined acceptable, COMNAVAIRFOR may accept the results of the MPA as
the pre-deployment AMI. A shorter than average turnaround training cycle is notjustification to request an MPA in lieu of the pre-deployment AMI.
2. Time between deploying activity AMIs will not exceed 30 months, with the
exception of CVN and L-Class ships undergoing an extended maintenance period
and squadrons transitioning from one type/model/series aircraft to another..

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10.24.3.4 Squadrons that deploy detachments and Marine Aviation Logistics Squadrons (MALS)
will receive an AMI every 24 months, not to exceed 30 months. For Navy, this includes HSM,
HSC Expeditionary, HSC VTUAV, VUP, VQ, VR, and VRC squadrons. For Marine Corps, thisincludes VMGR squadrons and VMA, HMH, and HMLA squadrons that deploy detachments
aboard L-Class ships as part of the Aviation Combat Element (ACE). The VMM squadron
assigned as the ACE Composite Commander will receive an AMI within 2 months prior to
becoming a composite unit.
10.24.3.5 Activities permanently based Outside Continental United States (OCONUS) will receive
an AMI every 24 months, not to exceed 30 months.
10.24.3.6 Non-deploying activities, for example, Training Wing (TRAWING), Fleet Replacement
Squadron (FRS), Marine Helicopter Squadron (HMX), Naval Air Warfare Development Center(NAWDC), Test Evaluation Squadron (VX), Navy Composite Squadron (VFC), air station
Operations Maintenance Division (OMD), and Fleet Readiness Center (FRC) will receive an AMI
every 30 months, not to exceed 36 months.
10.24.3.7 Definitions:a. Critical - A hazardous or unsafe condition that directly and immediately:(1) Affects airworthiness of an aircraft in flight or in MC status; or(2) Creates a risk of death or incapacitation to the aircrew or passengers while in flight; or(3) Creates a risk of death or life-threatening injury to maintenance personnel; or
it fails.

(4) Affects the operational integrity of SE that could cause death or life-threatening injury if

b. Major - A discrepancy that is less than Critical, but:
(1) Increases risk of NMC aircraft being flown or non-ready for use equipment being
operated due to materially degraded maintenance or inspection; or(2) Increases risk of injury during flight or emergency egress; or(3) Increases risk of an accident due to inaccurate records for flight or safety-criticalinformation used to determine if aircraft or equipment is operationally ready; or(4) Increases risk of health problems due to improper use of Personnel Protective
Equipment (PPE), or failure to perform medical or environmental testing/monitoring; or(5) Increases risk of an accident or injury due to incomplete training or failure to meet
proficiency verification requirements.
c. Significant Administrative – Administrative discrepancies with one or more of the following
characteristics:

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(1) Failure to perform or inaccurately performing up-line accounting or reporting
requirements not related to safety of flight or safety of personnel; or(2) Inaccurate or missing records on personnel qualifications, certifications, or designations.
d. General - Failure to comply with requirements not categorized as Critical, Major or
Significant Administrative.
10.24.3.8 Drills and practical examinations will be graded “Satisfactory” or “Unsatisfactory” basedon the activity’s ability to accurately complete the task in accordance with specified procedures,
correctly respond to emergent situations, availability and proper use of personal protective
equipment (PPE), and adherence to safety precautions.
10.24.3.9 I-level AMIs will include a Material Condition Inspection (MCI) of assigned support
equipment, aircraft armament systems, armament weapons support equipment, and mobile
facilities. A grade of Satisfactory or Unsatisfactory will be assigned to each item inspected.
10.24.3.10 The AMI will receive an overall grade based on a 100-points maximum scoring system.
Details on the AMI grading process, including information on discrepancies, drills, and practicalexaminations are posted on the CNAP SharePoint website.
NOTE: COMNAVAIRSYSCOM activities are evaluated per NAVAIR policy.
10.24.4 Maintenance Program Assessments (MPA)
10.24.4.1 MPAs will be performed for all deploying squadrons and IMAs. MPAs are optional for
non-deploying activities.
10.24.4.2 MPAs will be conducted by the Type Wing or MAW, mid-cycle between AMIs. Wings
will also perform an MPA prior to the AMI to assist the squadron in preparing for the inspection.
The pre-AMI MPA will, at a minimum, cover any Critical, Major, and Significant Administrative
discrepancies noted during the mid-cycle MPA and any common problems noted in active Aviation
Maintenance Advisories. Mid-cycle MPAs must be performed regardless of how short or long theturnaround between deployments. Wings should perform MPAs as often as they deem necessary toensure squadrons are complying with the NAMP. Factors such as a short turnaround cycle between
deployments, high turnover of key personnel, and low experience level must be considered when
determining if additional MPAs are warranted for a particular squadron.
10.24.4.3 MPAs for CONUS-based CVN and L-Class AIMDs will be conducted by
COMNAVAIRFOR during the basic phase of the Fleet Readiness Training Plan, approximately 60
days prior to the first major operational training event with the CVW or ACE. COMNAVAIRFOR
will also provide a post-yard assist visit for CVNs or L-Class AIMDs that have undergone anextended refueling or overhaul or are newly commissioned.
10.24.4.4 MPAs for OCONUS-based CVN and L-Class AIMDs will be conducted by the
COMNAVAIRFOR AMMT mid-cycle between AMIs.
10.24.4.5 MPAs will be graded in the same manner as AMIs.

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10.24.5 Responsibilities
10.24.5.1 COMNAVAIRFOR (N422)
a. Organize AMMTs to inspect, train, and assist Navy and Marine Corps O-level and I-level
activities operating or supporting aircraft assigned to Commander, Naval Air Forces Pacific(CNAP), Commander, Naval Air Forces Atlantic (CNAL), Commander, Naval Air Forces Reserve(COMNAVAIRFORES) and Chief of Naval Air Training CNATRA. AMMTs will consist of Navyand Marine Corps aviation ground maintenance officers and senior enlisted personnel (E7-E9).
b. Each quarter, publish the schedule of COMNAVAIRFOR AMIs and MPAs planned for thefollowing 12 months.
c. Update the O-level and I-level portions of the CSEC as changes to references andrequirements occur.
d. Publish Aviation Maintenance Advisories to inform activities of common problems foundduring AMIs and MPAs.
e. After completion of all AMIs for the calendar year, perform statistical analysis of AMI
performance and adjust discrepancy grading and acceptable performance standards as needed tosupport continuous process improvement in NAMP compliance.
10.24.5.2 NAVAIR Aviation Maintenance Management Brancha. Organize an AMMT to inspect, train, and assist O-level, and D-level activities assigned to
NAVAIR ACC. The AMMT will consist of Navy and Marine Corps aviation ground maintenanceofficers and senior enlisted personnel (E7-E9).
b. Update the D-level portions of the CSEC as changes to references and requirements occur.
10.24.5.3 Type Wing or MAW
a. Organize a Maintenance Assessment Team (MAT) comprised of members from themaintenance staff to conduct MPAs and assist activities in compliance with the NAMP.
b. Conduct MPAs per the intervals and procedures specified in paragraph 10.24.4.
c. Publish advisories to provide activities with information on common problems noted in
Wing MPAs and other maintenance related information.
d. Review AMI Corrective Action Reports (Figure 10.24-1) and verify prompt corrective action
has been taken for Off-Track Programs, safety of flight, and safety of personnel discrepancies.
NOTE: COMFRC N45 will review AMI Corrective Action Report (Figure 10.24-1) andverify prompt corrective action has been taken and will provide Letter ofConcurrence to subject FRC.
10.24.5.4 AMMT and Type Wing or MAW MAT

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NOTE: COMFRC will provide training, assistance, and instruction to FRC activities in areasof deficiency as required.
a. Conduct audits, using the CSEC, to verify compliance with the NAMP and related directives.
b. Conduct drills and practical examinations to verify the activity has sound, safe maintenancepractices, and is able to respond appropriately to emergency situations.
c. Provide training and assistance in areas of deficiency.
d. Trend discrepancies and submit changes to the NAMP and other governing directives when
inadequate policy is determined to be a contributing factor to non-compliance.
e. Provide instruction to the activity when a safety of flight or safety of personnel discrepancy
warrants immediate action.
f. Provide the ACC or Wing Commander with a recommendation for re-inspection, when
deemed necessary to verify correction of deficiencies and sustained performance improvement.
10.24.5.5 O and I-level Maintenance Officers
a. Take immediate action to correct critical safety of flight and safety of personnel
discrepancies noted during AMIs and MPAs.
b. (O-level) Within 30 days of completion of the inspection, provide the Wing or MAW with a
Corrective Action Report for any Critical, Major, and Significant Administrative programs
discrepancies noted during AMIs and MPAs (Figure 10.24-1).
c. Provide written feedback to the ACC, Type Wing, or MAW on AMI and MPA processes andthe performance of the inspection team.

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From: Maintenance Officer, VFA-123
To:
Maintenance Officer, Strike Fighter Wing Atlantic
Subj: AVIATION MAINTENANCE INSPECTION (AMI) CORRECTIVE ACTION REPORTRef:(a) COMNAVAIRFORINST 4790.2D

1. Per reference (a), the following actions were taken to correct Critical, Major and Significant
Administrative discrepancies noted during the COMNAVAIRFOR AMI DD/MMM/YY.
a. Critical Discrepancies(1) Technical Directives Compliance. Verified correct compliance timeframe for all
outstanding Technical Directives (TDs), and complied with all overdue TDs.
b. Major Discrepancies(1) FOD Prevention. Inspected all tool containers and pouches for FOD. Conducted allhands training on FOD prevention measures.
(2) Tool Control. Inspected all tool containers for compliance with the Tool Control
Program (TCP). Inventoried and verified proper etching for all replacement tools held in the Tool
Control Center. Conducted command wide training on missing tool procedures.
c. Significant Administrative Discrepancies(1) Data Analysis. Held training for all personnel on correct MAL code application.
(2) Aircraft Inventory Readiness and Reporting System. Held training on Material
Condition Reporting procedures.
2. POC: (Name, rank, e-mail address, and phone numbers).

J. M. STOCK
By direction

Figure 10.24-1: Aviation Maintenance Inspection (AMI) Corrective Action Letter (Example)

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10.25 Long Term Down Aircraft Management Procedures
10.25.1 Referencesa. NAVAIR 15-01-500, Preservation of Naval Aircraftb. NAVAIR 01-1A-509-2, Cleaning and Corrosion Control, Volume II (Aircraft)
10.25.2 Introduction
10.25.2.1 This NAMPSOP applies to the management of all Navy and Marine Corps aircraft
assigned to COMNAVAIRFOR and COMNAVAIRFORES Aircraft Controlling Custody (ACC),
with the exception of aircraft undergoing scheduled depot rework.
10.25.2.2 Long Term Down (LTD) aircraft. For the purposes of the NAMP, a LTD aircraft isdefined as an aircraft that has not flown for 90 days or more.
10.25.2.3 The possibility of material degradation increases when aircraft are not flown (nonoperational) for long periods of time. Primary actions for minimizing the number of aircraft in
LTD status are:a. Management of aircraft utilizationb. Standardized actions at specified timesc. OPNAV, COMNAVAIRFOR, NAVAIR, COMFRC, and NAVSUP WSS coordination in
resolving systemic issues causing LTD status10.25.3 Requirements
10.25.3.1 LTD aircraft must be preserved at the most appropriate level specified in NAVAIR 1501-500. Factors to consider in determining the preservation level:a. Length of time the aircraft is expected to be inactive (See paragraphs 10.25.3.2, 10.25.3.3,
and 10.25.3.4 for direction.)b. Environmental conditions (parked inside or outside, temperature and humidity levels,
proximity to salt water, etc.)
c. Whether the aircraft is being actively maintained (repairs are ongoing and scheduled
maintenance is being performed)
d. Impact of missing parts to the aircraft’s integrity (missing flight surfaces, panels, engines, etc.)
e. The ultimate disposition of the aircraft (Induction into the depot for repair, transfer to
AMARG, strike, etc.)
10.25.3.2 Aircraft expected to be non-operational for up to 365 days must be placed in Level II
preservation, unless being actively worked to return to flying status. Actively worked is defined as
all special inspections being performed and maintenance is on-going to repair and fly the aircraft
before reaching 365 days of non-operation.

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10.25.3.3 Aircraft expected to exceed 365 days of non-operation should be Level III preserved per
NAVAIR 15-01-500.
10.25.3.4 Aircraft undergoing a scheduled depot rework (PMI/IMC) or repair at the depot will beplaced in Level IV preservation per NAVAIR 15-01-500.
10.25.3.5 LTD aircraft having preservation MRCs will be inspected and the preservation
maintained per the applicable preservation MRCs.
10.25.4 Responsibilities
10.25.4.1 Squadronsa. Actively manage aircraft utilization to minimize aircraft inactivity.
b. Comply with the applicable LTD aircraft preservation actions specified in paragraph 10.25.3.
10.25.4.2 Type Wings and Marine Air Groups (MAG)a. Provide a Long Term Non-Operational Aircraft Report via naval message on the firstworking day of each month, per the template of Figure 10.25-1.
b. Monitor Date Last Flown (DLF) for each BUNO, and prioritize the distribution of
replacement parts and maintenance assistance as deemed most effective in minimizing the numberof LTD aircraft in the context of individual squadron and overall Wing aircraft readiness
requirements.”
c. Direct cannibalization actions when deemed efficient and effective in minimizing long-term
non-operational status, per paragraph 5.1.8.
d. Ensure squadrons do not perform large-scale cannibalization from one aircraft to anothersolely to prevent LTD status. Cannibalization will be performed only when necessary to support
operational requirements.
e Monitor estimated delivery dates of long-lead time parts and direct appropriate level ofpreservation as soon as any non-operational milestone specified in paragraph 10.25.3 is anticipated.
f. Coordinate with the supporting supply activity to expedite long-lead time parts.
g. Coordinate with the ACC Class Desk to obtain Level III preservation services.
10.25.4.3 Aircraft Controlling Custodians (ACC)a. Coordinate with NAVSUP and NAVAIR to resolve factors causing long-term nonoperational status.
b. Manage the distribution of aircraft inventory to minimize the readiness impact of planned
long-term non-operational aircraft. The ACC must publish an Inventory plan in July detailing theaircraft distribution plan for the next Fiscal Year.

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FM (TYPE WING or MAG)TO COMNAVAIRFOR SAN DIEGO CA
INFO COMNAVAIRPAC SAN DIEGO CA
COMNAVAIRLANT NORFOLK VACOMNAVAIRSYSCOM PATUXENT RIVER MD
NAVSUP WEAPON SYSTEMS SUPPORT MECHANICSBURG PA
COMFLTREADCEN PATUXENT RIVER MD(COMMARFORCOM or COMMARFORPAC, AS APPLICABLE FOR USMC UNITS)(SUPPORTING SUPPLY ACTIVITY)(SUPPORTING INTERMEDIATE MAINTENANCE ACTIVITY)(DEPOT REPAIR POINT)(EACH SUPPORTED CVW OR MEU)BTUNCLAS//N04790//
PASS TO OFFICE CODES:COMNAVAIRPAC SAN DIEGO CA//N40/N41/N42//
COMNAVAIRLANT NORFOLK VA//N40/N41/N421/N423//
COMNAVAIRSYSCOM PATUXENT RIVER MD//MSGID/GENADMIN/-//
SUBJ/LONG TERM NON-OPERATIONAL AIRCRAFT REPORT//REF/A/DOC/COMNAVAIRFORINST 4790.2D
AMPN/REF A IS THE NAMP.//
POC/NAME/RANK/CODE/PHONE/EMAIL//RMKS/1. 91-180 DAYS NOT FLOWN:
A. T/M/S(1) BUNO(A) Number of Days Not Flown:(B) AIRRS Status Code(C) Preservation Level(D) Top 10 Parts Requirements: (NSN, Nomenclature, requisition number, estimateddelivery date)(E) Other Requirements: (depot support, tech assist, etc.)(F) Cause of LTD: (ex, crash damage, long lead part leading to CANNs, etc.)(G) Plan to Return to Flight Status: (Example: #1 build for VFA-25,estimate return toflight status 30 days after receipt of parts)(2) BUNO(A) Number of Days Not Flown(B) AIRRS Status Code(C) Preservation Level

Figure 10.25-1 (page 1): Long Term Non-Operational Aircraft Report

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(D) Top 10 Parts Requirements: (List NSN, Nomenclature, requisition number, estimateddelivery date)(E) Other Requirements: (depot support, tech assist, etc.)(F) Cause of LTD: (Examples: Crash damage; Long lead time part leading tocannibalization, etc.)(G) Plan to Return to Flight Status: (Example: Estimate return to flight status 30 days
after receipt of parts and completion of ongoing depot crash damage repair.)
2. 181-360 Days No Fly Aircraft:
A. T/M/S(1) BUNO(A) Number of Days Not Flown:(B) AIRRS Status Code(C) Preservation Level(D) Top 10 Parts Requirements: (NSN, Nomenclature, requisition number, estimateddelivery date)(E) Other Requirements: (depot support, tech assist, etc.)(F) Cause of LTD: (ex, crash damage, long lead part leading to CANNs, etc.)(G) Plan to Return to Flight Status: (Example: #1 build for VFA-25,estimate return toflight status 30 days after receipt of parts)(2) BUNO(A) Number of Days Not Flown(B) AIRRS Status Code(C) Preservation Level(D) Top 10 Parts Requirements: (List NSN, Nomenclature, requisition number, estimateddelivery date)(E) Other Requirements: (depot support, tech assist, etc.)(F) Cause of LTD: (Examples: Crash damage; Long lead time part leading tocannibalization, etc.)(G) Plan to Return to Flight Status: (Example: Estimate return to flight status 30 days
after receipt of parts and completion of ongoing depot crash damage repair.)
3. 361 OR MORE DAYS NOT FLOWN: (Same elements (A) through (F))
4. COMMENTS: (Provide any additional information necessary to explain LTD)//

Figure 10.25-1 (page 2): Long Term Non-Operational Aircraft Report
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10.26 Electrical Wiring Interconnect System (EWIS) Maintenance (NAMPSOP)
10.26.1 Referencesa. NAVAIR 01-1A-505-1, General Series Wiring Maintenanceb. NAVAIR 01-1A-505-4, Aircraft Fiber Optic Cablingc. MIL-HDBK-522, Guidelines for Inspection of Aircraft Electrical Wiring Interconnect
Systems (EWIS)
d. MIL-HDBK-525, Electrical Wiring Interconnect System (EWIS) Integrity
10.26.2 Introduction
a. Electrical Wiring Interconnect System (EWIS) is defined as any wire, electrical cabling, or
fiber optic cabling, or a combination of these items, including terminations, installed in any area of
the aircraft for the purpose of transmitting electrical or optical energy, signals or data between two
or more electrical/optical end points.
b. NAWC AD Propulsion and electrical systems engineers determined properly maintaining
EWIS is a critical factor in optimal aircraft performance and reliability. The importance ofthorough EWIS maintenance continues to grow with the ever-increasing technical sophisticationand integration of advanced aircraft electrical systems. Accordingly, this NAMPSOP outlines
EWIS procedures that more closely align with commercial aviation industry best practices.
c. All O-level naval aviation activities operating and maintaining naval aircraft will comply
with the procedures of this NAMPSOP.
10.26.3 Requirements
10.26.3.1 Generala. All O-level naval aviation activities performing aircraft EWIS maintenance are responsible
for adherence to the EWIS inspection, maintenance and repair procedures in T/M/S maintenancemanuals and references a. through d.
b. Although not required to comply with this NAMPSOP, Depot, commercial, and othergovernment activities performing rework or maintenance on naval aircraft are required to meet thesame or equivalent standards for EWIS maintenance as defined in references a. through d.
10.26.3.2 Training. All maintenance technicians who perform on-aircraft maintenance must havea working knowledge of EWIS. Training requirements:
a. Maintenance technicians (including maintenance aircrew) not directly involved in EWIS
maintenance must complete the EWIS Wiring Awareness training course (CNATT-008-WRA-021002-A0) at least once per calendar year. If fiber optic cabling is applicable to the aircraft, personnel
will also complete the EWIS Fiber Optic Awareness (CNATT-008-FBO-021-001-A0). These
courses are available on Navy e-Learning at the following link:
https://learning.nel.navy.mil/ELIAASv2p/. In addition to individual course completion on Navy elearning, the Program Manager or Program Monitor may conduct group training using the Navy eLearning training videos available via download at the Training Resources Library of the Joint
Services Wiring Action Group (JSWAG) Secure Site at:
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https://myteam.navair.navy.mil/org/JSWAG/SitePages/Home.aspx. Alternatively, DVDs of the
training can be ordered from Defense Video Imagery Distribution System via
https://www.dimoc.mil/Customer-Service/Contact-Us/ or by calling DIOMC at 888-743-4662.
When selecting video files and/or DVDs, reference Wiring Awareness (PIN 806881) and Fiber
Optic Awareness (PIN 806707).
b. Maintenance technicians (including maintenance aircrew) that inspect, maintain and repair
EWIS must complete on-the-job EWIS training (OJT as defined in Appendix A and 10.1.3.4) for
the specific Type/Model/Series aircraft, as it applies to the EWIS maintenance they
perform. Training will include:(1) Individual course completion may be conducted via Navy e-Learning by navigating to
the link below and browsing course content for the applicable course.
(a) Navy e-Learning Portal: https://learning.nel.navy.mil/ELIAASv2p/(b) EWIS Wiring Awareness (CNATT-008-WRA-021-002-A0)(c) EWIS Fiber Optic Awareness (CNATT-008-FBO- 021-001-A0)(2) Program Manager or Monitor may conduct group training via presentation of the eLearning training videos. Training videos may be obtained via the two methods cited below:(a) Source videos can be streamed or downloaded via the Training Resources Library of
the Joint Services Wiring Action Group (JSWAG) Secure Site at:https://myteam.navair.navy.mil/org/JSWAG/SitePages/Home.aspx(b) DVDs can be ordered at no cost from Defense Video Imagery Distribution System
via: https://www.dimoc.mil/Customer-Service/Contact-Us/ or by calling DIOMC at 888-743-4662.
Note: When selecting video files and/or DVDs reference, Wiring Awareness (PIN 806881) and
Fiber Optic Awareness (PIN 806707).
c. Maintenance personnel (including maintenance aircrew) that repair EWIS must complete
T/M/S specific EWIS on-the job training (as defined in 10.1.3.4) for the type aircraft they maintain.
At a minimum, EWIS training will include:(1) Review of references 10.26.1.a. through 10.26.1.d.
(2) Review of EWIS training materials available from NAVAIR at
https://myteam.navair.navy.mil/org/JSWAG/SitePages/Home.aspx.
(3) EWIS cleaning and preventative maintenance, per reference (a) procedures.
(4) EWIS inspection and diagnostic techniques, per reference (a) procedures.
(5) Identification of wires, connectors, and contact pins per NA 01-1A-505, reference (a),and T/M/S aircraft technical manuals (e.g., Wire Connector Repair (WCR) and Wire Data Manual(WDM), as applicable.
(6) Basic EWIS repair processes to include: shielded and non-shielded splices, insertion andextraction of connector contacts, selection and termination of wiring terminal lugs and contacts.
Splice training will include emphasis on splice restrictions.

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(7) Single wire, bundle, and harness installation, routing, clamping, and protection, perreference (a) procedures.
(8) Operation of multimeters and other wire test equipment, such as the Advanced Wire Test
Set (AWTS), per reference (a) procedures.
(9) Work order (WO) documentation, with emphasis on MAL Codes specific to EWIS and
WUCs specific to the T/M/S aircraft EWIS.
d. Maintenance personnel (including maintenance aircrew) that inspect EWIS must complete
T/M/S specific on-the-job EWIS training (OJT as defined 10.1.3.4) for the platform on which theirinspections are performed. At a minimum, training will include:(1) Review of references 10.26.1.a through 10.26.1.d.
(2) EWIS cleaning and preventative maintenance, per reference (a) procedures.
(3) Single wire, bundle, and harness installation, routing, clamping, and protection, perreference (a) procedures.
(4) Identification of wires, connectors, and contact pins per NA 01-1A-505-1, reference (a),and T/M/S aircraft technical manuals (e.g., Wire Connector Repair (WCR) and Wire Data Manual(WDM), as applicable.
e. EWIS OJT will be documented in ASM or equivalent training record per paragraph 10.1.3.9.
10.26.3.3 EWIS Maintenance
a. EWIS maintenance will be performed per the procedures specified in T/M/S technicalmanuals and the references listed in 10.26.1a through d, as applicable.
NOTE: The EWIS splice restrictions of reference a will be strictly observed. Conditional or
temporary wire splicing in restricted areas must be performed per the Fleet
Engineering Disposition (FED) process, paragraph 10.33. The FED must include
wire number, harness part number, physical location and directed wire replacement
interval (such as, no later than 100 flight hours, or next Phase inspection, or next
Depot rework).
b. EWIS maintenance will be documented in detail in OOMA Work Orders (WO). The
Corrective Action block will contain a full description of the repair, to include type of wire or fiber
optic that failed and the location of the repair. If wire splicing was performed, the Corrective
Action block will contain a detailed splice location to include:(1) Wire number (when available).
(2) Wire Harness Reference Designator and part number (if applicable).
(3) Associated system, for example, ALQ-126 Countermeasures Set or APG-73 Radar.
(4) Physical location of the splice (e.g., fuselage station, rib number, panel number).
NOTE: Documenting the location of installed splices allows the T/M/S Aircraft FST to
determine whether wire segment replacement is required during future rework to
restore wire harnesses to original configurations.

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(5) Wiring System Malfunction Code and Action Taken Code per Appendix E will beapplied.
(6) Work Unit Code (WUC) or Unified Numbering System (UNS) for the wire, cable, or
harness must be assigned for those T/M/S with dedicated EWIS WUC/UNS.
10.26.4 Responsibilities
10.26.4.1 COMNAVAIRSYSCOM
a. NAWC AD Power and Energy Division will establish all installation and performancerequirements of naval aviation EWIS and EWIS components.
b. NAWC AD Avionics, Sensors, and Engineering Warfare Department will establish allfunctional performance requirements of data and signals transported or conveyed through EWIS on
naval aviation platforms.
c. NATEC will provide in-service support for EWIS.
d. T/M/S Aircraft FSTs will:(1) Identify, assess, and prioritize EWIS degraders based upon the following data (peravailability of individual T/M/S):(a) Fleet Failure and Maintenance Data (WOs, Engineering Investigations, HazReps)(b) Aircraft Functional and Physical Hazard Assessment Data (areas containing EWIS
and combustible materials, high heat areas, high vibration areas, severe wind and moisture prone(SWAMP) areas, etc.)
analysis)(c) EWIS Components Aging Assessment Data (wire insulation age degradation(2) Establish EWIS degrader mitigation strategies and implement mitigation steps such asscheduled organizational, intermediate, and depot-level inspection, maintenance manual updates,
and the replacement or upgrade of EWIS components.
(3) Develop and publish Maintenance Requirement Card (MRC) for T/M/S EWIS
inspections.
(4) Coordinate with Type Wings and MAWS to raise Fleet Awareness of EWIS degradersand mitigation strategies and steps to stress the importance of protective measures when working onor around wire bundles and connectors during structural repairs, systems installations andmodifications. Perform periodic re-assessment of EWIS mitigation strategies and steps to ensure
desired outcomes have been achieved and maintained.
(5) Provide expertise and equipment assistance to supported activities during EWIS program
actions, such as engineering analysis in support of Automatic Wire Test Systems (AWTS), andplatform EWIS modifications.
10.26.4.2 Type Wings and MAWs
a. Designate an EWIS Program Manager.

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b. Publish a Wing LCP per Appendix D on any T/M/S peculiar EWIS procedures not addressedin this NAMPSOP or applicable technical directives and instructions.
c. Develop a Job Qualification Requirement (JQR) per the Aviation Maintenance Training
Program NAMPSOP, paragraph 10.1.4.3 , if EWIS training is not adequately covered by a Navy
Qualified and Proficient Technician (QPT) or Marine Aviation Maintenance Training andReadiness Program (AMTRP) syllabus.
NOTE: JQR task lists have been developed for personnel performing EWIS repairs andpersonnel performing EWIS inspections. These lists may be downloaded via the
JSWAG Share Point(https://myteam.navair.navy.mil/org/JSWAG/SitePages/Home.aspx) under the“Training Resources” tab.
d. Incorporate EWIS training into the training syllabus for QARs, CDQARs and CDIs, perparagraph 7.3.4.1.
e. Incorporate EWIS inspection training into the training syllabus for personnel performing
EWIS inspections, such as Material Condition Inspectors, Plane Captains, Plane Handlers, etc., perparagraph 10.26.3.2.d.
f. Inspect EWIS during aircraft Material Condition Inspections (MCI). Type Wings andMarine Corps TECOM Aviation Standards Branch (ASB) will develop and publish a JQR per 10.1
to train and qualify Wing and MAW inspection personnel on general EWIS inspection requirements
and techniques. The JQR will include the areas specified in paragraph 10.26.3.2.b., tailored to each
T/M/S aircraft inspected.
g. Submit inputs for additions or changes to EWIS training specified in Personnel Qualification
Standards (PQS) per 10.1.4.1.2.
10.26.4.3 Maintenance Officer
a. Designate an EWIS Program Manager. The EWIS Program Manager will be the Avionics
Division Officer, Avionics Division Chief, or other person well versed in the current EWIS issues
affecting their assigned T/M/S and capable of effectively managing the program. Designation will
be in writing, via ASM.
b. Publish LCPs per Appendix D, if required, to address any EWIS maintenance procedures notaddressed in this NAMPSOP or Wing LCP. Command LCPs will be submitted to the Wing or
MAW for consideration of inclusion in the Wing LCP.
10.26.4.4 Assistant Maintenance Officer (AMO)
The AMO will track progress in achieving the training requirements of 10.26.3.2.
10.26.4.5 Maintenance Control
a. Direct corrective action for EWIS discrepancies in a timely manner, not to exceed the next
major scheduled inspection or on-site Phased Depot Maintenance event (PMI/IMC), whicheveroccurs first.

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b. Submit requests to defer corrective action for EWIS discrepancies beyond the next scheduledphase inspection or on-site Phased Depot Maintenance event to the Type Wing or MAW for
approval. Deferral requests must include details on impact to aircraft mission capability.
c. Verify EWIS maintenance is correctly, accurately and completely documented on all workorders (WO) per paragraph 10.26.3.3.b.
10.26.4.6 EWIS Program Manager
a. Perform Program Manager audits per 10.7.3.8.
b. Provide technical advice and assistance to work centers in matters pertaining to EWIS
inspection and maintenance, to include coordinating NATEC assistance when required to resolve
recurring EWIS related discrepancies.
c. Provide EWIS Program NAMP indoctrination training or verify the indoctrination training isbeing completed by a subject matter expert per 10.1.4.7.
d. Conduct a quarterly inventory to verify materials, equipment, and tools required to perform
EWIS inspection and maintenance are available.
e. Maintain an account with the Joint Services Wiring Action Group (JSWAG)(https://myteam.navair.navy.mil/org/JSWAG/SitePages/Home.aspx) and be familiar with thecontents and resources available therein. Access to JSWAG main site can be requested via the
public site at https://www.navair.navy.mil/jswag/.
f. Maintain a program file to include:(1) POCs(2) Program related correspondence and message traffic(3) References or cross reference locator sheets(4) Most current Computerized Self Evaluation Checklist (CSEC) audit
10.26.4.7 Quality Assurance
a. QA Officer: Designate an EWIS maintenance QAR (AE/AT) as the EWIS Program
Monitor. Designation must be in writing via ASM.
b. QA EWIS Program Monitor:(1) Conduct Program Monitoring per 10.7, and periodically monitor work in progress todetermine compliance with EWIS inspection and maintenance requirements.
(2) Maintain an account with the Joint Services Wiring Action Group (JSWAG)(https://myteam.navair.navy.mil/org/JSWAG/SitePages/Home.aspx) and be familiar with thecontents and resources available therein. Access to JSWAG main site can be requested via the
public site at https://www.navair.navy.mil/jswag/ or by email: jswag@navy.mil.
(3) Draft and release Hazardous Material Report (HMR) Request for Engineering
Investigation (EI) per 10.9.3.7 for repeat EWIS component failures or catastrophic wire harness orcable failure.

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10.26.4.8 Work Center Supervisors
a. Verify work center personnel complete EWIS Program training per paragraph 10.26.3.2.
b. Periodically spot check work in progress to verify work center personnel are complying with
EWIS installation, repair and maintenance procedures specified in technical manuals.
c. Review WOs to verify personnel are complying with the EWIS documentation procedures of
10.26.3.3.b.
d. Assist Quality Assurance with the submission of a Hazardous Material Report (HMR)
Request for Engineering Investigation (EI) per 10.9.3.7 and reference (a) for repeat EWIS
component failures or catastrophic wire harness or cable failure.
e. Submit Technical Publication Deficiency Reports (TPDR) per 10.9.3.11 when deficiencies
are noted in EWIS inspection and maintenance procedures.

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1 Feb 2021
10.27 Aircraft Gun Systems (AGS) / Aircraft Crew Served Weapons (ACSW) Maintenance
Program (NAMPSOP)
10.27.1 References
a. OPNAV M-8000.16, The Naval Ordnance Management Policy Manual
b. COMNAVAIRFORINST 8380.2, Aircraft Armament Systems Programc. NAVSUP P-700, Common Naval Packaging (https://tarp.navsup.navy.mil/)
10.27.2 Introduction
10.27.2.1 AGS/ACSW pose a significant risk to the safety of personnel, aircraft, and equipment if
maintenance requirements are not strictly complied with. Accordingly, this NAMPSOP establishes
fundamental procedures for managing the maintenance of Navy and Marine Corps AGS/ACSW.
10.27.2.2 The AGS/ACSW NAMPSOP falls under the Aircraft Armament Systems (AAS)
Program.
10.27.2.3 All Navy and Marine Corps O-level and I-level activities responsible for maintenance,
custody and monitoring of AGS/ACSW must comply with the procedures of this NAMPSOP. This
includes contractor maintenance, commercial and government activities that operate, directly
support, repair or maintain Naval AGS/ACSW and components.
10.27.2.4 COMNAVAIRFOR Aircraft Armament System (N46B2) is the AGS/ACSW Type
Commander (AAS TYCOM). Address: COMNAVAIRFOR (N46B2), PO Box 357051, San Diego,
CA 92135-7051.
10.27.2.5 COMNAVAIRSYSCOM (PMA-242) is the NAVAIR Program Office for AGS/ACSW.
Address: COMNAVAIRFOR (N46B24), PO Box 357051, San Diego, CA 92135-7051.
10.27.3 Responsibilities
10.27.3.1 COMNAVAIRFOR Aircraft Armament Systems Type Commander (N46B2)
a. Publish AAS Program policy addressing peculiar T/M/S, organizational, and intermediatelevel AGS/ACSW maintenance procedures.
b. Provide updates to COMNAVAIRFOR NAMP Policy and Inspections (N422C) for the AAS
Program section of the Computerized Self-Assessment Checklist (CSEC).
c. Coordinate with NAVAIR Program Offices in developing T/M/S aircraft, organizational andintermediate level AGS/ACSW maintenance procedures.
d. Coordinate with NAVAIR Program Offices to reconcile and direct corrective action for
AGS/ACSW rounds fired discrepancies for life-limited components.
e. Provide authorization and direction to activities to release/restrict AGS/ACSW from flight orfiring due to suspected rounds fired accumulation discrepancies on life-limited components.

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COMNAVAIRFORINST 4790.2D
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f. Per 10.27.7, direct all Beyond Capability of Maintenance (BCM) actions and all actions todispose of AGS/ACSW.
10.27.3.2 COMNAVAIRFOR Aviation Maintenance Management Teams (AMMT)
a. Coordinate with COMNAVAIRFOR AAS TYCOM to develop and update AGS/ACSW
maintenance CSEC questions.
b. Inspect O-level and I-level activities for compliance with the AAS Program and contact the
AAS TYCOM immediately upon discovery of rounds fired accumulation errors for life-limited
components.
10.27.3.3 Type Wings and Marine Aircraft Wings (MAW)a. If required, publish a Local Command Procedure (LCP) per Appendix D to address peculiar
T/M/S, operational, and/or geographic AGS/ACSW procedures not addressed in this NAMPSOP.
b. Implement and supervise activity adherence to AAS Program maintenance policies
promulgated as per OPNAV M-8000.16, COMNAVAIRFORINST 8380.2A, T/M/S aircraft andequipment technical manuals, and this NAMPSOP.
c. Conduct Maintenance Program Assessments (MPA) per 10.24.4 to assess compliance with
the AAS Program and related directives.
10.27.3.4 Maintenance Officera. (O-level) Designate either the Ordnance Officer, Weapons Officer, Ordnance/Division Chief
Petty Officer, Ordnance SNCOIC or activity equivalent as AAS Program Manager.
b. (I-level) Designate either the Ordnance Department Officer, Division Officer,
Ordnance/Division Chief Petty Officer, Ordnance SNCOIC or activity equivalent as AAS Program
Manager.
c. Designation will be in writing via ASM.
10.27.3.5 Quality Assurance (QA) Officer Per 10.7.3.5, designate an Ordnance Quality
Assurance Representative (QAR) as the AAS Program Monitor. Designation will be in writing via
ASM.
NOTE: Other QARs or QA Specialists may monitor this program; however, the designated
Program Monitor must perform the annual program audits per 10.7.3.7.
10.27.3.6 Program Manager
a. Conduct initial and annual Program Manager audits per 10.7.3.8.
b. Be familiar with AGS/ACSW for T/M/S and components, OPNAV M-8000.16,
COMNAVAIRFORINST 8380.2A, applicable maintenance technical manuals, LCPs, checklists,
and this NAMPSOP.

10-350COMNAVAIRFORINST 4790.2D
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c. Maintain All Weapons Information System (AWIS) Aircraft Armament Equipment (AAE),
Gun Inventory Tracking and Reporting (GITR), DRWeb access and CM ALS (view only)
permissions.
d. Be designated as an “Initiator” for discrepancy reports submitted to the Joint Deficiency
Reporting System (JDRS) and DRWeb.
e. Provide NAMP indoctrination and refresher training on AGS/ACSW policy per 10.1.4.7.
Verify AGS/ACSW personnel receive AGS/ACSW familiarization prior to maintenance while
assigned to the work center and annually thereafter.
f. Verify Logs and Records (Navy)/Maintenance Administration (Marine Corps) and theOrdnance Work Center Supervisor are reconciling total rounds fired count accumulations between
OOMA and GITR. If rounds fired accumulation does not match, refer to NOTES 4, 6, 7 and 8 of
Figure 10.27-1 for corrective action.
(1) O-Level activities will conduct reconciliation at the end of each firing week.
(2) I-level activities will conduct reconciliation quarterly.
g. Contact the AAS TYCOM via Technical Dialog if any of the following occur:(1) Transferring AGS/ACSW between Prime Pools.
(2) AGS/ACSW is found to be not-ready for issue (NRFI) during acceptance/transfer
inspection.
(3) AGS/ACSW is received without a CM ALS.
(4) Weapons or components are found to have been over-fired due to rounds fired
accumulation errors.
(5) Requesting BCM action and/or DRMO disposition authorization.
NOTE: Units should consult with their Type Wing or MAW prior to contacting CNAF AAS
TYCOM about AAS errors or deficiencies.
h. Maintain a program file to include:(1) Points of Contact (POC)(2) An electronic or hardcopy list of current AGS/ACSW assigned to activity.
(3) Program related correspondence and message traffic.
(4) A current copy of AGS/ACSW references or cross-reference locator sheets.
audit.

(5) Copies of the most current AAS Program Manager audit and QA Program Monitor

10-351COMNAVAIRFORINST 4790.2D
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10.27.3.7 Program Monitor
a. Perform the annual QA audit of the AAS Program per 10.7.3.7.
NOTE: The QA audit must examine at least 50% of the equipment, records, documentation,and qualifications of personnel involved with AGS/ACSW maintenance. Workload
permitting, 100% of the process should be covered.
b. Verify all AGS/ACSW maintenance technical manuals, maintenance requirement cards,
instructions and publication changes for T/M/S are current, complete, and on-hand in the Central
Technical Publication Library (CTPL). Publications may be either electronic or paper. Electronic
publications must be uploaded and available to the Ordnance Work Centers.
c. Assist with preparing discrepancy reports required per this NAMPSOP.
10.27.3.8 Logs and Records (Navy)/Maintenance Administration (Marine Corps)
a. Comply with logs and records requirements directed in Chapter 8 that apply to AGS/ACSW.
b. Perform AGS/ACSW rounds fired count reconciliation between CM ALS and GITR
whenever any of the following occur:(1) Acceptance or transfer of AGS/ACSW and components per 10.27.4.
(2) Issue/turn-in of AGS/ACSW and components per 10.27.5.
(3) Discovery of errors for total rounds fired accumulation via CM ALS or Missing “Zero”
Rounds fired count Maintenance Action Form (MAF) or unmatched accumulation with GITR.
(4) After any rounds based maintenance action is performed.
NOTE: All rounds accumulation entries must be completed at the end of each firing day.
10.27.3.9 Ordnance Work Center Supervisors
a. Ensure work center personnel are fully qualified or satisfactorily progressing inqualifications to perform AGS/ACSW maintenance per 10.1.4.7.
b. Ensure AGS/ACSW are maintained in accordance with OPNAV M-8000.16,
COMNAVAIRFORINST 8380.2A, applicable maintenance manuals, and this NAMPSOP.
c. Periodically spot check work in-progress to verify the proficiency of personnel performing
AGS/ACSW maintenance.
d. Maintain access to the GITR module of AWIS.
e. Prior to any flight where AGS/ACSW may be fired, ensure rounds remaining will not exceed
the specified rounds based inspection interval. Verify rounds fired accumulation in the CM ALS is
accurate. Confirm applicable GITR entries are completed and match the CM ALS.
f. At the end of the firing day, ensure GITR rounds fired counts match OOMA.
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COMNAVAIRFORINST 4790.2D
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g. Immediately notify maintenance control of AGS/ACSW hazards and restrict AGS/ACSW
from use if any of the following conditions exist:(1) Total rounds are unknown.
(2) GITR and CM ALS cumulative rounds fired do not match.
(3) Maintenance documentation errors that could result in damage to aircraft or equipment,
injury to personnel, or over-firing the weapon or sub-components. Example: OOMA displays TD
compliance, but physical inspection of the asset reveals the TD is not incorporated.
10.27.3.10 AGS/ACSW Maintenance Personnela. Strictly comply with the AGS/ACSW maintenance procedures specified in AGS/ACSW
maintenance technical manuals and MRCs.
b. Ensure CM ALS is accurate and complete prior to issuing or installing AAS.
10.27.4 Acceptance/Transfer Transactions
10.27.4.1 Definition. Acceptance/Transfer transactions are defined as Supply to Prime Pool, orInter-Prime Pool, or Aircraft Depot/Aerospace Management And Regeneration Group (AMARG)
to Prime Pool transactions.
10.27.4.2 AGS/ACSW will not be physically accepted prior to completion of a CM ALS/GITR
records receipt verification per 10.27.4.4.
10.27.4.3 Documentation and monitoring requirements for component usage rate and rounds fired
for all AGS/ACSW are listed in Figure 10.27-1.
10.27.4.4 Logs and Records Clerks/ Maintenance Administrator within Intermediate Activities
Production Control Work Centers have the responsibility of accomplishing the initial administrative
acceptance/transfer of AGS/ACSW. The Logs and Records Clerks/ Maintenance Administrator
must comply with the following actions:a. Verify receipt of CM ALS. If CM ALS is not received, perform recovery procedures per8.6.3.4.
b. Review CM ALS. Activate all scheduled maintenance that was not previously compliedwith or verified as completed.
c. Perform TD compliance verification per 10.10.3.5. If unable to verify TD compliance, the
AGS/ACSW must be marked NRFI and removed from service until TD compliance is determined.
d. Reconcile CM ALS rounds fired history to ensure that AGS/ACSW life limited components
are within allowances. If rounds fired history cannot be reconciled, refer to Figure 10.27-1. Referto 10.27.6.4 for AGS/ACSW logs and records documentation requirements.
e. Prior to transferring AGS/ACSW, all maintenance related actions and rounds fired entries
will be documented as a Miscellaneous History entry in the CM ALS.

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COMNAVAIRFORINST 4790.2D
1 Feb 2021
10.27.4.5 Ordnance Work Center personnel will receive physical custody of ACSW and perform
acceptance inspection per applicable maintenance technical manuals and provide maintenancedocumentation data to Production Control. All maintenance related actions will be accomplished
via MAF/Work Order to include acceptance/transfer inspections. Prior to transfer, the remarks
section of GITR will be populated with the reason for transfer.
10.27.4.6 A physical paper copy of CM ALS must accompany all AGS/ACSW transferred to a
non-OOMA activity such as Naval Aviation Depot (NADEP) or NAVAIR FST.
10.27.4.7 All AGS received from an aircraft depot or AMARG must be removed from the aircraft
and routed to I-level for inspection.
10.27.4.8 All AGS/ACSW must be packaged in accordance with NAVSUP P-700 prior to transfer.
10.27.5 Issue, Receipt, and Turn-In Transactions
10.27.5.1 Issue and Turn-In transactions occur between a Prime Pool and the supported subcustodian. Prime Pools must verify GITR data for accuracy prior to AGS/ACSW issuance to the Olevel. AGS/ACSW and components must not be received from the issuing activity prior to thereceiving activity’s completion of a CM ALS/GITR records receipt verification.
10.27.5.2 For all optimized NALCOMIS activities the AGS CM ALS and GITR record will be
issued to the O-level prior to AGS/ACSW issuance. Neither acceptance/transfer inspections orwork order documentation is required.
10.27.5.3 After CM ALS/GITR rounds fired reconciliation is complete, AGS/ACSW may be
issued to the receiving activity.
10.27.5.4 Logs and Records Clerks/ Maintenance Administrator within O-level Activities
Maintenance Control Centers have the initial responsibility to accomplish Issue and Turn-intransactions of the AGS/ACSW and components. The Logs and Records Clerks/ Maintenance
Administrator must complete the following prior to receipt or turn-in of AGS/ACSW:
a. Conduct an OOMA CM ALS and GITR rounds fired count reconciliation to ensure accuracy.
Neither acceptance/transfer inspections or work order documentation is required.
b. All AGS/ACSW OOMA CM ALS will be accurate and complete prior to turn-in to thereceiving activity.
c. Prior to turn-in of AGS/ACSW, all maintenance related actions and rounds fired entries will
be documented as a Miscellaneous History entry in the CM ALS.
10.27.5.5 Ordnance Work Center personnel will remove AGS/ACSW per this NAMPSOP and
prepare AGS/ACSW for transfer per applicable maintenance technical manuals and provide
maintenance documentation data to Maintenance Control. All maintenance related actions will beaccomplished via MAF/Work Order (WO) to include discrepancy MAF/WO to the I-level or Dlevel activity. Prior to turn-in, the remarks section of GITR will be populated with the reason forturn in.

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COMNAVAIRFORINST 4790.2D
1 Feb 2021
10.27.5.6 Activities are highly encouraged to utilize the issue and turn in checklist on the CNAP
SharePoint (https://cpf.navy.deps.mil/sites/cnap/default.aspx) in the N46 Weapons, documents
folder to assist with issue, receipt, and turn-in transactions.
NOTES: 1. Recreating a CM ALS is strictly prohibited without CNAF AAS TYCOM
approval.
2. Refer to 8.6.3.4 for CM ALS recovery procedures.
3. Creating of CM ALS will only be accomplished for new production assets, by the
I-level. When presented with Manual or Auto create options, Auto create will beselected. When prompted to “apply usage to subcomponents” the “Yes” option will
be selected. All tasks will be activated at this time.
10.27.6 General Maintenance Requirements
10.27.6.1 Installation and Removala. Only Aviation Ordnance personnel are authorized to install or remove AGS and ACSW
mounts before flight.
b. All ACSW installed on an aircraft (including spares) must be documented via installation
WO. Installed ACSW will also be documented in Block 8 of the Aircraft Inspection andAcceptance Record (OPNAV 4790/141) per 5.1.6.3.
c. ACSW will be removed from aircraft (physically and administratively) at the conclusion of
the event or firing day to facilitate proper rounds documentation IAW Figure 10.27-1.
d. AGS/ACSW maintenance performed by a transient maintenance crew will be conducted anddocumented per 15.5.1.10.
e. In-flight AGS/ACSW maintenance will be conducted and documented per 15.5.1.11.
NOTE: In an expeditionary environment, these tasks may be performed by qualified aircrew.
10.27.6.2 Pre/Post Fire Inspections
a. All ACSW (including spares) must have a pre-fire inspection completed prior to installation
on aircraft.
b. All AGS will have a post-fire inspection completed at the end of each firing day, regardlessof how many rounds were fired. Ordnance supervisors will contact Naval Munitions Commands(NMC) or Weapons Department for post-fire, rounds fired count reports.
10.27.6.3 Scheduled Maintenance
Scheduled rounds based maintenance actions will be performed per the applicable Periodic
Maintenance Inspection Card (PMIC) intervals.

10-355COMNAVAIRFORINST 4790.2D
1 Feb 2021
NOTES: 1. Manual changes or corrections of the CM task is prohibited without CNAFAAS TYCOM authorization.
2. The 10% deviation of 5.3.10 does not apply to AGS/ACSW. A plus or minus 500(+/- 500) round deviation is applied to AGS, ACSW, and ACSW mounts rounds
based inspection intervals.
10.27.6.4 Logs and Records
Documentation and monitoring requirements for the components usage rate and rounds fired
accumulation for all AGS/ACSW are listed in Figure 10.27-1. All rounds accumulation entries will
be accomplished at the end of the firing day via a Manual Flight Record (MFR) IAW figure 10.271. Additionally, a Miscellaneous History entry will be made to document the quantity of rounds
fired.
NOTE: The OOMA/OIMA NALCOMIS data is the authoritative maintenancedocumentation database, and takes precedence over AWIS
10.27.7 Beyond Capability of Maintenance (BCM) and Defense Reutilization Management
Office (DRMO)
10.27.7.1 No AGS/ACSW or other serialized, GITR tracked components are authorized any typeof BCM action or DRMO disposition without prior authorization from the CNAF AAS TYCOM.
10.27.7.2 The CNAF AAS TYCOM will direct the activity in possession of the AGS/ACSW which
BCM designation to utilize via AWIS Technical Dialog.
10.27.7.3 After TYCOM approval for BCM action or DRMO, the activity must:a. Complete applicable GITR transactions.
b. Complete applicable OOMA/OIMA NALCOMIS transactions, (assign appropriate BCM
action taken code of 1-9, requisition a replacement asset, etc.).
c. Transfer assets to supply or DRMO facility, as appropriate.
10.27.8 Discrepancy Reporting
10.27.8.1 AGS/ACSWs, ACSW Mounts and LASER Aiming Devices (LAD) Discrepancy
Reports (DR). All AGS/ACSW, ACSW Mounts and LASER Aiming Devices (LAD) DRs will be
submitted per applicable direction of COMNAVAIRFORINST 4790.2 and OPNAV M-8000.16.
These include Hazardous Material Report (HMR), Product Quality Deficiency Report (PQDR),Technical Publications Deficiency Report (TPDR), Baseline Trouble Report (BTR), Conventional
Ordnance Deficiency Report (CODR), Explosive Event Report (EER), and Explosive Mishap
Report (EMR). Activities not required to provide an exhibit may initiate closing action for the DR
upon FST/Program Office acknowledgement via Technical Dialog: “Acknowledgement of thisdeficiency report serves as closing action for the reporting unit’s NAMDRP requirements.”
Activities required to provide exhibits must await direction from the FST/Program office via
Technical Dialog and follow the exhibit handling procedures per 10.9.4. All DRs are monitored by
the program office. Specific reporting criteria for each DR is described below.
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COMNAVAIRFORINST 4790.2D
1 Feb 2021
10.27.8.2 HMR. An HMR must be submitted per 10.9.3.8 whenever AGS/ACSW are discovered
to have critical material deficiencies meeting the conditions of 10.9.3.8.b. HMRs will be submitted
via JDRS per 10.9.3.1.
10.27.8.3 PQDR. A PQDR must be reported per 10.9.3.9 whenever deficiencies are found in newor newly reworked (depot overhaul) AGS/ACSW. PQDRs will be submitted via JDRS per
10.9.3.1.
10.27.8.4 TPDR. A TPDR must be submitted per 10.9.3.11 whenever deficiencies are noted in
AGS/ACSW technical publications. PQDRs will be submitted via JDRS per 10.9.3.1.
10.27.8.5 BTR. A BTR must be submitted per 10.9.3.5 to correct AGS/ACSW OOMA baseline
deficiencies. BTRs will be submitted via JDRS per 10.9.3.1.
10.27.8.6 CODR and EER. A CODR or EER must be submitted for deficiencies meeting thecriteria in OPNAV M-8000.16. CODRs and EERs will be submitted using the DRWeb module of
AWIS per 10.9.3.1e.
10.27.8.7 EMR. An EMR must be submitted for deficiencies meeting the criteria in OPNAV M8000.16. EMRs will be submitted to Risk Management Information (RMI) via the Air Force Safety
Automated System (AFSAS) per 10.9.3.1e.
10.27.8.8 ACSWs, Lasers and Mounts Deficiency Reports (DR). DRs for ACSWs, ACSW
mounts, and LADs will be initiated when a deficiency is discovered during maintenance. DRs for
ACSWs, ACSW mounts, and LADs will be submitted using the DRWeb module of AWIS per
10.9.3.1e.
10.27.8.9 AGS Deficiency Reporting
10.27.8.9.1 AGS O-Level Deficiency Reporting procedures:
a. DRs are not required to document unscheduled maintenance discrepancies to facilitate turnin to I-level, except under the following circumstances:(1) O-Level induced defects (CODR)(2) Explosive Event Report (EER) as defined in 10.9.3.6.
(3) Any AGS and component defects affecting the safety of personnel (CODR accompanied
by HMR).
b. DRs must be submitted within the timeframes identified in 10.9.3.
c. All other AGS discrepancies must be documented via WO and turned into I-Level for repair.
Figure 10.27-2 must be completed and accompany the WO to the I-level.
10.27.8.9.2 AGS I-Level Deficiency Reporting procedures:a. I-level activities will submit CODRs upon deficiency discovery per 10.9.3.6.

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COMNAVAIRFORINST 4790.2D
1 Feb 2021
b. DRs must include ammunition identification data, if ammunition was listed on Figure 10.272 from O-Level.
c. DR submission timeframes of 10.9 are not applicable for I-level activities for AGS DRs.

10-358

SYSTEM

P/N

AH-1
AV-8B
CH-53
F/A-18A-D
F/A-18 E-F
MH-53
MH-60R
MH-60S
MV-22
UH-1Y

COMNAVAIRFORINST 4790.2D
1 Feb 2021

NOTES

GAU-21 .50 CAL

3528901070

XM-218 .50 CAL

11691500

GAU-16/A .50 CAL

1698AS190

X

1,2,4

GAU-17/A 7.62MM

3392AS400

X X X

1,2,4

M240D 7.62MM

12977100

X X X X

1,2,4

X

X X X X X

1,2,4

X

1,2,4

NOTES:
1. Will be reported in GITR as a serialized/tracked item by Aviation Ordnance personnel.
2. ACSW and ACSW mount CM ALS will be updated at the end of each firing day at thesystem level.
3. AGS CM ALS will be updated at the end of each firing day at the aircraft BUNO level.
4. If total rounds fired are in question, notify CNAF AAS TYCOM via Technical Dialog.
5. The baseline to be used will be GITR total rounds count on the Ammunition Handling
Subsystem (AHS) the chute is attached to. When chute is not attached to an AHS and rounds
count is unknown, the baseline will be 6,000 rounds.
6. If total rounds fired are in question or unknown, perform 25,000 round inspection andestablish baseline at next highest 25,000 round interval for all required records.
7. If rounds count is unknown, penalize 50,000 rounds.
8. When rounds count is unknown, penalize 10,000 rounds.

Figure 10.27-1 (Page 1): AGS / ACSW Applicability and Reporting
10-359

P/N

UH-1Y

SYSTEM

AH-1
AV-8B
CH-53
F/A-18A-D
F/A-18 E-F
MH-53
MH-60R
MH-60S
MV-22

COMNAVAIRFORINST 4790.2D
1 Feb 2021

NOTES

25mm Gun Pak W/Gun
1395AS101
GAK-14X

1,3,4

GAU-12 25mm Gun 1395AS382
Subassembly
1395AS1102

X

1,425mm Gun Pak
Structure AssemblyX

4

Pneumatic Drive Unit 1395AS1016-3

X

4

Ammunition
Crossover Chutes

1395AS399

X

4,525mm Improved
Blast Deflector

75A7328011007

X

425mm AHS GFK 11

1395AS102

X

1,3,4

AHS Pak Structure
Assembly

75A732707

X

4Electronic Control
Unit

1395AS1066

X

N/A

75A732506

NOTES:
1. Will be reported in GITR as a serialized/tracked item by Aviation Ordnancepersonnel.
2. ACSW and ACSW mount CM ALS will be updated at the end of each firing day at
the system level.
3. AGS CM ALS will be updated at the end of each firing day at the aircraft BUNO
level.
4. If total rounds fired are in question, notify CNAF AAS TYCOM via Technical
Dialog.
5. The baseline to be used will be GITR total rounds count on the Ammunition
Handling Subsystem (AHS) the chute is attached to. When chute is not attached toan AHS and rounds count is unknown, the baseline will be 6,000 rounds.
6. If total rounds fired are in question or unknown, perform 25,000 round inspectionand establish baseline at next highest 25,000 round interval for all required records.
7. If rounds count is unknown, penalize 50,000 rounds.
8. When rounds count is unknown, penalize 10,000 rounds.

Figure 10.27-1 (Page 2): AGS / ACSW Applicability and Reporting
10-360

P/N

UH-1Y

SYSTEM

AH-1
AV-8B
CH-53
F/A-18A-D
F/A-18 E-F
MH-53
MH-60R
MH-60S
MV-22

COMNAVAIRFORINST 4790.2D
1 Feb 2021

NOTES

A/A49E-27 20MM
Aircraft Gun Mount
Adapter

3392AS1511

X

1,3,4

Ammunition Can
Assy

3392AS1678-1

X1

Recoil Adapter
20MM

537AS300

X

7

Blast Diffuser

537AS595

X

8

LFS Loader, Merger
Assy500499-1

X

1

LFS Declutching
Feeder500799-1/2

X

1

LFS Magazine Assy

500299-1

X

1

LFS Merger Unit Assy 500599-1

X

1500639-2500640-1

X

1

LFS Flexible ChuteAssy

NOTES:
1. Will be reported in GITR as a serialized/tracked item by Aviation Ordnancepersonnel.
2. ACSW and ACSW mount CM ALS will be updated at the end of each firing day at
the system level.
3. AGS CM ALS will be updated at the end of each firing day at the aircraft BUNO
level.
4. If total rounds fired are in question, notify CNAF AAS TYCOM via Technical
Dialog.
5. The baseline to be used will be GITR total rounds count on the Ammunition
Handling Subsystem (AHS) the chute is attached to. When chute is not attached toan AHS and rounds count is unknown, the baseline will be 6,000 rounds.
6. If total rounds fired are in question or unknown, perform 25,000 round inspection andestablish baseline at next highest 25,000 round interval for all required records.
7. If rounds count is unknown, penalize 50,000 rounds.
8. When rounds count is unknown, penalize 10,000 rounds.

Figure 10.27-1 (Page 3): AGS / ACSW Applicability and Reporting

10-361

M197 20MM

P/N
11838579/
12011591

Declutch Feeder
M89E1

12007300

A/A497A-1 20MM
System (A-D)

211F930
223F301X

UH-1Y

SYSTEM

AH-1
AV-8B
CH-53
F/A-18A-D
F/A-18 E-F
MH-53
MH-60R
MH-60S
MV-22

COMNAVAIRFORINST 4790.2D
1 Feb 2021

X

1,3,4

X

1,4

X

A/A49A-2 20MM Gun 10052600
System (E-F)
10052687

NOTES

1,3,4
X

1,3,4

20mm M61A1
Automatic Cannon

7791641
12011590
8227553-10X

1,420mm M61A2
Automatic Cannon

12913464
12913464-1
8227553-30

X X

1,4

NOTES:
1. Will be reported in GITR as a serialized/tracked item by Aviation Ordnance personnel.
2. ACSW and ASCW mount CM ALS will be updated at the end of each firing day at thesystem level.
3. AGS CM ALS will be updated at the end of each firing day at the aircraft BUNO level.
4. If total rounds fired are in question, notify CNAF AAS TYCOM via Technical Dialog.
5. The baseline to be used will be GITR total rounds count on the Ammunition Handling
Subsystem (AHS) the chute is attached to. When chute is not attached to an AHS androunds count is unknown, the baseline will be 6,000 rounds.
6. If total rounds fired are in question or unknown, perform 25,000 round inspection andestablish baseline at next highest 25,000 round interval for all required records.
7. If rounds count is unknown, penalize 50,000 rounds.
8. When rounds count is unknown, penalize 10,000 rounds.

Figure 10.27-1 (Page 4): AGS / ACSW Applicability and Reporting

10-362

UH-1Y

AH-1
AV-8B
CH-53
F/A-18A-D
F/A-18 E-F
MH-53
MH-60R
MH-60S
MV-22

COMNAVAIRFORINST 4790.2D
1 Feb 2021

SYSTEM

P/N

Feeder, Auto Gun

209F334 (A-F)

X X

4Hydraulic Drive Unit MC13862-3(F/A-18)
CMF3-100-1A

X X

N/A

Exit Unit Assy

209F537 (A-D)
10052595 (E-F)

X X

4Transfer Unit Assy

217F491 (A-D)
10052602 (E-F)

X X

4

Entrance Unit Assy

209F487 (A-D)
10052594 (E-F)

X X

4

Ammo Drum

219F296 (A-D)
10052596 (E-F)

X X

N/A

Unload/Drive Unit

209F335 (A-D)
10052603 (E-F)

X X

4

Ammunition
Conveyor Assy

196B7681(A-D)
10052627(E-F)

X X

N/A

NOTES

NOTES:
1. Will be reported in GITR as a serialized/tracked item by Aviation Ordnance personnel.
2. ACSW and ASCW mount CM ALS will be updated at the end of each firing day at thesystem level.
3. AGS CM ALS will be updated at the end of each firing day at the aircraft BUNO level.
4. If total rounds fired are in question, notify CNAF AAS TYCOM via Technical Dialog.
5. The baseline to be used will be GITR total rounds count on the Ammunition Handling
Subsystem (AHS) the chute is attached to. When chute is not attached to an AHS androunds count is unknown, the baseline will be 6,000 rounds.
6. If total rounds fired are in question or unknown, perform 25,000 round inspection andestablish baseline at next highest 25,000 round interval for all required records.
7. If rounds count is unknown, penalize 50,000 rounds.
8. When rounds count is unknown, penalize 10,000 rounds.

Figure 10.27-1 (Page 5): AGS / ACSW Applicability and Reporting

10-363

SYSTEM

P/N

AH-1
AV-8B
CH-53
F/A-18A-D
F/A-18 E-F
MH-53
MH-60R
MH-60S
MV-22
UH-1Y

COMNAVAIRFORINST 4790.2D
1 Feb 2021

NOTES

ADU-907/A
GAU-21 Right3638942010
Hand Medium
Pintle Head Adapter

X

1,2,6

ADU-907/A
GAU-21 RightHand Medium
Window Pintle
Connection

3638941010

X

1,2

ADU-908/A
GAU-21 Left-Hand
3638959010
Medium Pintle Head
AdapterX

1,2,6

ADU-908/A
GAU-21 Left-Hand
Medium Window
3638944010
PintleConnection

X

1,2

ADU-917/A
Left-Hand External 3392AS164
Store

X

1

NOTES:
1. Will be reported in GITR as a serialized/tracked item by Aviation Ordnance personnel.
2. ACSW and ASCW mount CM ALS will be updated at the end of each firing day at thesystem level.
3. AGS CM ALS will be updated at the end of each firing day at the aircraft BUNO level.
4. If total rounds fired are in question, notify CNAF AAS TYCOM via Technical Dialog.
5. The baseline to be used will be GITR total rounds count on the Ammunition Handling
Subsystem (AHS) the chute is attached to. When chute is not attached to an AHS androunds count is unknown, the baseline will be 6,000 rounds.
6. If total rounds fired are in question or unknown, perform 25,000 round inspection andestablish baseline at next highest 25,000 round interval for all required records.
7. If rounds count is unknown, penalize 50,000 rounds.
8. When rounds count is unknown, penalize 10,000 rounds.

Figure 10.27-1 (Page 6): AGS / ACSW Applicability and Reporting

10-364

SYSTEM

P/N

AH-1
AV-8B
CH-53
F/A-18A-D
F/A-18 E-F
MH-53
MH-60R
MH-60S
MV-22
UH-1Y

COMNAVAIRFORINST 4790.2D
1 Feb 2021

NOTES

ADU-918/A
Right-Hand
External Store

3392AS165

A/A49E-17
M240 Mount Assy

3392AS957

X

1,2,4

A/A49E-17
M240 Left-Hand
Swing Arm Assy

3392AS691

X

1,2,4

A/A49E-17
M240 Right-Hand
Swing Arm Assy

3392AS683

X

1,2,4

A/A49E-18
GAU-21 Modified
Cradle3392AS1365

X

1,2,4,6

A/A49E-18
GAU-21 Left-Hand 3392AS723
Adapter Assy

X

1

A/A49E-18
3392AS724
GAU-21 RightHand Adapter Assy

X

1

X

1

NOTES:
1. Will be reported in GITR as a serialized/tracked item by Aviation Ordnance personnel.
2. ACSW and ASCW mount CM ALS will be updated at the end of each firing day at thesystem level.
3. AGS CM ALS will be updated at the end of each firing day at the aircraft BUNO level.
4. If total rounds fired are in question, notify CNAF AAS TYCOM via Technical Dialog.
5. The baseline to be used will be GITR total rounds count on the Ammunition Handling
Subsystem (AHS) the chute is attached to. When chute is not attached to an AHS androunds count is unknown, the baseline will be 6,000 rounds.
6. If total rounds fired are in question or unknown, perform 25,000 round inspection andestablish baseline at next highest 25,000 round interval for all required records.
7. If rounds count is unknown, penalize 50,000 rounds.
8. When rounds count is unknown, penalize 10,000 rounds.

Figure 10.27-1 (Page 7): AGS / ACSW Applicability and Reporting

10-365

SYSTEM

P/N

AH-1
AV-8B
CH-53
F/A-18A-D
F/A-18 E-F
MH-53
MH-60R
MH-60S
MV-22
UH-1Y

COMNAVAIRFORINST 4790.2D
1 Feb 2021

NOTES

A/A49E-19
3392AS778
M240 Adapter Assy

X

1

A/A49E-19
GAU-21 Adapter
Assy

3392AS899

X

1

A/A49E-20
GAU-21 Modified
Cradle3392AS1365

X

1,2,6

A/A49E-22
M240 Mount Assy

3392AS957

X

1

A/A49E-22
GAU-16/M240
Base Assy

3392AS1398

X

1

A/A49E-22
GAU-16/M240 Arm 3392AS1399
Assy

X

1

A/A49E-22
GAU-16/M240
Mount Assy

X

13392AS1245

NOTES:
1. Will be reported in GITR as a serialized/tracked item by Aviation Ordnance personnel.
2. ACSW and ASCW mount CM ALS will be updated at the end of each firing day at thesystem level.
3. AGS CM ALS will be updated at the end of each firing day at the aircraft BUNO level.
4. If total rounds fired are in question, notify CNAF AAS TYCOM via Technical Dialog.
5. The baseline to be used will be GITR total rounds count on the Ammunition Handling
Subsystem (AHS) the chute is attached to. When chute is not attached to an AHS androunds count is unknown, the baseline will be 6,000 rounds.
6. If total rounds fired are in question or unknown, perform 25,000 round inspection andestablish baseline at next highest 25,000 round interval for all required records.
7. If rounds count is unknown, penalize 50,000 rounds.
8. When rounds count is unknown, penalize 10,000 rounds.

Figure 10.27-1 (Page 8): AGS / ACSW Applicability and Reporting

10-366

A/A49E-23
3392AS1340
GAU-21 Mount Assy

UH-1Y

MV-22

MH-60S

MH-60R

MH-53

F/A-18 E-F

F/A-18A-D

CH-53

P/N

AV-8B

SYSTEM

AH-1

COMNAVAIRFORINST 4790.2D
1 Feb 2021

NOTES

X

1,2,6

A/A49E-28
GAU-21 Medium
Ramp Pintle

3638951010

A/A49E-33/A
M240 Mount Assy

3392AS200

X1

A/A49E-34
3392AS267
GAU-17 Mount Assy

X

1,2

X

X

1,2,6

ADU-977/A Gun
Adapter

3392AS706

X

1

A/A49E-39 M240
Mount

3392AS715

X

1,2,4

A/A49E-40 GAU-21
3392AS624
Mount

X

1,2,4

A/A49E-44
Helicopter Armament
3392AS2959
Subsystem, Caliber.50 Machine Gun

X

1

NOTES:
1. Will be reported in GITR as a serialized/tracked item by Aviation Ordnance personnel.
2. ACSW and ASCW mount CM ALS will be updated at the end of each firing day at thesystem level.
3. AGS CM ALS will be updated at the end of each firing day at the aircraft BUNO level.
4. If total rounds fired are in question, notify CNAF AAS TYCOM via Technical Dialog.
5. The baseline to be used will be GITR total rounds count on the Ammunition Handling
Subsystem (AHS) the chute is attached to. When chute is not attached to an AHS androunds count is unknown, the baseline will be 6,000 rounds.
6. If total rounds fired are in question or unknown, perform 25,000 round inspection andestablish baseline at next highest 25,000 round interval for all required records.
7. If rounds count is unknown, penalize 50,000 rounds.
8. When rounds count is unknown, penalize 10,000 rounds.

Figure 10.27-1 (Page 9): AGS / ACSW Applicability and Reporting
10-367

SYSTEM

P/N

AH-1
AV-8B
CH-53
F/A-18A-D
F/A-18 E-F
MH-53
MH-60R
MH-60S
MV-22
UH-1Y

COMNAVAIRFORINST 4790.2D
1 Feb 2021

NOTES

X

1

A/A49E-45
Helicopter
3392AS2960
Armament
Subsystem, Caliber.50 Machine Gun
GFU-28/A
AMMUNITIONLOADERASSEMBLY

3392AS3293

X1

ADU-1039/A
GUN MOUNTING
3392AS3294
ADAPTERAIRCRAFT LH

X

1,2,4

ADU-1040/A
GUN MOUNTING
3392AS3295
ADAPTERAIRCRAFT RH

X

1,2,4

NOTES:
1. Will be reported in GITR as a serialized/tracked item by Aviation Ordnance personnel.
2. ACSW and ACSW mount CM ALS will be updated at the end of each firing day at thesystem level.
3. AGS CM ALS will be updated at the end of each firing day at the aircraft BUNO level.
4. If total rounds fired are in question, notify CNAF AAS TYCOM via Technical Dialog.
5. The baseline to be used will be GITR total rounds count on the Ammunition Handling
Subsystem (AHS) the chute is attached to. When chute is not attached to an AHS androunds count is unknown, the baseline will be 6,000 rounds.
6. If total rounds fired are in question or unknown, perform 25,000 round inspection andestablish baseline at next highest 25,000 round interval for all required records.
7. If rounds count is unknown, penalize 50,000 rounds.
8. When rounds count is unknown, penalize 10,000 rounds.

Figure 10.27-1 (Page 10): AGS / ACSW Applicability and Reporting

10-368COMNAVAIRFORINST 4790.2D
1 Feb 2021

CODR DATA for I-level Reporting
Unit:______________________

MCN/JCN:____________________________AGS Serial Number:

Date: _________________________________

BUNO: __________

1. ROUNDS COUNT ON CANNON OR GUN SYSTEM:__________________

2. LAST INSPECTION OF CANNON OR GUN SYSTEM:__________________

3. PART NUMBER OF DAMAGED COMPONENT:__________________

4. DESCRIPTION OF DAMAGE TO COMPONENT:____________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

5. AIRCRAFT ANGLE OF ATTACK:__________________

6. AIRCRAFT AIR SPEED:__________________

7. AMMUNITION NALC AND NOMENCLATURE:__________________

8. AMMUNITION LOT NUMBER:__________________

9. ROUNDS LOADED QTY:__________________IMA CDI Signature / Date:

OMA CDI Signature / Date:

IMA CDI Print / Date:

OMA CDI Print / Date:

Figure 10.27-2 OMA CODR Data for IMA Reporting
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COMNAVAIRFORINST 4790.2D
1 Feb 2021
10.28 Aircraft Magnetic Compass Calibration and Verification
10.28.1 References
T/M/S aircraft technical manuals.
10.28.2 Introduction
10.28.2.1 This NAMPSOP applies to aircraft with a magnetic compass system. A magnetic
compass system is any compass system or instrument that uses the earth’s magnetic field todetermine and display heading information. Magnetic compass systems include, but are not limited
to, standby wet compasses, solid state magnetometers, magnetic azimuth detectors, and magnetic
flux valves.
10.28.2.2 Magnetic compass systems are affected by metallic materials, avionics, engines, andother aircraft equipment and must be calibrated in their installed environment to compensate forthese effects. A magnetic compass calibration is also referred to as a compass swing.
10.28.3 Requirements
10.28.3.1 Scheduled and conditional magnetic compass calibrations and verifications must be
performed per the procedures directed in T/M/S maintenance instructions.
10.28.3.2 To minimize the possibility of calibration coming due during a deployment, aircraft
requiring scheduled compass calibration or verification will be calibrated or verified to not comedue for at least 60 days after the planned end of the deployment.
10.28.3.3 A Compass Correction Card must be placed near each compass indicator in aircraft
requiring compass calibration. Figure 10.28-1 provides an example of a locally produced Compass
Correction Card. The AS5823 (NSN6605-00-584-4227) Compass Correction Card may also be
used. The Compass Correction Card will contain the following information:
a. Front:(1) SYSTEM - The system that was calibrated, for example, “Standby Wet Compass(Pilot)” or “Standby Wet Compass (Co-Pilot)”.
(2) BUNO - The bureau number of the aircraft the system is installed in.
(3) MODEX - The MODEX of the aircraft the system is installed in.
(4) SWUNG - The date the system was calibrated/verified.
b. Back:(1) Stamp or printed name and signature of the CDI that verified entries on the Compass
Correction Card are correct and the card is properly installed in the cockpit.
(2) Printed name and signature of CDI who witnessed the calibration or the aircrew who
performed the in-flight verification.

10-370COMNAVAIRFORINST 4790.2D
1 Feb 2021
NOTES: 1. Headings on the Compass Correction Card will be changed only as a result of acompass calibration. If a compass verification is performed between calibrations,transcribe the headings from the most recent calibration Compass Correction Cardto the verification Compass Correction Card. The new verification Compass
Correction Card will be posted near each compass indicator.
2. If the Compass Correction Card in the aircraft is lost or becomes unreadable, a
new card may be created from the readings entered in the aircraft logbook
Miscellaneous History per paragraph 10.28.3.5.
10.28.3.4 Compass calibration directed by a special MRC will be documented as a special(scheduled) inspection. Compass calibration not directed by a special MRC will be documented asa conditional (unscheduled) inspection on the WO that documents the condition or discrepancy
requiring calibration.
10.28.3.5 Calibrations and verifications must be documented in Optimized OMA NALCOMIS
Miscellaneous History Record. Activities not operating OOMA will make a manual entry in theaircraft logbook Miscellaneous History section (OPNAV 4790/25A). Compass Calibrations entries
must include:a. The system that was calibrated or verified, for example, “Standby Wet Compass.”b. The date the system was calibrated or verified.
c. The calibration and verification method. If the system was calibrated, list the specificmethod for example, “MCCS” or “MRC Card No. XXX”. If the system was verified, specify themethod of verification, for example, “in-flight verification” or “ground verification.”d. The name of the CDI who witnessed the calibration or ground verification or the name of theaviator who performed the in-flight verification.
e. The geographical location where the calibration or verification was performed.
f. The statement “All readings are within the limits specified by (list the maintenanceinstruction)” followed by each heading, reading, and residual error. For example, “All readings arewithin the limits specified by T/M/S maintenance instruction reference.”
Heading = 000, Reading = 003, Residual Error = +3 Degrees
Heading = 015, Reading = 017, Residual Error = +2 Degrees
Heading = 030, Reading = 031, Residual Error = +1 Degree
Heading = 045, Reading = 045, Residual Error = 0
10.28.3.6 Deviations
a. Prior to requesting a deviation, if aircraft and operational conditions permit, an in-flight or
ground comparison check must be accomplished using a known good reference system (Inertial
Navigation System, Tactical Navigation, Ground Control Radar, or Automatic Directional Finder)
against the Aircraft Compass System. The comparison check certifies only the apparent operation

10-371COMNAVAIRFORINST 4790.2D
1 Feb 2021of the Magnetic Compass System in question and will be substituted only until the preferred oralternate method of calibration/verification is accomplished.
b. Deviation requests must be submitted by naval message to the ACC Aircraft Class Desk, via
the Wing, with the following information:(1) Aircraft T/M/S and BUNO
(2) Date calibration due(3) Type of system and calibration/verification requirement. For example, “Flux Valve
Compass 364-Day Scheduled Calibration” or “Flux Valve Compass Conditional Calibration Due to
R&R”(4) Reason calibration cannot be performed(5) Method of bearing comparison check and results(6) How long deviation is required
10.28.4 Responsibilities
10.28.4.1 COMNAVAIRSYSCOM
a. Issue MRCs and maintenance technical manuals for each T/M/S and Magnetic Compass
System to include calibration schedule and procedures.
b. Verify Fleet Support Team (FSTs) are trained in Magnetic Compass calibration requirements
and procedures.
c. Resource equipment and technical data required for aircraft Magnetic Compass calibration.
d. Resolve conflicts between this instruction, T/M/S MRCs, T/M/S aircraft maintenancetechnical manual specifications, or other engineering directives related to Magnetic Compass
calibrations.
10.28.4.2 Activities Operating Naval Aircraft
a. Strictly comply with the Magnetic Compass calibration requirements and procedures of this
instruction and the applicable maintenance technical manuals.
b. Verify the training and skill level of personnel maintaining and calibrating aircraft Magnetic
Compass Systems. Training will be documented in the Personnel Qualification Standard (PQS) or
Advanced Skills Management (ASM) equivalent.
c. Verify Maintenance Control and QA personnel are trained and knowledgeable in magnetic
compass calibration requirements. Training will be documented in PQS or ASM equivalent.
d. Verify currency of compass calibration upon receipt of aircraft.

10-372

COMNAVAIRFORINST 4790.2D
1 Feb 2021

Figure 10.28-1: Compass Correction Card (Example)

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COMNAVAIRFORINST 4790.2D
1 Feb 2021
10.29 Aircraft Survivability Equipment (ASE) (NAMPSOP)
10.29.1 Introduction
10.29.1.1 This NAMPSOP applies to all Navy and Marine Corps O-level activities that use or
maintain Aircraft Survivability Equipment (ASE). For the purpose of this instruction, ASE isdefined as:a. Infrared Countermeasuresb. Missile Warning Systemsc. Countermeasure Dispensing Systems
d. Radar Warning Receivers
e. Onboard Electronic Countermeasures
f. Towed Decoys
NOTE: F-35 aircraft are exempt from this NAMPSOP.
10.29.1.2 Aircraft Survivability Equipment (ASE), systems serve to protect our aircraft and aircrew
in hostile environments. The dynamic nature of the threat environment generates significant risk,
which necessitates continual evolution and improvement of ASE software and hardware. Accurate
tracking of ASE software loads and aircraft configurations, timely readiness reporting, andthorough pre-deployment training and grooming are required to sustain the high level of ASE
system readiness needed to ensure aircraft and aircrew can safely operate in combat.
10.29.2 Responsibilities
10.29.2.1 COMNAVAIRSYSCOM
a. Advanced Tactical Aircraft Protection Systems Program Office (PMA272) is the designatedlead program office for the management, development, demonstration, and acquisition of ASE.
PMA272 responsibilities include monitoring ASE readiness, reporting current ASE software
configurations via naval message or other official method of correspondence, and maintaining aqualified Fleet Support team (FST) and ASE Readiness Team (ART), capable of providing training
to the fleet.
b. PMA265 is the designated lead program office for the ALR-67(V)3 Radar Warning System.
c. PMA299 is the designated lead program office for the AN/ALQ-210 Electronic Support
Measures (ESM).
10.29.2.2 COMNAVAIRPAC/COMNAVAIRLANT (CNAP/CNAL) N421N Common
Avionics Class Deska. Maintain ASE inventory and status reporting on the CNAL N421N SharePoint,
https://usff.navy.deps.mil/sites/cnal/n421/n421n/SitePages/Home.aspx.
b. Monitor and provide support to ASE readiness via the CNAL SharePoint.
c. Disseminate current ASE aircraft system configurations and software configurations.

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COMNAVAIRFORINST 4790.2D
1 Feb 2021
d. Direct inter/intra-service ASE transfers as required.
e. Provide disposition instructions for ASE system components in the following events:(1) Assets are damaged due to aircraft or ground MISHAP.
(2) Aircraft is being stricken, undergoing SARDIP, or being sent to AMARG for storage.
(3) System or component obsolescence or upgradef. Coordinate with PMA272 for ART fleet visits.
10.29.2.3 Type Wings and Marine Aircraft Wings
a. Designate in writing an officer or E-6 and above enlisted member as the ASE Program
Manager.
b. Maintain access and ensure all subordinate command ASE Program Managers and Work
Center Supervisors maintain accounts to access CNAL ASE SharePoint.
c. Review and validate the aircraft ASE and software configuration information on the CNAL
SharePoint database no later than the 21st of each month.
d. Monitor and report ASE readiness to CNAP/CNAL N421N Common Avionics Class desk
via CNAL ASE SharePoint.
e. Inspect ASE condition (including hardware and software) and the accuracy of ASE records
during Maintenance Program Assessments (MPA) and Material Condition Inspection (MCI).
f. Request ART visits as deemed necessary to assist with improving ASE readiness.
g. Submit an ASE Asset Increase/Decrease Report (Figure 10.29-1) or ASE Asset
Loss/Damage Report (Figure 10.29-2) via naval message or other official correspondence to
CNAP/CNAL N421N Common Avionics Class Desk for the following transactions:(1) Asset losses or damage resulting from an aircraft or ground mishap within 24 hours.
(2) Assets from an aircraft that is being stricken or sent to AMARG.
(3) ASE asset increases due to new production aircraft delivery.
(4) ASE asset increases due to reactivation of aircraft from AMARG.
h. Monitor necessary cyber certifications to allow fleet activities to download ASE softwarefrom Naval Data Distribution System (NDDS) to associated media for on aircraft loading. Ensurecommands have the infrastructure to apply for and receive access to DOD cyber systems thatnecessitate System Authorization Access Request (SAAR) forms. SAAR forms require proper
Cyber Certifications to be verified by the Chain of Command via Automated Data Processing(ADP), Navy/Marine Corps Intranet (NMCI), Marine Corps Enterprise Network (MCEN), andSecurity.
i. Ensure subordinate command ASE Program Managers maintain the proper number of cybercertified personnel with NMCI/MCEN Data At Rest (DAR) computer seat exemptions in order todownload software from NDDS onto approved removable media. Refer to latest
NGEN/MCEN/Local directives for procedures in obtaining applicable DAR exemptions.

10-375COMNAVAIRFORINST 4790.2D
1 Feb 2021
10.29.2.4 Maintenance Officer
a. Designate in writing an officer or E-6 and above enlisted member as the ASE Program
Manager.
b. Coordinate with the Operations Department to ensure ASE systems are thoroughly checkedon aircraft participating in tactical training exercises and other flights where ASE can be operated.
10.29.2.5 Program Manager
a. Perform initial and annual program manager audits per 10.7.3.8.
b. Be knowledgeable of procedures in ASE instructions, MIMs, and MRCs.
c. Maintain a current inventory of all ASE equipment and validate the ASE equipment
inventory on the CNAL SharePoint by the 21st of each month,
https://usff.navy.deps.mil/sites/cnal/n421/n421n/SitePages/Home.aspx.
d. Maintain an account with NDDS (NIPR/SIPR, as required) and verify ASE systems installedon aircraft have the current software load. Squadrons are notified via NDDS of new and current
software updates pertaining to their platforms.
e. Ensure ASE periodic maintenance is being accomplished per applicable maintenancetechnical manuals.
f. Coordinate with Maintenance Control to initiate Work Orders (WO) on uninstalled ASE
components in order to verify all items of ASE have been functionally tested prior to deployment.
g. Coordinate with the Operations Department for Areas of Responsibility (AOR) mission data
file (MDF) requirement(s).
h. Monitor completion of training in support of the ASE Program. Refer to the latest ASE
Navy Training System Plan (NTSP) at https://ntsp.navair.navy.mil. The NTSP explains the ASE
Training Development/Update process/plan. New development is provided via “system leveltraining” for Developmental Testing/Operational Testing (DT/OT). Cadre initial training isprovided to the host platform for integration into their training programs.
i. Maintain a minimum of three personnel with NDDS access with the appropriate cybercertifications and NIPR/SIPR DAR computer seat exemptions waiver in order to download
software from NDDS onto approved removable media.
NOTE: The use of a standalone computer is not authorized for writing NDDS software files
to removable media for aircraft software loading. Standalone computers notconnected to the network do not receive the necessary cyber protections and antivirus updates subjecting the aircraft and ASE system to malware.
j. Coordinate with NATEC to conduct training on ASE systems and PMA-272 ART forgrooming of all aircraft ASE systems 3 to 6 months prior to deployment, or a minimum of annuallyfor non-deploying squadrons. Personnel training and system grooming events for ASE systems
may be conducted in conjunction with Integrated Weapon System Review (IWSR) or may be

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COMNAVAIRFORINST 4790.2D
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conducted as stand-alone events. Solicitation of PMA272 ART and/or NATEC support is required
for these training events.
10.29.2.6 Work Center Supervisor
a. Be knowledgeable of procedures in ASE instructions, MIMs, and MRCs.
b. Monitor training progress and ensure personnel complete on the job training (OJT) on ASE
systems and become proficient in ASE maintenance, system operation, and software loading andverification.
c. Ensure annual ASE refresher training is completed either through on-line, FST, or NATEC
instruction. ASE training lessons are hosted on Navy eLearning and MarineNet for various ASE
systems. Refresher training may also be completed via OJT from the ART, while on site visits.
d. Verify applicable ASE IMRL and tools are available and in a ready for use condition.
e. Maintain an account with NDDS (NIPR/SIPR, as required), and verify ASE systems
installed on aircraft have the current software load. Platforms are notified via NDDS of new andcurrent TDs for software updates pertaining to their systems.
f. Update ASE systems with the most current OFP or MDF/UDF software IAW applicable TDs
and system configuration list located at the CNAL SharePoint site:
https://usff.navy.deps.mil/sites/cnal/n421/n421n/SitePages/Home.aspx.

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1 Feb 2021

FM SQUADRONTO TYPE WING/MAW
INFO COMNAVAIRLANT NORFOLK VA
MAG/CVWSQUADRONBT
UNCLAS//N04790//
MSGID/GENADMIN/SQUADRON/MMM//
SUBJ/ASE INCREASE/DECREASE REPORT//REF/A/DOC/COMNAVAIRFORINST 4790.2/DATE//
REF/B/DOC/(APPLICABLE SHIPPING COMPANY AND DOCUMENT NUMBER)/-//
NARR/REF A PROVIDES POLICY FOR ASE ASSET ACCOUNTING AND INVENTORYPROCEDURES. REF B IS SHIPPING DOC//
POC/LAST, FI, MI/RANK/RATE /SQUADRON/-/TEL: 234-5678 /EMAIL: //GENTEXT/REMARKS/1. PER REF A, THE FOLLOWING ASE ASSETS RECEIVED
FROM/TRANSFERRED TO (APPLICABLE ORGANIZATION) ON JD XXXXX, REF B
REFERS. READ IN FOUR COLS:NOMENPART NRQTY SERNO N/A (FOR UNCLAS ONLY)

Figure 10.29-1: ASE ASSET INCREASE/DECREASE REPORT (Example)

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FM SQUADRONTO TYPE WING/MAW
INFO COMNAVAIRLANT NORFOLK VA
MAG/CVWSQUADRONBT
UNCLAS //N04790//
MSGID/GENADMIN/SQUADRON/MMM//
SUBJ/ASE/ECM/DECM ASSET LOSS/DAMAGE REPORT//REF/A/DOC/COMNAVAIRFORINST 4790.2/DATE//
REF/B/MSG/SQUADRON/230024ZFEB2021//
NARR/REF A PROVIDES POLICY FOR ASE ASSET ACCOUNTING AND INVENTORYPROCEDURES. REF B IS SQUADRON ACFT MISHAP RPT.//
POC//LAST, FI. MI./RANK/RATE/ SQUADRON/-/TEL: XXX-XXXX /EMAIL: //GENTEXT/REMARKS/1. PER REF A, THE FOLLOWING INFO IS SUBMITTED:
A. PER REF (A), THE FOLLOWING ASE ASSETS ARE LOST AND UNRECOVERABLE.
READ IN FOUR COLS:NOMENPART NRSERIAL NR
QTY
R-2148C/ALR-67(V) XXXXXXXXXXXXXXXXXXXXX XX
R-2055B/ALR-67(V) XXXXXXXXXXXX XXXXXXXXX XX
IP-1276/ALR-67(V) XXXXXXXXXXXX XXXXXXXXX XX
C-10250B/ALR-67(V) XXXXXXXXXXXX XXXXXXXXX XX
B. FOLLOWING ASSET WAS RECOVERED, BUT IS CONSIDERED NON-REPAIRABLE.
READ IN FOUR COLS:NOMENPART NRSERIAL NR
QTY
CP-1293C/ALR-67(V) XXXXXXXXXXXX XXXXXXXXX XX
C. FOLLOWING ASSET WAS RECOVERED AND IS CONSIDERED REPAIRABLE. READ
IN FOUR COLS:NOMENPART NRSERIAL NR
QTY
AS-3190B/ALR-67(V) XXXXXXXXXXXX XXXXXXXXX XX
D. PINGER STATUS: INSTALLED AND OPERATING.
E. REF B RPT LOSS OF (ENTER ACFT TYPE AND BUNO) ON (ENTER DATE OF
INCIDENT FROM REF B) NEAR (ENTER LOCATION OF INCIDENT FROM REF B). NO
POSSIBILITY OF COMPROMISE.//

Figure 10.29-2: ASE ASSET LOSS-DAMAGE REPORT (Example)

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10.30 Marine Air Traffic Control and Landing Systems (MATCALS) Maintenance10.30.1 References
a. PMA213B/0017 MATCALS Allowance List
b. NATMS-ULSS-38-03 MATCALS User’s Logistics Support Summaryc. NAVAIR 17-1-574 MATCALS Tool Control Manuald. MCO 4790.2 Field-Level Maintenance Management Policy
10.30.2 Introduction
10.30.2.1 This NAMPSOP directs maintenance requirements and management policy for Marine
Air Traffic Control and Landing Systems (MATCALS) applicable to all Marine Air Traffic Control
Detachments.
NOTE: MATCALS suites are also furnished to Naval Air Warfare Center Aircraft Division(NAWC AD), Naval Air Technical Training Center and Naval Information Warfare
Center (NIWC), which are not subject to this NAMPSOP.
10.30.2.2 MATCALS are ground-based equipment sets utilized to provide air surveillance andcontrol of friendly aircraft in support of offensive air support, anti-air warfare, continuous allweather radar, non-radar, tower air traffic control services, airspace management, and other services
to an independent and geographically separated main air base or air facility, and remote air sites orpoints. MATCALS functions as an integral part of the air defense system for a Marine Air Ground
Task Force (MAGTF) or joint force.
10.30.2.3 MATCALS are operated by Marine Air Traffic Control Detachments (MATCD), which
are the principal Air Traffic Control (ATC) organizations within the Marine Air Command andControl System (MACCS). MATCDs are detachments of the Marine Air Control Squadron(MACS), which is an element of the Marine Air Control Group (MACG). Each Marine Air Wing
(MAW) has one MACG with one MACS. MACG-28 and MACG-38 contain three MATCDs each,
MACG-18 contains two MATCDs, and MACG-48 contains one MATCD.
10.30.2.4 Each MATCD has a MATCALS Maintenance Section (Figure 10.30-1) organized toprovide support, coordination, and leadership in the areas of MATCALS maintenance, integrated
logistics resource management, and professional personnel development. The MATCALS
Maintenance Section is comprised of a Navigational Aids section, a Communications section, and a
Radar section. Each Maintenance Section’s table of organization is approximately 32 assigned
personnel. Each section is responsible for O-Level and limited I-level maintenance on its
MATCALS equipment and equipment that supports MATCALS equipment sets, accurate
accounting and reporting of the section’s maintenance related assets, and the section’s security.
MATCALS O-level and I level maintenance functions are outlined in Figure 10.30-2.
10.30.2.5 COMNAVAIRSYSCOM PMA 213 is the overall acquisition, engineering, and logistics
program manager for MATCALS.

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10.30.2.6 The Naval Air Warfare Center Aircraft Division (NAWC-AD) and the Naval
Information Warfare Center (NIWC) provide acquisition support for certain current and future
MATCALS systems, to include fielding support via Marine Liaison.
10.30.3 Requirements
10.30.3.1 Personnel Training and Designationa. MATCALS technicians must complete the initial Military Occupational Specialty (MOS)
training for their billet. MOS training consists of entry-level instruction to develop the basic skills
necessary to emplace, setup, configure, operate, displace, and conduct planned and corrective
maintenance as well as limited technical inspections on assigned equipment. This training phase iscomplete upon graduation from the Marine Air Traffic Control School MATCALS maintenancepipeline, located at Naval Air Technical Training Center, and when the trainee has been designatedwith an MOS for a specific MATCALS equipment set.
b. MATCALS technicians are not required to adhere to the NAMP Aviation MaintenanceTraining Program, paragraph 10.1. MATCALS MOS training, certification, qualification, anddesignation is delineated by the requirements set forth under the Aviation Training and Readiness(T&R) Program, specifically in NAVMC 3500.128 Marine Air Traffic Control Training andReadiness Manual, and tracked via Marine Aviation Readiness Program, per NAVMC 3500.14, theAviation Training and Readiness Manual.
10.30.3.2 General Maintenancea. Scheduled and unscheduled maintenance of MATCALS equipment must be performed per
the procedures directed by COMNAVAIRSYSCOM PMA-213 in equipment specific technicalmanuals, maintenance requirement cards (MRC), and Technical Directives (TD).
NOTES: 1. Technical drawings, specifications, or other technical renderings provided by acognizant source and verified for technical accuracy and application may be utilized
by MATCALS, such as Harris Radio programming guides.
2. Deviations to MATCALS equipment maintenance schedules or procedures must
be approved by the MATCALS Functional Wing Commander (NIWC).
b. 10.30.4.6 MATCALS components requiring maintenance beyond the capability of the
MATCD will be forwarded to MALS, authorized D-level maintenance activity, or NIWC / NAWC
AD.
c. Maintenance processes related to hazardous materials management, battery safety, foreign
object damage (FOD) prevention will be performed per Marine Wing Support Squadron (MWSS)
and MCAS Commanding Officer directives.
10.30.3.3 Maintenance Documentationa. All MATCALS maintenance will be documented in NALCOMIS per the procedures of
Chapter 15.
b. The applicable maintenance documentation codes of Appendix E will be used.

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NOTE: MATCALS equipment uses Type Equipment Code (TEC) series G.
c. The MATCALS Mission Essential Subsystem Matrix (MESM) will be used to determine
Equipment Operational Capability (EOC) for readiness reporting purposes and to establish
priorities for parts requisitions.
NOTE: OOMA currently does not have the capability to associate G Series Type Equipment
Code (TEC) with EOC codes.
d. All MATCALS systems will have a MATCALS Equipment Service Record (MESR). The
MESR will contain:(1) Custody information(2) Acceptance and transfer inspection documentation(3) Rework history(4) Technical Directives record (OPNAV 4790/24A)(5) Miscellaneous History
10.30.3.4 Quality Assurance
a. QA inspection of MATCALS maintenance will adhere to the procedures of Chapter 7. QA
critical maintenance checks are established by NAVWAR MATCALS fleet liaison, as denoted in
MATCALS technical manuals and MRCs.
b. MATCD Quality Assurance Representatives (QAR), Collateral Duty Quality Assurance
Representatives (CDQAR), and Collateral Duty Inspectors (CDI) will be qualified, trained anddesignated per Chapter 7, with the exception of minimum QAR/CDQAR/CDI paygrade
requirements. The MACS Commanding Officer may designate personnel in the paygrade of E-5 as
QAR and personnel in the paygrade of E-4 as CDQAR/CDI.
NOTE: QA will periodically monitor MATCALS CDIs using the CDI Monitor in theComputerized Self Evaluation Checklist.
c. NAMP Compliance auditing will be performed per 10.7 for the maintenance programs
applicable to MATCALS maintenance per Figure 10.30-3. Auditing will be performed using the
MATCALS Functional Wing Commander CSEC located on the Expeditionary MATCALS website:(https://intelshare.intelink.gov/sites/matcals/_layouts/15/start.aspx#/SitePages/Home.aspx).
10.30.3.5 Naval Aviation Maintenance Discrepancy Reporting Program (NAMDRP)
Discrepancy reporting for MATCALS equipment, parts and technical publications will be perparagraph 10.9.
10.30.3.6 Tool Control

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a. Tools used to maintain MATCALS equipment will conform to NAVAIR 17-1-574
MATCALS Tool Control Manual.
b. Tools will be marked per 10.12.3.2.
c. Tools will be inventoried per 10.12.3.6
NOTES: 1. Due to the expeditionary nature of MATCALS and the echeloning of equipment
sets, MATCDs do not have to maintain a centralized tool room.
2. Tools used only for emplacing, erecting, and disassembling the MATCALS
systems are not required to comply with tool control procedures.
10.30.3.7 Corrosion Prevention and Control
a. MATCDs do not require a corrosion team. Corrosion prevention, detection, treatment, andreporting is a responsibility of all maintenance personnel at the MATCD and must be monitored bymaintenance leadership.
b. MATCD personnel engaged in MATCALS corrosion control must complete at least one of
the following on-line courses available at https://learning.nel.navy.mil/ELIAASv2p/ under the
Course Catalog tab:
(1) Basic Corrosion Control Course (CIN: CNATT-000-BCC-025-002-C0)(2) Corrosion ICW - Avionics Corrosion Course (CIN: CNATT-000-ACC-025-001-C1)
NOTE: Personnel that completed Aviation "A" School between April 1992 and October 2005
or Aviation Warfare Apprentice Training course (Course CIN C-100-2021) between
March 2010 and March 2015 received corrosion control training sufficient for
maintaining MATCALS equipment and do not have to complete either course.
c. MATCD personnel are only authorized to conduct touchup painting. Any painting
requirements beyond touchup will be referred to the Depot. Due to the authorized amount oftouchup painting conducted at the MATCD, there is no requirement for a respirator program or
certified painter.
10.30.3.8 Technical Data Management
MATCALS technical data will be managed per NAMPSOP 10.8.
NOTE: Technical drawings, specifications, or other technical renderings provided by acognizant source and verified for technical accuracy and application may be utilized
by MATCALS, such as Harris Radio programming guides.
10.30.3.9 Naval Aviation Metrology and Calibration
MATCALS equipment and tools requiring calibration will be managed per the Naval Aviation
Metrology and Calibration NAMPSOP, paragraph 10.18.

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10.30.3.10 Technical Directive (TD) Compliance
MATCDs are alerted to a TD requirement via PMA-213 notification. Once notified, the MATCD
downloads the TD from NATEC. Parts for TDs are sent to the Detachments and do not have to beplaced on order. Once complete, a copy of the work order and the TD compliance report are sent to
PMA-213. Detachments who have implemented OOMA will complete the task in that system.
Because MATCALS equipment are one-of-one systems, restricting systems from use if TDs are notcomplied with in a timely manner does not apply. Outstanding TDs are incorporated during
fielding activity refurbishment and MATCALS systems upgrades.
10.30.3.11 Aviation Maintenance Material Readiness List (AMMRL)
MATCDs will be outfitted per PMA213B/0017 MATCALS Allowance List.
10.30.3.12 MATCD Inspections
10.30.3.12.1 MATCDs must comply with the NAMP processes listed in Figure 10.30-3.
10.30.3.12.2 MATCD equipment readiness and maintenance processes will be inspected via
Marine Corps Combat Readiness Evaluations (MCCRE), Naval Air Training and Operating
Procedures Standardization (NATOPS), Operational Readiness and Evaluation (ORE), Field
Supply and Maintenance Analysis Office (FSMAO), and Marine Air Wing (MAW) NAMP
compliance inspections, as follows:a. MCCRE. MATCALS Weapons and Tactics Instructors conduct evaluations of the
MATCALS Maintenance Section on a bi-annual schedule for compliance with MATCALS
employment, operation, serviceability, and readiness of equipment and personnel.
b. NATOPS. Once a MATCD has been placed into operation for over 90 days, it is held to the
NATOPS inspection checklist contained in NAVAIR 00-80T-114 and is evaluated by Marine Corps
Installations Command Inspectors or designated personnel for compliance.
c. OREs are conducted on MATCALS equipment. These inspections are more in depth than
MCIs performed in flying squadrons and evaluate the physical condition of the equipment,
readiness for deployment, and technician proficiency. They are conducted by the FWC, Marine
Liaisons, and Subject Mater Experts (SMEs) for each of the systems. OREs are conducted on a 24month cycle.
d. Field Supply and Maintenance Analysis Office (FSMAO). MATCALS equipment ismobilized either on or by vehicles that are maintained by USMC funds and maintenance practices.
These practices are evaluated by FSMAO and all preparatory inspections prior to FSMAO such as
Supply/Maintenance Assistance Team and Maintenance Management Office Site Assist visits
conducted per MCO 4790.2 Field-Level Maintenance Management Policy.
e. The cognizant MAW inspects MATCDs for NAMP compliance using the MATCALS
Functional Wing Commander (FWC) approved Computerized Self Evaluation Checklist (CSEC)
located on the Expeditionary MATCALS website:(https://intelshare.intelink.gov/sites/matcals/_layouts/15/start.aspx#/SitePages/Home.aspx).

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10.30.4 Responsibilities
10.30.4.1 MATCALS Functional Wing Commander (FWC)
a. The MATCALS FWC provides oversight, coordination and Fleet Marine Force (FMF) input
to the In-Service Engineering Activities (ISEAs) concerning USMC ATC systems. Particularemphasis is placed on those matters with potential impact to the maintenance, employment,
readiness, and sustainment of existing and planned USMC FMF ATC systems and other such tasks
as may be directed by the Commandant of the Marine Corps (CMC), Headquarters USMC
(HQMC) APX, or USMC ATC Projects Officer Naval Air Systems Command(NAVAIRSYSCOM) PMA-213.
b. The MATCALS FWC provides liaison between the FMF, CMC, NAVAIRSYSCOM, Naval
Inventory Control Point (NAVICP), Naval Air Warfare Command, Aircraft Division St. Inigoes(NAWCAD), Naval Information Warfare Center - Pacific (NIWC-Pac), and other organizations as
required.
c. With authority derived from the CMC, the MATCALS FWC functions as the centralized
integration and coordination point necessary to ensure effective maintenance and logistics supportof USMC forces. In executing these functions, the MATCALS FWC has the authority to:(1) Assist in the development and promulgation of plans, schedules, and funding
requirements for the timely fulfillment of USMC operational requirements, systems maintenance,or logistics efforts.
(2) Advise CMC (APX) and NAVAIRSYSCOM concerning the effectiveness ofmaintenance and logistics efforts with respect to FMF ATC Systems.
(3) Assist in the development and execution of ISEA planning, programming, and budgetingfor programs (OPN, O&MN, RTD&E,N) under the sponsorship of NAVAIRSYSCOM and Chiefof Naval Operations (CNO) and assigned to the MATCALS ISEAs that are of interest to, impact
upon, or directly support Marine Corps systems.
(4) Maintain a close and continuing liaison with Marine Forces, HQMC APX, CNO N98,
NAVAIRSYSCOM, NAVICP, MCCDC and MARCORSYSCOM to review operational andlogistics requirements.
(5) Periodically assess logistics support and identify future requirements/potential problems.
d. The MATCALS FWC position must be staffed with a Chief Warrant Officer 5 (CWO5)
Military Occupational Specialty (MOS) 5950 Marine Air Traffic Control Systems Maintenance
Officer. This key position will be continually filled and co-located with the ISEA that has
responsibility for the bulk of the FMF ATC Systems. Responsibilities include:(1) Plan, organize, and administer his/her office to ensure the implementation of theapplicable provisions of the policy and guidance published in COMNAVAIRFORINST 4790.2.

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(2) Assess/advise the MACS, MATCDs, NATTC, and the MATCALS ISEAs with respect
to ATC systems, concerning maintenance practices, conformance to applicable publishedinstructions, and the overall effectiveness of the organizational level maintenance programs.
(3) Provide oversight in the maintenance data collection effort.
(4) Identify known USMC training requirements for which the Navy is responsible andrecommend personnel training requirements to the CMC and NAVAIRSYSCOM PMA-213 forappropriate CNO sponsored programs.
(5) Identify and state requirements for FMF operational/technical assistance services for
MATCALS-related programs.
(6) Provide oversight to all Marines assigned to the MATCALS ISEAs.
(7) Generate and publish to the Expeditionary MATCALS website:(https://intelshare.intelink.gov/sites/matcals/_layouts/15/start.aspx#/SitePages/Home.aspx)
All NAMPSOP and Non-NAMPSOP programs applicable to MATCDs and a listing of critical
maintenance checks that must be performed by QA personnel.
10.30.4.2 Marine Aviation Logistics Squadron (MALS)
a. MALS Aviation Supply Division (ASD) will execute all functions dealing with theinventory, storage, and management of Navy provided material.
b. Perform I-level support beyond the capability of the MATCALS Maintenance section.
10.30.4.3 MATCALS Maintenance Section Maintenance Officer (MO)The MO manages the Maintenance Section and is responsible to the Detachment Commander forthe accomplishment of the Maintenance Section’s mission. Responsibilities include:a. Interpret and implement MATCALS policies and procedures for the Detachment
Commander.
b. Responsible for the performance of the Maintenance Section and the technical andadministrative functions which require specialized MATCALS training and experience.
c. Advise the Detachment Commander on MATCALS matters relating to readiness,
effectiveness, training requirements, safety, calibration requirements, and ongoing or planned
projects within the Maintenance Section.
d. Coordinate with and advise the MATCD Operations Section in all personnel assignments orreassignments to best support the operational commitments of the MACS.
e. Maintain liaison with the other Maintenance Officers within the MACS community to ensure
equipment readiness conditions and requirements pertinent to the efficient employment of
MATCALS are known and supported.

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f. Provide the necessary leadership, technical guidance, and personnel management, within the
Maintenance Section, to establish the most effective and economical procedures to accomplish
assigned tasks that employ available resources to maximum potential, within the guidelines of this
instruction and Marine Corps policy directives.
g. Increase the potential of assigned personnel through technical and professional training,delegate/assign responsibilities within the division to achieve continuing success through qualified
independent action, and provide professional counseling and performance evaluation processes thatwill encourage subordinates to exercise their full technical and professional capacity.
h. Analyze the mission accomplishment and capabilities of the Maintenance Section using
reports provided by maintenance data systems and qualification tracking systems, to ensure full andeffective employment of personnel.
i. Act as the central point of contact for MATCALS matters concerning policy, personnel
assignments, training, and support of MATCALS within the MATCD.
j. Maintain liaison with MALS ASD in connection with all MATCALS matters.
k. Manage and control cannibalization of MATCALS equipment.
l. Manage all MATCALS security requirements, to include the control of classified material
and access of personnel.
m. Ensure personnel comply with command and local directives relating to professional
military education and MOS proficiency through formal and informal technical and follow-on
training.
n. Ensure the detachment maintains the capability to operate from an independent andgeographically separated main air base or air facility and two remote air sites or points.
o. Manage and control investigation of property loss of MATCALS equipment.
p. Manage Aviation Maintenance and Supply Readiness Reporting for MATCALS systems, toinclude use of the proper Mission Essential Subsystem Matrix codes.
q. Ensure the proper project and priority codes are being assigned to all MATCALS
requisitions.
r. Review and approve the Monthly Maintenance Plan.
s. Review the accomplishment of conditional inspections for MATCALS equipment.
t. Ensure requisition validation is being conducted.
u. Designate a MATCALS Program Manager. Designation will be in writing, via the Monthly
Personnel Plan (MPP) per 10.1.
10.30.4.4 MATCALS Program Manager

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a. Perform program audit within 60 days of designation as Program Manager and annually
thereafter, per paragraph 10.7.3.8.
b. Provide training on the MATCALS NAMPSOP.
c. Maintain a program file to include:(1) POC(2) Program related correspondence and message traffic(3) References or cross-reference locator sheets(4) Most current CSEC audit

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Maintenance Officer

Quality Assurance

Maintenance Chief

Material Control
Data Analysis

Navigational Aids

RADAR

Communications

NOTE: Staff functions, for example, Material Control and Data Analysis may be
combined to more efficiently use staff personnel.

Figure 10.30-1: MATCALS Maintenance Section Organization

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Maintenance Function
Operational check, test, routine servicing
Inspections
Minor adjustments/alignments
Removal and replacement of components (module, circuit card
assemblies, and chassis-mounted piece parts)
Removing and replacing subassemblies
Removing and replacing consumable parts, such as knobs, safety wire,fuses, and light bulbs
Repair of flexible cables
Removal and installation of special connectors, eyelets, and terminals
Functional test and checks
Ground certification

Figure 10.30-2 MATCALS Maintenance Functions

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O
X
X
X

Level

I

X
X

X
X

X
X
X
X
X

X
X
X
X

COMNAVAIRFORINST 4790.2D
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CSEC
AREA
800
1000
1300
1400
1900
2000
2600
3300
3600
3700
3800
5600

TITLE
Quality Assurance
Naval Aviation Maintenance
Discrepancy Reporting Program
Tool Control
Corrosion Prevention and Control
Technical Data Management
Naval Aviation Metrology andCalibration
Technical Directive (TD)ComplianceLogs and Records
Data Analysis
Material Control
AMMRL
CDI Periodic

NOTE: The MATCALS Functional Wing Commander (FWC) publishes the list of questionsin these CSEC areas applicable to MATCALS.

Figure 10.30-3: MATCALS Quality Assurance Programs

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10.31 Expeditionary Airfield (EAF) and Marine Corps Air Station (MCAS) Aircraft Launchand Recovery Equipment (ALRE) Maintenance10.31.1 Referencesa. NAVAIRINST 13800.15, Fleet Technical Services Support of Naval Air Systems Command
Cognizant Aircraft Launch and Recovery Equipmentb. NAVSEAINST 4790.8, Ship’s Maintenance and Material Management (3-M) Manualc. NAVAIR 17-1-125, Support Equipment Cleaning, Preservation and Corrosion Control
d. NAVAIRINST 13800.12, Certification of Expeditionary Airfield AM2 Matting Installations,
Aircraft Recovery Equipment Visual or Optical Landing Aids, and Marking or Lighting Systems
e. NAVAIRINST 13800.13, Certification of Shore-based Aircraft Recovery Equipment andVisual or Optical Landing Aid Systems
10.31.2 Introduction
10.31.2.1 This NAMPSOP is applicable to all Marine Corps activities performing maintenance on
EAF and Aircraft Launch and Recovery Equipment (ALRE).
10.31.2.2 For the purpose of NAMP adherence, the EAF and the Marine Corps Air station (MCAS)
Aircraft Recovery divisions function as divisions with multiple branches and work centers. The
EAF and the MCAS Recovery divisions function as Organizational level (O-Level) maintenanceactivities with the exception of the Production Control branch, which adheres to the procedures andguidelines of an Intermediate level (I-Level) activity. Figure 10.31-1 establishes the relationship of
NAMP functions to corresponding EAF billets.
10.31.2.3 COMNAVAIRSYSCOM (PMA-251) is the EAF program manager.
10.31.3 Requirements
10.31.3.1 Training and Designationa. All newly reporting maintenance personnel will receive Naval Aviation Maintenance
Program (NAMP) Indoctrination Training for the following programs:(1) Quality Assurance Program(2) Naval Aviation Maintenance Discrepancy Reporting Program(3) Technical Directive Compliance Program(4) Foreign Object Damage Prevention Program(5) Tool Control Program(6) Corrosion Prevention and Control Program(7) Naval Aviation Metrology and Calibration Program(8) Hazardous Material Control and Management Program(9) Maintenance Department Safety Program

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b. Work Center Supervisors and personnel performing maintenance on EAF components andsystems must receive job-specific training including the applicable requirements specified in:(1) Equipment technical manuals.
(2) Maintenance Requirement Cards (MRC).
(3) Wing Local Command Procedures (LCP).
c. EAF and MCAS Recovery divisions will publish Job Qualification Requirements (JQR)
covering the knowledge and skills an individual must demonstrate before they are qualified toperform specific maintenance or administrative duties. Refer to paragraph 10.1.4.3, for JQR
format.
NOTES: 1. Marine Corps Air Station (MCAS) Aircraft Recovery divisions should utilize
NAVEDTRA 43542-C for qualification standards when operating and preforming
maintenance on ALRE not taught at the MOS formal school.
2. Requests for training by Expeditionary Airfield Service Unit (EASU) will bemade per NAVAIRINST 13800.15.
10.31.3.2 Quality Assurance
a. QARs, CDQARs, and CDIs will be qualified per Chapter 7, paragraph 7.3.4 with the
exception of paygrade. Paygrade should be considered but is not a requirement.
b. QARs, CDQARs, and CDIs will be designated by the Commanding Officer, per paragraph7.3.5.
c. The I-level quality assurance certification procedures of Chapter 7, paragraphs 7.5.2.1 and7.5.2.3 will be followed.
10.31.3.3 Maintenancea. Expeditionary Airfield and Marine Corps Air Station (MCAS) Recovery divisions areauthorized to conduct O-level and I-level maintenance actions authorized by PMA-251 via:
(1) Maintenance Requirement Cards(2) Technical Directives(3) Equipment Specific technical manuals
b. Maintenance beyond the capability of the division will be forwarded to MALS or local Ilevel maintenance activity, EASU, or authorized D- level maintenance activity.
NOTE: Request for maintenance assistance from EASU will be made per NAVAIRINST
13800.15.
10.31.3.4 Preventive Maintenance (PM)a. Preventative Maintenance will be performed per the periodicity and procedures specified intechnical manuals or manufacturer’s publications.
NOTE: PM specified in technical manuals takes precedence over other publications ordirectives.
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b. If PM status cannot be verified for newly received equipment, all PM requirements must be
performed before placing the equipment in service.
c. The PM cycle for newly manufactured equipment that has never been placed into service willbe established based on the acceptance inspection completion date. The first PM is not required
until the prescribed inspection interval has been reached.
d. Production Control must assess all equipment and publish a local MRC per 10.8.3.5 if theequipment meets one or more of the following criteria:(1) Manufacturers' publications are the only publications available and they do not givedetailed procedures and specific intervals for pre and post operational inspections or PM.
(2) Injury to personnel or damage to equipment may occur if the equipment fails during use.
This includes equipment whose operation involves moving parts, hazardous chemicals, or dischargeof material, extreme heat or cold, or electrical shock.
e. PM actions must be documented on OPNAV 4790/60 Maintenance Action Form (MAF) or
work order and recorded in the History Record.
NOTE: MCAS Aircraft Recovery divisions will follow procedures outlined in NAVSEAINST4790.8 for material management and maintenance management. Units not utilizing
NALCOMIS will utilize a PMA-251 approved Maintenance tracking program.
10.31.3.5 Preservation. Equipment that will not be used for extended periods must be preserved
per NAVAIR 17-1-125, Section XI.
10.31.3.6 Unscheduled Maintenancea. All unscheduled maintenance will be documented using a MAF or work order.
b. Unscheduled maintenance actions that meet the criteria of 8.5.6 will also be documented on
the Miscellaneous/History (OPNAV/25A) form within the Aeronautical Equipment Service Record(AESR) (OPNAV 4790/29), per 10.31.3.8.
10.31.3.7 Technical Directive Reviews. Technical Directive Reviews must be performed per therequirements of 10.10. TD reviews will be documented in the Miscellaneous History section of theMaintenance History Record.
10.31.3.8 Equipment Records and Logbooks
NOTE: Units using NTCSS Optimized OMA/IMA NALCOMIS will maintain Equipment
Logbooks in accordance with paragraph 8.2 and 8.6.
a. Arresting gear and Fresnel Lens Optical Landing Systems must have an Aeronautical
Equipment Service Record (AESR) (OPNAV 4790/29) with the following forms:(1) OPNAV 4790/29 Aeronautical Equipment Service Record(2) OPNAV 4790/22A Inspection Record(3) OPNAV 4790/23A Repair/Rework Record(4) OPNAV 4790/24A Technical Directives

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(5) OPNAV 4790/25A Miscellaneous/History(6) OPNAV 4790/27A Inventory Record(7) OPNAV 4790/28A Scheduled Removal Component Card
(8) OPNAV 4790/31A Equipment Operating Record
NOTE: A six-part folder may be used in lieu of Aircraft Log Book 0107-LF-770-3385.
b. All other EAF and ALRE equipment requiring PM will have an historical file, maintained in
the following format:
Left Side(1) Scheduled inspection or maintenance MAFs/work orders. Retain a full cycle of MAF.
Example: Equipment with 13, 26, and 52-week PM inspections will include the MAF/work orderfor the last completed 13, 26, and 52-week inspections. Retain the most current completed PM
MAF/work order or checklist for 30 days or until the next like inspection is filed. File all records in
JCN sequence.
(2) OPNAV 4790/22A Inspection Record(3) OPNAV 4790/23A Repair/Rework Record(4) OPNAV 4790/24A Technical Directives(5) OPNAV 4790/25A Miscellaneous/History
Right Side
(1) Unscheduled maintenance MAFs/work orders. Retain for 6 months from completiondate, filed in JCN sequence.
cycle.

(2) Preservation/Depreservation MAFs/work orders. Retain one complete preservation(3) Technical Directive MAFs/work orders. Retain for 6 months.

c. The historical file and all outstanding discrepancy MAFs/work orders will accompany
equipment that is transferred on a permanent or sub-custody basis to another activity. The activity
having custody is responsible for maintaining the records.
d. The historical file is not required to accompany equipment provided on a temporary loanbasis. The loaning unit is responsible for recording all maintenance conducted by the temporary
custodian.
NOTES: 1. Historical files will be filed in sequence of TEC and serial number).
2. Pre/Post Operational Checks are not required to be recorded in the historicalfile. Completed pre/post operational check MAFs/work orders or checklists will be
retained for 30 days.
3. Activities with NALCOMIS history retrieval capability will store completed
MAF/work order data in the NALCOMIS database for six months from completion

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date. MAFs/work orders will be stored for one complete inspection cycle or until
equipment is transferred.
10.31.3.9 NAMP Compliance Auditing. NAMP Compliance Auditing will be performed per 10.7
for the programs listed in Figure 10.31-2.
NOTE: MCAS Aircraft Recovery divisions will adhere to programs noted in Figure 10.31-2,
with the exception of Production Control and Material Control.
10.31.3.10 Certification. EAF units and MCAS Aircraft Recovery divisions and theirinstallations, systems, and equipment are certified by reviewing inspection results and issuingcertification documentation when required. Requests for certification will be made per
NAVAIRINST 13800.12 for EAF units and NAVAIRINST 13800.13 for MCAS Aircraft Recovery
divisions.
10.31.4 Responsibilities
10.31.4.1 PMA 251. Provide program management for EAF and aircraft recovery equipment.
10.31.4.2 MAW
a. Conduct Material Condition Inspections (MCI) of EAF during Maintenance Program
Assessments (MPA) to verify activities are maintaining EAF equipment in satisfactory material
condition.
NOTE: Maintenance inspections should coincide with other scheduled inspections; i.e.
Inspector General, NATOPS, Field Supply and Maintenance Analysis Office(FSMAO) inspections.
b. Publish LCP per Appendix D to direct geographic or other command directed actions notaddressed in this NAMPSOP.
c. Provide PMA-251 with updated equipment accountability and status semi-annually.
d. Assist MCAS with NAMPSOP compliance and inspections.
10.31.4.3 MALS
a. Execute all functions dealing with the inventory, storage, and management of Navy provided
material.
b. Perform I-level support beyond the capability of the EAF division.
c. Perform calibration of EAF equipment and tools.
10.31.4.4 Maintenance Officer
a. Administer the operation of the EAF/ MCAS Recovery division per the NAMP.
b. Define and assign responsibilities, functions, and operations per existing directives.
c. Organize the department. Initiate requests for, and make recommendations relative to,changes concerning personnel, facilities, and equipment required to accomplish assigned tasks.

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d. Ensure the accomplishment and documentation of training for permanently and temporarily
assigned personnel.
e. Ensure the production output of the department is of proper quantity and quality perapplicable specifications and directives.
f. Maintain liaison with other department heads, representatives of higher authority, and othermaintenance organizations
g. Publish and ensure internal compliance with maintenance, safety, and security procedures toensure optimum performance is achieved.
h. Develop LCPs per Appendix D, if required to direct geographic or command directed
requirements not addressed in this NAMPSOP. Command LCPs will be submitted to the MAW fordeveloping a Wing LCP.
i. Schedule and hold periodic planning and informational meetings.
j. Ensure the auditing of all maintenance programs and processes per paragraph 10.31.3.9.
k. Ensure applicable publications and directives are disseminated throughout the maintenancedepartment.
l. Ensure supervisory and QA personnel are thoroughly familiar with calibration requirements.
m. Schedule and conduct a monthly maintenance and material planning.
n. Review completed work center audits.
o. Designate, in writing via the MMP, all persons authorized to sign logbook/record entries.
p. Review and approve in writing the MMP prepared by the MMCO/PC. The original signed
paper document will be maintained in Maintenance Control/Production Control and will be updatedwith pen and ink changes to effectively communicate and monitor changes.
q. Designate, in writing via the MMP, the AMO as the EAF Program Manager.
r. Assign personnel to billets in Figure 10.31-1.
NOTE: Assignment of the most qualified personnel to EAF billets in figure 10.31-1 is the sole
responsibility of the EAF Maintenance Officer. Pay grade should be considered but
is not a requirement.
10.31.4.5 EAF Program Manager
a. Perform an assessment within 60 days of designation as Program Manager and annually
thereafter per paragraph 10.7.
b. Provide Training on the EAF NAMPSOP per Chapter 10.31.
c. Maintain a program file to include:(1) POCs(2) Program-related correspondence and message traffic(3) References or cross-reference locator sheets

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(4) Most current CSEC assessment
10.31.4.6 Quality Assurance Chief
a. Perform program audits per Figure 10.31-2 in accordance with Chapter 10.7
b. Verify material condition of division equipment during Work Center Audits per Chapter 10.7.
c. Maintain a program file to include:(1) POCs(2) Program related correspondence and message traffic(3) Applicable references/cross-reference locator sheets(4) Most current CSEC assessment
10.31.4.7 Production Control Chief
a. Perform program audits per Figure 10.31-2 in accordance with Chapter 10.7.
b. Issue PM MAFs/work orders.
c. Coordinate maintenance that exceeds the resident capability of the Division with MALS or
local I-level maintenance activity, Expeditionary Airfield Service Unit (EASU), or authorized Dlevel maintenance activity.
d. Track maintenance via NALCOMIS or PMA-251 approved maintenance tracking data base.
e. Screen all EAF equipment for PM applicability.
f. Verify acceptance inspections and transfer inspections are conducted.
g. Verify preservation requirements are followed.
h. Verify EAF equipment records are maintained per this instruction. i. Ensure MAFs/workorders are initiated on all required maintenance actions.
j. Publish a MMP that, at a minimum, contains:(1) Roster of Personnel Assignments(2) Authorized Signatures list(3) QA Program Monitors and Managers(4) Future QA Audit dates(5) Licensed Personnel(6) Organizational Table(7) Preventive Maintenance Schedule(8) Completed Projects/Upcoming Projects(9) Technical Directives Outstanding(10) Certification/Non Destructive Inspection/High Time Schedules

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(11) Status of all installed EAF/Recovery equipment(12) Tools and Gauges due for Calibration(13) LCP listing(14) Monthly Training schedule(15) CNATT Training
k. Maintain a program file to include:(1) POCs.
(2) Program related correspondence and message traffic.
(3) Applicable references/cross-reference locator sheets.
(4) Most current CSEC assessment.
10.31.4.8 Work Center Supervisor
a. Verify personnel receive indoctrination and refresher training per 10.1.4.7 and 10.1.4.8.
b. Maintain the material condition and operability of equipment within their custody.
Responsibilities include:(1) Adherence to the inspection and maintenance requirements of paragraph 10.31.3.
(2) Compliance with forced removal or replacement dates and replacement criteria(3) Thorough corrosion prevention and treatment.

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(4) Prompt reporting of non-operable equipmentc. Randomly spot check work in progress toverify personnel are performing maintenance in accordance with MRCs and applicable technicalmanuals.
d. Ensure MAFs/work orders are issued for all required maintenance actions.
e. Initiate MAFs/work orders for maintenance actions not directed by Production Control.

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MAINTENANCE OFFICER
7002

ASSISTANT MAINTENANCE OFFICER
7011

QUALITY
ASSURANCEPRODUCTIONCONTROL

MATERIAL
CONTROLRUNWAYOPERATIONSADMINISTRATION

MAINTENANCE

Breakdowns beyond the basic divisions are not illustrated because of the variety of branches possible.
Activities will establish the necessary branches to meet their individual requirements.

Figure 10.31-1: EAF/ MCAS Aircraft Recovery Maintenance Organization

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CSEC
AREA

Program Title

ProgramAssessment

QA Audit

Activity
Level

200

Maintenance In-Service Training

Training Chief

N/A

O

800

Quality Assurance

QAR

QA Chief

O

900

Maintenance Department Safety
Program

QA Chief

AMO

1000

Naval Aviation Maintenance
Discrepancy Reporting Program

QAR

N/A

1200

Foreign Object Damage (FOD)
Prevention

QAR

QA Chief

1300

Tool Control

PC Chief

QA Chief

O

1400

Corrosion Prevention and Control

QAR

QA Chief

O

1900

Technical Data Management

QAR

QA Chief

O

2000

Naval Aviation Metrology andCalibration

QAR

QA Chief

2600

Technical Directive (TD)Compliance

AMO

N/A

3000

Production Control

PC Chief

N/A

I/ LCP

3300

Logs and Records

PC Chief

N/A

O

3700

Material Control

PC Chief

N/A

O

5600

CDI Periodic (Monitor)

N/A

QA ChiefO

Figure 10.31-2: EAF/ MCAS Recovery Quality Assurance Auditing

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10.32 Aircraft Weight and Balance (W&B) Program
10.32.1 Referencesa. NAVAIR 01-1B-50, Joint Service Technical Manual for Organizational, Intermediate andDepot Maintenance Aircraft Weight and Balanceb. COMNAVAIRFOR MANUAL 3710.7, Naval Air Training and Operating Procedures(NATOPS) General Flight and Operating Instructions
10.32.2 Introduction
10.32.2.1 The Aircraft Weight and Balance (W&B) Program directs procedures to verify aircraft
weight and center of gravity are within established limits.
10.32.2.2 The Automated Weight and Balance System (AWBS) is a software system that enables
computer-based record-keeping in lieu of using DD 365 series forms. The system facilitates thedigital storage and updating of aircraft weight data, which reduces mathematical errors andlegibility concerns. The AWBS Central Server enables transfer of aircraft weight and balance datafrom one operational unit to another.
10.32.2.3 NAWC AD Mass Properties Engineering Branch is the engineering authority for naval
aircraft W&B.
10.32.2.4 NAVAIR 01-1B-50 defines the requirements, procedures, and responsibilities for weightand balance control of naval aircraft, and is the authoritative source for determining when an
aircraft must be weighed, weighing procedures, and record keeping requirements. Section 8.2
provides W&B requirements specific to Navy and Marine Corps aircraft.
10.32.2.5 The Joint Technical Data Interface website contains specific TMS data (including someweight and balance applications) for the C-130, MV-22 and H-60 at https://www.jtdi.mil.
10.32.2.6 DD 365 series manual forms are available for download in a fillable .pdf document fromthe DOD Forms Management website (https://www.esd.whs.mil/Directives/forms/dd0001_0499/).
10.32.3 Requirements
10.32.3.1 Generala. Navy and Marine Corps activities operating aircraft must comply with the aircraft W&B
procedures of this instruction and NAVAIR 01-1B-50.
b. The use of AWBS, including the AWBS Central Server, is mandatory for all USN and
USMC activities unless operational mission requires use of paper forms. Requests to deviate fromAWBS require prior approval from NAWC AD Mass Properties Engineering Branch. Activities
must maintain an electronic back-up of all AWBS data (on local computing systems) secondary to
the Central Server.

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c. A W&B Handbook must be produced within AWBS and maintained for each aircraft andmust be readily available to the pilot and other personnel responsible for accomplishing weight andbalance functions. Operational units should receive W&B handbooks for aircraft assigned to themfrom either the previous unit or from the OEM at delivery or rework facility following maintenanceor service. The following W&B forms may be obtained from the Navy Data Distribution System(NDDS) (https://ndds.navair.navy.mil/) or by contacting NAWC AD Mass Properties Engineering
Branch by email (weight&balance@navy.mil):(1) T/M/S specific Charts A (for new production lots and block upgrades) and E.
(2) AWBS Auto Limits Files.
(3) Electronic Form F Generators (if applicable) and their associated user manual andauthorization letter.
10.32.3.2 Weight and Balance Personnel Designation and Training
a. Per NAVAIR 01-1B-50, Commanding Officers of activities operating aircraft must designate
the Maintenance Material Control Officer or equivalent as the Weight and Balance Officer.
Commands that deploy detachments must designate a Weight and Balance Officer for eachdetachment. Additional qualified personnel may be designated as Weight and Balance Technicians,
if required to assist the Weight and Balance Officer in accomplishing program requirements.
Designation will be in writing or Advanced Skills Management (ASM). Depots will designate
W&B personnel via their SME list, if ASM has not been implemented.
b. Prior to designation, the Weight & Balance Officer and Weight and Balance Techniciansmust successfully complete one of the following courses:(1) Naval Aviation Maintenance Program Indoctrination course (C-4D-2012).
(2) Naval Aviation Maintenance Program Management course (C-4D-2013).
(3) Aircraft Weight and Balance course (C-516-0001).
10.32.3.3 Weight and Balance Officer Responsibilities
a. Upon assignment:(1) Register for an NDDS account (https://ndds.navair.navy.mil), AWBS account(https://awbs.hill.af.mil/), and verify access to the AWBS Central Server(https://awbs.hill.af.mil/CentralUSN) or (https://awbs.hill.af.mil/CentralUSMC)(2) Verify AWBS W&B Handbooks have all required forms, forms are current and in thecorrect format per NAVAIR 01-1B-50, and the Basic Weight and Moment is accurate and completewith all the modifications and TDs incorporated in each aircraft.
(3) Verify each aircraft has been weighed per the requirements of NAVAIR 01-1B-50.

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(4) If using standardized loading (formerly called “CANNED” or “multiple use” forms)
Forms F, review and certify all Forms F are accurate and reflect the current configuration of eachaircraft assigned, per NAVAIR 01-1B-50 requirements. In lieu of reprinting each Form F, newly
assigned W&B Officers may issue a letter containing a list of the BUNOs of the aircraft reviewed,
stating all Forms F have been reviewed and are accurate, and then printing and signing the Form Fs
at the next 180-day certification.
(5) Verify compliance with the W&B control procedures of COMNAVAIRFOR M-3710.7
Section 4.8.6.1.
(6) Verify Maintenance Control is reviewing W&B forms for currency prior to releasing
aircraft for flight, per 5.1.6.2. The signed Weight and Balance Clearance Form F serves ascertification that weight and balance flight clearance was properly accomplished.
(7) Perform an initial W&B Program audit, per 10.7.4.8.b.
b. Utilize AWBS for W&B records, as required per NAVAIR 01-1B-50.
c. Ensure aircraft are weighed whenever they meet the weighing requirements of NAVAIR 011B-50.
d. As they occur, update the W&B records, forms, and charts of affected aircraft with the W&B
impacts caused by changes to aircraft configuration, such as incorporation of Technical Directives(TD) or other modifications. Do not enter TD modifications as a single line “Net Change” on theChart C. The proper method is to:(1) Enter a beginning header. Example: “Begin AYC-1577 – WHEEL SPEED
TRANSDUCER COUPLING.”(2) Accomplish all Chart A additions and removals (with posting to Chart C “on”).
(3) Accomplish all Chart C additions and removals.
(4) Accomplish modifications to Chart E as indicated in the TD.
(5) Create a closing header. Example: “End AYC-1577 – WHEEL SPEED TRANSDUCER
COUPLING.”NOTES: 1. If the weight and balance data of a TD is suspected to be in error, immediately
contact the Type Wing or MAW for resolution. If the Type Wing or MAW concurs
there is an error, they must notify NAWC AD Mass Properties Engineering Branch
via email (weight&balance@navy.mil) for concurrence and submit a TechnicalPublication Deficiency Report (TPDR) (category dependent on the severity) via the
JDRS website (https://jdrs.mil) per 10.9 procedures. NAVAIR 01-1B-50 provides
additional guidance.

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2. NAWC AD Mass Properties Engineering Branch will determine when changes
to the basic aircraft configuration, either singular or cumulative, necessitate acomplete revision of Chart A or Chart E.
e. Ensure all W&B personnel are properly trained and designated by the appropriate authority.
f. Review, update, and sign all standardized loading Forms F at least once every 180 days.
g. If ABDR is performed, verify the weight and location of materials used in the repair did notcause unacceptable aircraft W&B. An entry must be made in the Miscellaneous History section of
the aircraft logbook to document W&B Officer certification.
h. Review AWBS notifications and updates and take action as necessary.
i. Retain historical Chart A – Basic Weight Checklist Record (DD Form 365-1), Form B –Aircraft Weighing Record (DD365-2), and Chart C – Basic Weight and Balance Record (DD Form
365-3) to enable authenticating current W&B data in AWBS. Compare new inventory with the lastcompleted inventory, and note any changes in the items or quantities of equipment installed in theaircraft. Retain W&B records within the W&B handbook per NAVAIR 01-1B-50, section 8.2.5.
j. Maintain an electronic master back-up file of all AWBS data for each aircraft. Use of theCentral Server is the primary method for storage, upload, download, transfer, take ownership, andback-up of AWBS files. The AWBS Central Server is divided into two servers; one for use by
USN activities and one for use by USMC activities. At this time, the Central Servers do not allow
for storage of Form F data. Since AWBS Central Servers do not store Form F data, activities
utilizing the standardized loadings (CANNED) Form F function must maintain a local, secondary
back-up of all Form F data on either external media or local server to prevent loss of data in case ofcomputer corruption or loss. If removable media (CD-ROM or other approved media) is used forback-up, it must be labeled with the following: “AWBS Back-up”, aircraft BUNO, security
classification, and date the back-up was performed, per NAVAIR 01-1B-50.
k. Comply with the W&B inventory procedures of NAVAIR 01-1B-50 when accepting ortransferring physical custody of an aircraft (either permanent or temporary loan), and upon receipt
from off-site rework or modification.
NOTE: F-35 aircraft electronic inventory is an acceptable alternative to performing a visual
inventory of installed components.
10.32.4 Depot Activities
D-level activities, major flight test activities, and major overseas aviation rework establishments
must strictly comply with the depot procedures and responsibilities of NAVAIR 01-1B-50.

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10.33 Fleet Engineering Disposition (FED) Procedures
10.33.1 Introduction
10.33.1.1 The FED Program provides procedures for O-level, I-level, and D-level maintenanceactivities, TYCOMs, and NAVAIR Fleet Support Teams (FST), to request and receive approval todeviate from prescribed repair procedures, limits, and maintenance requirements. FEDs are used to:a. Authorize a one-time deviation from maintenance procedures, on an individual activity andindividual repair basis.
b. Provide repair instructions to restore sufficient strength and service life to a damaged aircraft
to allow a one-time ferry flight to a repair facility.
NOTE: Completion of a FED procedure is not an authorization for a one-time ferry flight. A
one-time flight clearance from the ACC Aircraft Class Desk is still required.
c. Authorize one-time repairs to be performed by any repair activity that has the required
equipment, facilities, material, and certified personnel.
d. Provide airworthiness concurrence of PMI induction dates, still utilizing the Fixed Induction
Date (FID) extension process through OPNAV.
10.33.1.2 A FED request to conduct repairs beyond the allowable repair limits in the applicablerepair manual may be submitted if, in the activity’s estimation, the damaged component isrepairable on-site using existing equipment, facilities, material, and personnel.
10.33.1.3 Specific implementation of the FED Program varies depending on the platform. A FED
may be known by other names, such as a Fleet Support Module (FSM) in the FST Workload
Management System (WMS), Damage Engineering Disposition (DED) for FA-18 and EA-18G,
Technical Assist Request (TAR) for V-22, Fleet Technical Instruction (FTI) for H-60, Temporary
Engineering Instruction (TEI) for I-level and D-level activities.
NOTE: A FED will not be requested, issued or substituted for a Technical Directive (TD), an
Engineering Investigation (EI) response, an Interim Rapid Action Change (IRAC),
or Technical Publication Deficiency Report (TPDR).
10.33.2 Procedures
10.33.2.1 Submitting activity will:a. Submit FED requests electronically using procedures specified by the cognizant NAVAIR
Fleet Support Team (FST) engineering authority.
b. Accomplish repairs performed per a FED deviation strictly in accordance with the
instructions provided by the FST.
c. Document FED repairs on a WO or MAF. As required by the FED authorization procedures,
make an entry within the respective component or aircraft records (aircraft logbook, AESR, SRC,
ASR, EHR, etc). WO, MAF, SRC card, and aircraft log book entries must include the FED

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tracking number provided by the FST. Activities that have converted to the Aircraft Component
Tracking System (ACTS) must also document FED repairs on components records loaded in
ACTS.
d. (O-level) Provide the Type Wing or MAG with a copy of the FED and notify them of theoutcome of the repair.
NOTE: I-level activities are not required to submit FED requests prior to declaring an item
Beyond Capability of Maintenance (BCM). I-level activities should submit a FED
request only if, in their estimation, the component is repairable on-site using existing
methods and capabilities.
10.33.2.2 FSTs:
a. Designate a point of contact to manage and support the FED Program.
b. Provide specific damage reporting instructions.
c. Acknowledge receipt of incoming FED requests and evaluate repair possibilities based on
the following criteria:(1) Component criticality(2) Severity and type of damage(3) Strength requirements for repair(4) Complexity of repair method(5) Level of certifications for on-site repair personnel(6) Facilities, equipment, and materials available on site.
d. Provide detailed repair or BCM disposition instructions. For O and I level repair
dispositions containing processes that require a D-level artisan, the FST engineering authority mustnote these requirements and route through the cognizant D-level FRC QAS for approval prior toreleasing the FED disposition, per Chapter 7.
e. Provide instructions for any required entries within the respective component or aircraft
records (aircraft logbook, AESR, SRC, ASR, EHR, etc).
f. Assign unique tracking numbers to all FED requests at time of submission, and maintainindefinitely. The FED tracking number will be provided to the requesting activity upon receipt of
the FED request.
g. If deemed warranted, update technical manuals to formalize and facilitate routine
accomplishment of procedures being directed by FEDs.
10.33.2.3 Type Wings and MAGs will:a. Issue a local command procedure per Appendix D to direct internal FED procedures.

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b. Liaison with the ACC Aircraft Class Desk if needed for flight clearance or deviation fromany other TMS aircraft or NAMP requirement in order to effect the FED repair.

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10.34 Aeronautical Equipment Welder Certification
10.34.1 Introduction
a. This NAMPSOP applies to all military, government civilian, and contractor personnel
performing welding on Navy aircraft structures, engines, components, and support equipment.
Refer to 12.2.3.3 for Depot FRC aeronautical welder special certification procedures.
b. This NAMPSOP reinforces the aeronautical welder qualification and certification processesof NAVAIR 01-1A-34, which contains additional information and guidance relative toqualification, certification, recertification, and employment of aeronautical welders. However, it isa general series technical manual intended for use with the general aviation maintenance policies of
COMNAVAIRFORINST 4790.2 policy and the direction in specific maintenance, repair, overhaul
manuals, and engineering documents. In the event of conflicts in qualification, certification, andrecertification between this NAMPSOP and NAVAIR 01-1A-34, contact COMNAVAIRFOR N422
via email to namp_policy.fct@navy.mil.
10.34.2 Requirements
10.34.2.1 General Procedures
a. All Navy and Marine Corps military, government civilian, and contractor personnel
performing aeronautical welding must meet the certification requirements of NAVAIR 01-1A-34
WP 005 001.
b. Aeronautical welders will only weld on equipment, components, and items manufactured
from the group(s) of metal(s) for which they are currently certified, and for the weld repairs
authorized by applicable technical publications or directives. Groups of metals that require separate
and distinct certification are specified in NAVAIR 01-1A-34. Separate certification is also requiredfor oxyfuel brazing process.
10.34.2.2 Certification. Initial certification, proficiency demonstration, and recertification of
welders must comply with the procedures of NAVAIR 01-1A-34 WP 005 01.
10.34.2.3 Certification Extension. A 90-day extension of the recertification due date may berequested in cases where test welds have been submitted but results have not been received from theevaluation facility. Submit requests by routine naval message to COMNAVAIRPAC SAN DIEGO
CA, attention N422. Extensions will not be approved if test plates have not been submitted. An
approved extension becomes invalid if a test plate fails evaluation.
NOTE: Poor monitoring and lack of timely action to meet the recertification due date is theprimary cause of having to submit a request to extend welding certification.
Recertification due dates will be listed in the monthly Maintenance Personnel Plan
per 10.1.5.3.e.

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10.35 Nondestructive Inspection (NDI) Program
10.35.1 Referencesa. NAVAIR 01-1A-16-1 Nondestructive Inspection Methods, Basic Theory
b. NAVAIR 01-1A-16-2 Nondestructive Inspection General Procedures and Process Controlsc. NAVAIRINST 1500.2 Aviation Maintenance Personnel Training by Naval Aviation Depots
d. NAVSEA S0420-AA-RAD-010 series Radiological Affairs Support Program Manuale. NAVMED P-5055 Radiation Health Protection Manualf. NAS 410 National Aerospace Standard
g. NAVSEA SE700-AA-MAN-100
10.35.2 Introduction
10.35.2.1 Nondestructive Inspection (NDI) detects defects with a high degree of accuracy and withno adverse effect upon the use of the part or system inspected. NDI is an essential element in
identifying and correcting material defects on aircraft structures and components before they reachcatastrophic proportions. The correct application of NDI increases aircraft and equipment
operational readiness, and reduces maintenance man-hours and material expenditures.
10.35.2.2 NDI methods include, but are not limited to, fluorescent penetrant, magnetic particle,
eddy current, ultrasonic, and radiographic. NDI is used:
a. Where internal defects cannot be visually detected.
b. Where structural or component disassembly can be avoided.
c. For QA purposes for the detection of substandard materials or conditions.
d. To prove the validity of, and provide changes for, periodic maintenance requirements.
10.35.2.3 The terms qualified, proficient, or certified do not precede any instance of the title NDI
Instructor, NDI Specialist, NDI Technician, or NDI Operator within the text of this NAMPSOP.
These titles denote personnel that are qualified, proficient, and certified for their duties.
10.35.2.4 References a. through g. provide policy and procedures for NDI. In the event of conflicts
between this NAMPSOP and the references, send an email to the COMNAVAIRFOR N422 NDI
Class Desk, cnap_ndi@navy.mil for resolution.
10.35.3 Requirements
10.35.3.1 General NDI Policya. All activities performing NDI or receiving NDI services will strictly adhere to the proceduresof this NAMPSOP and other NDI directives.

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b. Only currently qualified NDI personnel will perform NDI.
NOTE: Depot FRC NDI personnel will be trained and certified per 12.2.3.2. Contractor NDI
personnel will be trained and certified per NAS 410 unless otherwise stated within
contract stipulations.
c. Procedures specified in NAVAIR 01-1A-16-2, technical publications, and technical directives
are the only authorized NDI procedures.
d. Periodic inspections and maintenance of NDI equipment will be performed per schedules andprocedures within applicable Navy technical manuals (including Operation and Intermediate
Maintenance Manuals, Pre-operational Checklists, and MRCs) and directives applicable to theassigned equipment. The following procedures apply:(1) NDI equipment components (repairables and consumables) are stocked in the supply
system, and are requisitioned using standard MILSTRIP requisitioning procedures.
(2) NDI equipment repairs that are not within the capability of the IMA will be processed
for rework per NAVAIRINST 13680.1. To request rework, an activity’s IMRL manager (orequivalent) will contact their SECA. The SECA will then pass the requirement to SEFAC forscheduling.
(3) Maintenance, repair, and calibration of radiographic equipment will be per specific Xray apparatus maintenance manuals and NAVSEA SE700-AA-MAN-100.
e. Some operational locations may preclude NDI support from Navy and Marine Corps
intermediate level (I-level) or depot level (D-level) activities. In such instances, the Maintenance
Officer of the receiving activity may grant authorization for NDI support from Army certified NDI
personnel per TM 1-1500-335-23 or Air Force certified NDI personnel per T.O. 33B-1-1. All NDI
actions performed by other services must be per the applicable technical publication, and must be
supervised by a QAR from the requesting command.
10.35.3.2 NDI Training Courses
a. The Naval Aircraft Nondestructive Inspection Technician Class C1 course (C-603-3191)
provides initial NDI Technician training. The course is taught at Naval Aviation TechnicalTraining Center (NATTC), Pensacola, FL. Navy and Marine Corps military aviation structures
mechanics (paygrade E-4 and above) and government service civilian personnel are eligible toattend.
b. The NDI Technician Recertification course (N-701-0005) is conducted at FRC East, Cherry
Point NC; FRC Southeast, Jacksonville FL; FRC Southwest, San Diego CA; and FRC Mid Atlantic,
Oceana VA.
c. The NDI Technician Specific Task course (N-701-0006) provides training on platform
specific NDI procedures and newly acquisitioned NDI equipment. The course is available on alimited basis at FRC East, Cherry Point, NC; FRC SE, Jacksonville, FL; and FRC Southwest, San
Diego, CA.

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d. Information on course curriculum, prerequisites, obligated service requirements, convening
dates, and requesting quotas is available in the Catalog of Navy Training Courses (CANTRAC) at
https://app.prod.cetars.training.navy.mil/cantrac/vol1.html. Marine Corps activities will sendrequests for training courses to the cognizant Marine Air Wing (MAW).
10.35.3.3 Vision requirements
a. Per NA 01-1A-16-1, personnel performing NDI must have natural or corrected vision thatmeets the following minimums:(1) At least one eye passing near vision acuity test Jaeger #1 at not less than 12 inches or
20/25 Snellen test at 16 inches.
(2) Acceptable color perception.
b. Vision qualification must be medically certified before selection as a candidate for NDI
training, and annually thereafter while assigned to NDI duties.
10.35.3.4 NDI Instructors
NDI Instructors provide refresher training, method-specific training, task-specific hands on training,supervised work experience, and recertification of NDI Technicians. NATTC NDI School
Instructors and Depot FRC NDI Instructors are authorized to provide NAVAIR curriculum.
Qualifications:a. Must complete the Instructional Delivery Continuum Journeyman Instructor Training course(A-012-0077) or equivalent.
b. Must be serving in one of the following billets:(1) CNATT Naval Aircraft NDI School Instructor.
(2) NATEC NDI Specialist.
NOTE: Refer to 12.2.3.2 for Depot FRC NDI Instructor qualifications.
10.35.3.5 NDI Specialists
NDI Specialists train, certify, and recertify NDI Technicians and NDI Operators. NDI Specialists
administer COMNAVAIRFOR approved written theoretical and practical tests on NDI methods.
NDI Specialists also provide technical support in the research, development, and implementation of
improved NDI technologies. Qualifications:a. Must be designated by COMNAVAIRFOR.
b. Paygrade E7 or above (military), or WG-11/GS-09 or above (civilian).
c. Qualified as an NDI Technician in all five basic NDI methods with at least tworecertifications and six consecutive years of experience in all five basic NDI methods.

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d. Able to research, read, and interpret drawings, technical publications, and directives.
e. Able to write with clarity and technical accuracy.
f. Possess a high level of maturity.
g. Demonstrate superior performance of assigned duties.
10.35.3.6 NDI Technicians
NDI Technicians are personnel normally assigned to an IMA to provide NDI services for supported
squadrons and transient aircraft. NDI technicians may be certified to perform fluorescent penetrant,
magnetic particle, eddy current, ultrasonic, and radiographic NDI methods.
NOTE: Alternate methods may be performed in accordance with technical directives. Thesemethods require additional training by the cognizant NDI Engineering Authority forthat particular method.
a. Certification requirements:(1) Navy or Marine Corps aviation structures mechanics, paygrade E-4 and above, with
NEC 763B or MOS 6033.
(2) Completion of Naval Aircraft Nondestructive Inspection Technician Class C1 course (C603-3191).
(3) Formal designation on NDI Certification Record (OPNAV 4790/139), Figure 10.35-1.
b. Newly certified NDI Technicians must complete at least 3 months of NDI work experience
under the supervision of a certified NDI Technician with 3 or more years NDI experience and at
least 1 recertification. Procedures:(1) New NDI Technicians assigned to an activity without an experienced NDI Technician toprovide supervision will be sent TAD for a minimum of 3 months to an activity that can provide thesupervised work experience. Deviations will be requested by naval message to COMNAVAIRPACSAN DIEGO CA, attention COMNAVAIRFOR NDI Class Desk.
(2) NDI technicians reporting to a new command with X-ray Radiography capabilities mustcomply with NAVSEA S0420-AA-RAD-010 to become a qualified X-ray Radiographer’s Assistantor Radiographer. If the command does not have a qualified Radiographer they must submit arequest to use an outside radiographer. Send requests to the COMNAVAIRFOR NDI Class Deskby email to cnap_ndi@navy.mil.
(3) Supervised training will be conducted and documented using the JQR provided by
COMNAVAIRFOR NDI Class Desk. This task may be completed using Advanced Skills
Management (ASM), if the JQR is loaded. JQR can be requested by email to cnap_ndi@navy.mil.
The tasks in the JQR expose the new NDI Technician to all NDI methods, process controls, andspecific applications they will perform.

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c. NDI technicians must maintain proficiency by performing the NDI method(s) for which they
are certified at least twice each month, as evidenced by entries on their NDI Technician/Operator
Work Record (OPNAV 4790/140), Figure 10.35-2. Proficiency can be maintained either throughprocessing NDI workload or by performing trial practice applications. Personnel with a proficiency
lapse not exceeding one year may regain proficiency in that method by performing two trial practiceapplications under instruction. Personnel with a proficiency lapse of over one year must attend the
NDI recertification course to become recertified.
d. NDI Technicians must be recertified in each NDI method every 3 years. Certification of
NDI Technicians regularly performing NDI can be extended up to 1 year, if approved by
COMNAVAIRFOR. Request extension by submitting a naval letter or message to the
COMNAVAIRFOR NDI Class Desk. The request must provide full justification of the need for theextension.
NOTES: 1. NDI Technicians should recertify early if certification is due to expire during
deployment.
2. If NDI certification in any method has expired or will expire within 3 months of
the NDI Technician’s transfer date, the transferring activity is responsible forsending the technician to an NDI recertification course. This also applies toactivities with no X-ray capabilities and the NDI Technician has a
COMNAVAIRFOR X-ray NDI method proficiency waiver of 3 years or more.
e. If NDI Instructors are not available or are impractical to obtain (such as remote operatingsites), NDI Technicians may be authorized to train and certify NDI Operators in penetrant (Type I,
Method C), magnetic particle, and eddy current NDI tasks applicable to the NDI Operator's T/M/S.
Conditions:(1) Must have 3 or more years of experience and at least 1 recertification in each method
they train. COMNAVAIRFOR may waive the 3-year experience requirement.
(2) Must be authorized in writing by COMNAVAIRFOR. The IMA CO or MO will submit
the authorization request by naval letter or message to COMNAVAIRFOR. The request must
contain a detailed justification of the need for NDI Technician to conduct NDI Operator training,
and will include the NDI Technician’s full name, rank, NEC or MOS, experience history, and thespecific TD/technical publication NDI task(s) performed. Once approved, attach a copy of the
COMNAVAIRFOR authorization to the Technician's NDI Certification Record (OPNAV
4790/139). NDI Operator training and certification authorization is restricted to the specific NDI
task(s) on the authorization. Authorization is void if the NDI Technician does not maintain theircertification. Review authorizations annually for continued need. If the original extenuating
circumstances are resolved, contact the COMNAVAIRFOR NDI Class Desk for direction.
(3) Must use NDI Instructor training materials.
10.35.3.7 NDI Operators
NDI Operators are personnel normally attached to O-level activities that are certified to performtask-specific penetrant (Type I, Method C), magnetic particle, or eddy current NDI tasks specified

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in the TD/technical publication applicable to the T/M/S aircraft or equipment their command
operates. Qualifications:a. The cognizant Type Wing or MAW must request authorization to use NDI Operators from
COMNAVAIRFOR. Authorization is normally only granted when IMA NDI Technician support isunavailable due to operational location or as a temporary solution to a short-term NDI Technician
shortage.
b. NDI Operators will only perform penetrant (Type I, Method C), magnetic particle, or eddy
current NDI tasks specified in the TD/technical publication applicable to the T/M/S aircraft orequipment their command operates.
NOTES: 1. Written FST concurrence is required for any eddy current NDI procedure to be
performed by an NDI Operator. FST concurrence of the individual NDI Operator
is not required.
2. NDI Operators are not authorized to operate ultrasonic or radiographic
equipment. They may only assist NDI Technicians operating this equipment.
c. NDI Operators must receive training from NDI Instructors, NDI Specialists. or
COMNAVAIRFOR authorized NDI Technicians. Training will include:(1) Familiarization with all required equipment.
(2) Familiarization with NA 01-1A-16-2 process control procedures.
(3) General training in each NDI method used. Minimum training hours: PT = 4 hours, MT= 4 hours, ET = 10 hours.
(4) Specific training in the actual NDI tasks they will perform. Task-specific training willvary with the complexity of the NDI tasks, but will not be less than 4 hours for the first aeronauticalpart, assembly, or structural feature listed. The instructor will determine the amount of taskspecific training needed for each additional aeronautical part, assembly, or structural feature, butwill not be less than 2 hours.
(5) After completion of task-specific training, perform work under the direct supervision of
NDI Specialists or authorized NDI Technicians before independently performing NDI tasks.
Minimum supervised work experience: PT= 16 hours, MT = 16 hours, and ET = 40 hours for the
first aeronautical part, assembly, or structural feature listed in the applicable TD/technicalpublication directed NDI task and method. Additional supervised work experience may be requiredat the discretion of the NDI specialist or NDI technician.
(6) NDI Operators will be certified on the NDI Certification Record (OPNAV 4790/139),
Figure 10.35-1 only after completion of successful completion of the supervised work experience.
d. NDI Operators must maintain proficiency by performing the NDI method(s) for which they
are certified at least twice each month, as evidenced by entries on their NDI Technician/Operator
Work Record (OPNAV 4790/140), Figure 10.35-2. Proficiency can be maintained either throughprocessing NDI workload or by performing trial practice applications.

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NDI Operators with proficiency lapses up to 6 consecutive months will be restricted fromperforming NDI tasks until they perform trial practice applications under the supervision of an NDI
Technician. Once the NDI Operator demonstrates sufficient proficiency, the NDI Technician will
annotate that proficiency has been sufficiently demonstrated in the remarks column of the NDI
Technician/Operator Work Record (CNAF 4790/140) (Figure 10.35-2). NDI operators who fail tomaintain proficiency for over 6 consecutive months will have their certification revoked anddocumented on their NDI Certification Record (OPNAV 4790/139), Figure 10.35-1. Reinstatementof NDI Operator certification requires repeating all initial training requirements.
e. NDI Operators must recertify in each NDI method and each NDI task annually bycompleting original NDI Operator training.
f. NDI Operators will seek technical assistance from NDI Technicians when necessary.
10.35.3.8 NDI Records
a. The NDI Certification Record CNAF 4790/139) (Figure 10.35-1) provides a record ofcertification and recertification of NDI technicians and operators. Certifying officials at the Naval
Aircraft NDI Technician School will be designated in writing by the CO/OIC, or by theirdesignated representative. The Naval Aircraft NDI Technician School and Depot FRCs must retain
records of training materials used, tests given, and individual test scores for a minimum of 3 years.
b. NDI Technicians and Operators will use the NDI Technician/Operator Work Record (CNAF
4790/140) (Figure 10.35-2) to record all NDI tasks, supervised work experience, and trial practiceapplications performed. Entries will be verified by the NDI Instructor, NDI Specialist, Work
Center Supervisor, a CDQAR or QAR, or an NDI Technician (as applicable). Self-verification is
not authorized. Personnel performing repetitive NDI tasks, such as eddy current on aircraft wheels,
may record weekly entries.
c. All NDI technicians and operators will maintain an NDI Technician/Operator work log withan historical record of their initial certification and recertifications and work history. The work log
will be structured as follows:
Left side

Original certification record (OPNAV 4790/139) or current NDI method(s)recertification record (OPNAV 4790/139)
Copy of current physical (exam or assessment)
Copy of current eye exam
Original JQR indicating successful completion of initial training requirements.

Right SideNDI Technician/Operator Work Record (CNAF 4790/140). Retain for the periodof certification or until recertification.

NOTE: In compliance with the Privacy Act, a signed and dated Memorandum may be usedin lieu of a copy of the physical exam.

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10.35.4 Responsibilities
10.35.4.1 COMNAVAIRSYSCOMNAWC AD Nondestructive Inspection/Evaluation Branch has overall cognizance of the NDI
Program and is responsible for managing research, development, training, and application of NDI
techniques and equipment. NAWC AD Nondestructive Inspection/Evaluation Branch will:a. Coordinate updates to NAVAIRINST 13070.1, which assigns the responsibilities within
COMNAVAIRSYSCOM for the various elements of the NDI Program.
b. Coordinate and issue information on NDI within naval aviation, other services, and industry(as appropriate).
c. Review NDI technical publications and update publications as newer techniques andapplications are developed.
d. Establish NDI standards and specifications.
e. Hold Corporate Process Activity (CPA) meetings as needed to provide training and promote
communication between NAVAIR program offices, COMNAVAIRFOR, NDI support equipment
managers, NDI instructors, Navy Personnel Command NDI detailers, NDI technicians, and otherservices.
10.35.4.2 COMNAVAIRFOR
a. Monitor the NDI Program for activities operating or providing support for aircraft andequipment assigned to CNAF, CNAFR, and CNATRA.
b. Advise on availability and location of NDI training.
c. Maintain liaison with NAWC AD Nondestructive Inspection/Evaluation Branch,
COMFLTREADCEN, Depot FRCs, IMAs, and fleet activities regarding NDI matters.
d. Maintain an up to date O-level and I-level CSEC and provide in depth training on the NDI
Program to the CNAF Aviation Maintenance Management Teams (AMMT).
e. Designate NDI Specialists.
f. Act as the approving authority for deviations to X-ray capabilities.
10.35.4.3 Depot Fleet Readiness Centers.
Refer to Chapter 12 for Depot FRC NDI policy.
10.35.4.4 Intermediate Level Maintenance Activities (IMA)a. Assign an NDI Program Manager to ensure compliance with qualification requirements andsafety precautions.

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b. Strictly enforce the industrial radiation operating and safety requirements of NAVSEA
S0420-AA-RAD-010.
c. Fully use available NDI equipment.
d. Maintain an adequate number of NDI Technicians to provide NDI services.
e. Maintain the NDI equipment and laboratory spaces and ensure they are continuously readyfor use. This includes availability of required consumable items.
f. Request assistance in resolving NDI deficiencies. Requests will be sent via the chain ofcommand to the COMNAVAIRFOR NDI Class Desk, namp_policy.fct@navy.mil.
g. Provide and maintain industrial X-ray capabilities for open or Exempt Shielded/Shieldedradiography, as applicable, per NAVSEA S0420-AA-RAD-010.
NOTES: 1. LHA and LHD class ships are exempt from establishing and maintaining an Xray radiography program. LHA and LHD X-ray vaults will remain in a ready foruse status in the event the program is re-established. No facility survey is required.
2. CVNs returning from deployment will place their X-ray program in a
temporary suspension status once the ship enters the FRP Maintenance Phase. Alltraining, audit, assessment, and briefing requirements are suspended during thisperiod. CVNs must notify the Radiological Affairs Support Office (RASO) by
naval letter, via CNAP NDI Class Desk (N422B3), that X-ray radiography will betemporarily suspended. The letter will provide an estimated reactivation monthand year. The Commanding Officer will retain possession of the X-ray control
panel key while the program is in a temporary suspension status. CVNs that place
their Radiography program in a temporary suspension status must coordinate with
the nearest I-level FRC to provide Radiography proficiency training for their NDI
Technicians. CVNs will reactivate their program no less than 90 days prior to aplanned deployment and notify CNAP NDI Class Desk (N422B3) and RASO via
naval letter. Within 30 days of reactivation, RASO will conduct a program
inspection conducted on both shielded and open facility X-ray capabilities.
h. Maintain liaison with the designated Radiation Safety Officer.
i. Provide NDI technician representation to the annual NAVAIR NDTI Corporate Process
Activity (CPA) meeting hosted by NAWC AD Nondestructive Inspection/Evaluation Branch toreceive training and promote communication between NAVAIR program offices,
COMNAVAIRFOR, NDI support equipment managers, NDI instructors, Navy Personnel
Command NDI detailers, NDI technicians, and other services.
j. Comply with Broad Arrow reporting procedures per Chapter 5 whenever NDI capabilities aredegraded.
NOTE: NDI MAFs/WOs will have the inspected block signed by a CDI, CDQAR, or QAR toestablish accountability for tools, IMRL equipment, accessories, and consumables
used when performing NDI functions.
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10.35.4.5 O-level activities
a. Request IMA/FRC NDI support (as required).
b. Obtain IMA/FRC NDI services in all situations where NDI results are suspect.
c. Include scheduled NDI requirements in the Monthly Maintenance Plan (MMP). Wheneverpossible, inform the supporting IMA at least one working day in advance of the action.
d. If permanently assigned billets for NDI Technicians (Navy Enlisted Classification Code(NEC) 763B, or Marine Corps Military Occupational Specialty (MOS) 6033), those personnel will
be sent TAD to the supporting IMA to maintain their proficiency and to augment the IMA’s NDI
capabilities, except in unique deployment situations where no Navy or Marine Corps IMA exists.
10.35.4.6 NDI Work Center Supervisor
a. The NDI Work Center Supervisor or designated alternate must review the NDI
Technician/Operator Log and verify that NDI technician/operators are maintaining proficiency. All
purged items will be given to the individual. The NDI Technician/Operator Log must accompany
the NDI Technician/Operator during periods of TAD. Upon transfer, the individual will carry the
NDI Technician/Operator Log to their next activity. Work center copies will be given to theindividual for personal retention.
b. Perform monthly refresher training on existing techniques and inspections and document
initial training on all new techniques and inspections. Training must be documented in ASM.

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Figure 10.35-1: NDI Certification Record OPNAV 4790/139 (Example)

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Figure 10.35-2: NDI Technician/Operator Work Record OPNAV 4790/140 (Example)

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10.36 AIRSpeed Continuous Process Improvement
10.36.1 References
a. DoD Directive 5010.42, DoD-Wide Continuous Process Improvement (CPI) Lean/Six Sigma(LSS) Program
b. DoD Instruction 5010.43, Implementation and Management of the DoD-Wide CPI Lean Six
Sigma (LSS) Program
10.36.2 Introduction
10.36.2.1 AIRSpeed CPI is an enterprise-wide approach to enhancing the effectiveness andefficiency of naval aviation. AIRSpeed CPI applies proven methods to improve quality,
productivity and cost of naval aviation by balancing and aligning maintenance and supply activities
to end user demand (operations), resulting in the right material available to the right place at theright time, at best cost.
10.36.2.2 AIRSpeed CPI Goals:
a. Execute CPI activities that are fully aligned to the strategic goals of the organization.
b. Design, build and sustain an enduring CPI infrastructure that is aligned and institutionalized
throughout the naval aviation enterprise (NAE).
c. Define, measure and report standard CPI key performance metrics that demonstratesignificant measurable benefits.
10.36.2.3 AIRSpeed Continuous Process Improvement (AIRSpeed CPI) implements Department of
Defense CPI direction of references a. and b. While AIRSpeed CPI methods are implemented
across a broad spectrum of naval aviation maintenance and logistics commands, the requirements ofthis NAMPSOP pertain only to Navy and Marine Corps Intermediate Level Maintenance Activities(IMAs) and supporting aviation supply departments.
NOTES: 1. Chapter 4 has additional direction for application of AIRSpeed CPI within
Marine Aviation Logistics Squadrons (MALS).
2. Activities utilizing full contract maintenance do not have to establish an
AIRSpeed program.
10.36.3 AIRSpeed CPI Training and Certification
10.36.3.1 AIRSpeed CPI Training. AIRSpeed CPI training begins with an introduction to CPI
concepts and terminology. As training progresses, individuals are assigned to take advanced
courses and lead CPI projects and events. Requirements:
a. NAE CPI Awareness Training (course: NAVAIR-NAECPI-0001) provides an introduction
to CPI concepts and tools. The course is available online at Navy eLearning(https://learning.nel.navy.mil/ELIAASv2p/). Completion is recommended for all personnel within
six months of check in.

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b. Yellow Belt Training provides an overview of CPI concepts and tools using simulations toteach and reinforce these ideas. It is one or two day classroom training conducted by certified
Yellow Belt instructors. Yellow Belt training can be provided as Just-In-Time (JIT) training toprovide pre-requisite skills required to participate as team members on Green Belt projects orevents. Completion is required for Navy and Marine Corps E-6 and below personnel within six
months of check in to an IMA.
c. Champion/Project Sponsor Training is one-day classroom training on the roles andresponsibilities of CPI Deployment Champions and Project Sponsors of CPI events. The training
covers CPI implementation including, project charter development, tollgate reviews, and othertopics for successfully managing CPI projects and sustaining the resulting gains. Completion isrequired for all Navy and Marine Corps E-7 and above personnel within six months of check in.
d. Green Belt Training is five days (40 hours) of classroom training conducted by certified
Green Belt instructors using the DON Green Belt body of knowledge. The course provides apractitioner's level understanding and application of Lean, Six Sigma and Theory of Constraints(TOC) performance improvement methods. The course is required for Green Belt certification.
Successful completion of the course prepares participants to conduct Rapid Improvement Eventsand provide support for process improvement initiatives within their organization. This course isrequired for all AIRSpeed CPI Work Center personnel, two personnel from each IMA Division, andone representative from the supply department Aviation Support Division.
NOTES: 1. Training requirements may be waived for personnel with course completion
certificates from previous commands.
2. CPI training information, tools, templates, JQRs and the NAT can be
downloaded from the CNAP AIRSpeed SharePoint site at the following link:
https://cpf.navy.deps.mil/sites/cnap/N42/N422/n422b/AIRSpeed/_layouts/15/viewlst
s.aspx10.36.3.2 AIRSpeed CPI Certificationa. Certified Green Belts are key resources within the NAE. The AIRSpeed CPI certification
process prepares practitioners to understand and apply increasingly advanced CPI tools and toprogressively accomplish more sophisticated analysis. Hands-on training is used to build on theknowledge gained during basic CPI training in order to provide Green Belts with the skills required
to execute CPI projects.
b. The certification process is documented using NAE JQR forms (Navy) and Practitioner
Capability Progression forms (Marine Corps) in the NAE CPI Guidebook. Forms are also available
on the COMNAVAIRPAC AIRSpeed SharePoint site(https://cpf.navy.deps.mil/sites/cnap/N42/N422/n422b/AIRSpeed/_layouts/15/viewlsts.aspx).
10.36.4 Responsibilities
10.36.4.1 Commanding Officer (CO)The CO serves as the primary enabler for AIRSpeed CPI. Responsibilities:

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a. Oversee the development of an AIRSpeed CPI deployment plan to identify, align, prioritize,and implement CPI projects in support of command goals.
b. Chair semi-annual Executive Planning Sessions (EPS) to:(1) Review the command’s AIRSpeed CPI deployment plan.
(2) Assess progress in achieving goals.
(3) Review the status of ongoing CPI projects.
(4) Assist in the removal of barriers to achieving improvements.
(5) Prioritize proposed CPI projects.
c. Develop and sustain personnel with the skills to apply AIRSpeed CPI methods.
10.36.4.2 Maintenance Officer (MO)The MO is responsible to the CO for managing and sustaining AIRSpeed CPI. Responsibilities:
a. Designate and assign the AIRSpeed Officer and three additional personnel to the AIRSpeed
CPI Work Center, 10.36.4.3. Designation will be made in Advance Skills Management (ASM).
AIRSpeed CPI Work Center personnel must be Green Belt trained and certified within twelve
months of assignment. Personnel should be assigned for a minimum of 18 months.
b. Designate two personnel from each production division as Division AIRSpeed
Representatives assist the AIRSpeed CPI Work Center with projects, and assist their Division
Officer with implementing AIRSpeed CPI within the division. Designation will be made in ASM.
Division AIRSpeed Representatives must complete Green Belt training within six months ofassignment. Personnel should be assigned for a minimum of 12 months.
NOTE: Smaller IMAs with less than 80 personnel may assign a minimum of one person to
the AIRSpeed CPI Work Center and one person per division. Assigned individuals
must be Green Belt trained.
c. Review the AIRSpeed CPI Deployment Plan to verify alignment with CNO, CMC, NAE andorganizational goals and priorities.
d. Oversee the implementation of AIRSpeed CPI initiatives and report progress at semi-annual
EPS.
e. Facilitate the removal of intra-departmental barriers that prevent successful completion of
AIRSpeed CPI projects and events.
f. Maintain a basic understanding of BMT functionality and reports to monitor daily workload.
g. Attend all tollgate reviews for CPI projects conducted within the Maintenance Department.

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NOTE: Functions may be combined between as deemed most efficient to accomplish
AIRSpeed CPI Work Center responsibilities.
10.36.4.3 AIRSpeed CPI Work Centera. The AIRSpeed CPI Work Center is the activity’s core work force for accomplishing CPI.
The AIRSpeed CPI Work Center is comprised of four positions:(1) AIRSpeed Officer. The AIRSpeed Officer performs the functions of paragraph10.36.4.4 and serves as the AIRSpeed Program Manager, per 10.7.3.8.
(2) Assistant AIRSpeed Officer. The Assistant AIRSpeed Officer assists the AIRSpeed
Officer in all functions.
(3) Buffer Management Tool (BMT) Administrator. The BMT Administrator performs thefunctions of 10.36.4.5.
(4) CPI Management System (CPIMS) Administrator. The CPIMS Administrator performs
the functions of 10.36.4.6.
NOTE: AIRSpeed Work Center positions that are not a designated billet in the activity’s
manning document may be combined or assigned as collateral duties within the
Maintenance Department, as deemed most efficient to accomplish the command’s
AIRSpeed CPI responsibilities.
b. AIRSpeed Work Center Personnel will:(1) Use AIRSpeed CPI analysis tools (CPIMS, BMT, and NAT) to identify, prioritize andevaluate high impact improvement opportunities.
(2) Conduct historical repairable component TRR analysis quarterly using the BMT
Historical Analysis reports and the NAT to identify improvement opportunities.
(3) Search CPIMS prior to launching a performance improvement initiative to evaluate bestpractices, build on the successes achieved through completed CPI projects, effectively manage
resources and avoid undesirable results.
(4) Download the updated NAT at least semi-annually and post on the Share Drive forcomparison of RFI rates, BCM codes and ICRL Capability Codes for NIINs repaired at IMAs.
NOTE: CNAP N422B updates the NAT in February, May, August and November to provide
activities with current data for conducting Component Repair Reviews.
(5) Assist the ICRL manager in conducting quarterly reviews of the NAT “Improvement
Opportunity” report per Reference D, Chapter 7 to compare RFI rates, BCMs, BCM cost andpotential ROI (Return on Investment) among target activities to investigate productivity constraints.
(6) Evaluate the accuracy of TRR and inventory allowances (buffers) for components thatentered EXREP status at any time during the previous six month period.

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(7) Manage CPI training to include the following:(a) Coordinate scheduling and verify appropriate AIRSpeed CPI training is completed
per paragraph 10.36.3.1 within six months of check-in.
(b) Record CPI training and certifications in ASM upon successful course completion orreceipt of certificates issued.
(c) Provide Yellow Belt, Champion/Project Sponsor and Green Belt training per
paragraph 10.36.3.1 (b) (c) (d).
NOTE: Contact the CNAP, FRC or MAW ALD AIRSpeed Office as appropriate if certified
Yellow Belt or Green Belt instructors are not available.
(d) Provide training for the BMT, CPIMS, and the NAT.
(8) Attend all tollgate reviews for CPI projects.
10.36.4.4 AIRSpeed Officer
The AIRSpeed Officer leads the AIRSpeed CPI Work Center in accomplishing the command’s
AIRSpeed deployment plan. Responsibilities:
a. Develop and maintain the AIRSpeed Deployment Plan using the Project Alignment Tool
(PAT) template or equivalent document for review at the semi-annual EPS per the NAE CPI
Guidebook, Chapter 1. The PAT must include the following elements:(1) Organizational goals and objectives aligned with CNO, CMC and NAE imperatives.
(2) Prioritized list of executable CPI projects aligned to the strategic goals of theorganization to improve NAMP Program compliance, close readiness gaps, increase throughput,and operate within available resources and allowances.
(3) Tracking matrix identifying the status of in-progress and completed improvement
initiatives.
(4) AIRSpeed CPI training plan.
b. Develop and coordinate the execution of CPI events to improve and standardize processes
that have a significant impact on operational readiness, cost, man-hour commitment or inventory.
c. Conduct quarterly reviews of the AIRSpeed Deployment Plan and report implementation
progress at semi-annual EPS meeting.
d. Report AIRSpeed CPI implementation progress, coordinate event prioritization, and elevateunresolved barriers during department meetings.
e. Evaluate best practices and benefits resulting from CPI projects and events for potential
replication opportunities.

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f. Verify all AIRSpeed CPI projects and supporting documentation is recorded in CPIMS
within 15 days of tollgate review or event completion (as applicable).
g. Assist the MMCO in the use of the BMT “Historical TRR Analysis Report” to track TRR
trends and identify performance deficiencies that affect the capability of work centers to meetproductivity goals and customer demand.
h. Utilize the NAT to review components from the BMT “Historical TRR Analysis Report”
that exceeded the set TRR to compare the RFI rate, BCM cost and BCM codes to identify
opportunities for cost effective improvements. Collaborate with IMAs that have a higher repair
success rate (RFI percentage) to share best practices and improve site repair capability.
i. Manage CPI training to include the following:(1) Verify appropriate AIRSpeed CPI training is completed per paragraph 10.36.3.1 within
six months of check-in.
(2) Screen candidates for advanced CPI training and certification.
(3) Verify CPI training and certifications are recorded in ASM (Advance Skills
Management).
(4) Verify an appropriate number of personnel are in the CPI training and certification
pipeline to compensate for personnel turnover.
(5) Verify Work Center Supervisors complete BMT training within 30 days of assignment
to become familiar with the functions and report options.
j. Attend all tollgate reviews for CPI projects conducted within the organization.
k. Perform Program Manager duties for AIRSpeed CPI and conduct audits per 10.7.3.8.
l. Maintain a program file to include the following:(1) POCs to include Aviation Maintenance Management Team (AMMT) Subject Matter
Experts (SMEs).
(2) Program correspondence and message traffic.
(3) Most current CSEC audit checklist.
(4) AIRSpeed CPI Deployment and Training Plan.
(5) Minutes from the EPS and CPI implementation status report meetings.
(6) CPI training and certification records.
(7) Master copies of Work Center 5S checklists and facility silhouetting.
(8) References or cross-reference locator sheet for articles not in the Program File.
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10.36.4.5 BMT Administrator
The BMT Administrator is responsible for maintaining the BMT software and database.
Responsibilities:
a. Update the BMT Master Table at least daily with data from NALCOMIS and RSupply (ERP
for I-Level FRC sites) per Reference E, Chapter 4.
b. Perform a daily back up of the BMT Master Table.
c. Verify the efficient operation of the BMT daily.
d. Provide BMT installation, recovery or version upgrade support as required.
e. Provide BMT help desk support and training for users at the command.
10.36.4.6 CPIMS Administrator
The CPIMS Administrator is responsible for administering CPIMS for the command.
Responsibilities:
a. Complete the CPIMS 401 Site Administrator training available from the CPIMS site or the
COMNAVAIRPAC, COMFRC, or MAW ALD AIRSpeed CPI Office.
b. Maintain CPIMS User Profiles to invite new users that require access to the site, setappropriate access levels, update user accounts and de-activate users departing the command.
NOTE: Participants on CPI events that do not require access to CPIMS will be designated as“No Access” users to minimize user license costs.
c. Provide CPIMS help desk support and training for command users.
d. Assist the AIRSpeed Officer and AIRSpeed Work Center personnel with CPIMS searches
and download functions prior to commencing performance improvement initiatives.
e. Upload all AIRSpeed CPI project and event supporting documentation to the appropriate
location in the CPIMS Work Tree within 15 days of tollgate review or event completion (asapplicable).
10.36.4.7 Maintenance Material Control Officer (MMCO)
The MMCO will fully utilize AIRSpeed CPI tools in managing maintenance workload andanalyzing opportunities to improve productivity. Responsibilities:
a. Coordinate and monitor department workload using AIRSpeed CPI methods, concepts, andanalysis tools.
b. Provide CPI project recommendations to the AIRSpeed Officer to enhance productivity.
c. Verify the efficient operation of the BMT daily.

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d. Use the BMT “Daily Production” reports to monitor workload and assign priorities to ensure
efficient movement of components through the department.
e. Coordinate with the AIRSpeed Officer in reviewing AIRSpeed CPI data such as Time to
Reliably Replenish (TRR) and BMT historical status when performing component repair reviews
per 10.20.3.2.d.
f. Attend all tollgate reviews for CPI projects affecting the Maintenance Department.
10.36.4.8 Division Officers
Division Officers are responsible for the application of CPI methods within the division.
Responsibilities:
a. Monitor the use of visual management queues, such as safety posters, Sort, Straighten, Shine,Standardize, and Sustain (5S) checklists, and tool or equipment location silhouetting tocommunicate safety information, equipment location, and standard work procedures in all assigned
work centers.
NOTE: Work Center Supervisors are responsible for the daily posting, end of shiftcompliance, completion and maintenance of 5S checklists (minimum 30 days).
b. Use BMT “Daily Production” reports to monitor workload and assign priorities to ensure
efficient movement of components through the department.
c. Provide CPI project recommendations to the AIRSpeed Officer to enhance productivity.
d. Utilize the division’s Green Belts to conduct a quarterly assessment of division 5S and toparticipate in CPI projects and events.
e. Coordinate removal of barriers preventing completion of CPI projects within the division.
Monitor completed CPI projects and events semi-annually to verify work centers are sustaining
improved processes. Report CPI implementation progress quarterly at department meetings.
f. Each quarter, review and verify division compliance with the AIRSpeed CPI training plan.
g. Attend tollgate reviews for CPI projects that affect their division.

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10.37 Aircraft Performance Automated Trending and Analysis (ATA) (NAMPSOP)NOTE: The procedures of this NAMPSOP are being implemented in a phased approach.
Maintenance activities and supporting staffs will not be able to comply with allprocedures until they become available for use. Inputs for changes will be submitted
to the T/M/S Program Office, via the applicable TYCOM CLASS DESK.
10.37.1 Referencesa. NAVAIRINST 4200.56, Critical Item Management
b. Naval Aviation Subsystems Safety Integrity Program (NASSIP) EC-435-000-013
c. DoD Directive 5030.61, DoD Airworthiness Policyd. OPNAV 3710.7V, NATOPS General Flight and Operating Instructions
e. OPNAVINST 3750.6, Naval Aviation Safety Management Systemf. NAVAIRINST 13034.1, Airworthiness and Cyber Security Policies for Air Vehicles andAircraft Systems
g. DoD Standard Practice, MIL-STD-1798 Mechanical Equipment and Subsystems Integrity
Program
10.37.2 Introduction
10.37.2.1 This NAMPSOP establishes policy for the use of performance data generated by onboard
aircraft performance Health Monitoring Systems (HMS). Foundational elements:
a. Full utilization of aircraft HMS data in the inspection, troubleshooting, and repair of aircraft
systems and components at all levels of maintenance.
b. Integration of HMS data into aviation engineering, logistics, and maintenance processes,with the goal to optimize aircraft performance, improve aircraft and component reliability, andreduce life cycle cost.
c. Monitoring the entire T/M/S aircraft inventory in order to establish standards by which theperformance of individual Bureau Number (BUNO) aircraft, Weapons Replaceable Assemblies(WRA), and Shop Replaceable Assemblies (SRA) can be assessed and substandard performance
identified.
d. Emphasis on aircraft systems critical to flight safety and mission accomplishment.
e. Defined procedures and responsibilities for substandard performing aircraft and components.
10.37.2.2 HMS record data on certain aircraft systems and components while installed andoperating in the aircraft. HMS produce Built In Test/Condition Indicator (BIT/CI) data in numericcodes, such as the F/A-18 and EA-18 Automated Maintenance Environment (FAME) MaintenanceStatus Panel codes, or as actual performance numbers, such as the vibration readings produced by
the H-60 Integrated Mechanical Diagnostic System/ Health and Usage Monitoring System(IMDS/HUMS). Some HMS also produce trend reports, such as the FAME Maintenance Analysis
and Planning Aid (MAPA) BIT/CI Logic Inspection (BLIN) and BIT Operational Accumulative(BOA) trend analysis reports. Table 1 lists Navy and Marine Corps aircraft with HMS.
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Aircraft

Health Monitoring System

F/A-18
EA-18

F/A-18 and EA-18 Automated Maintenance Environment (FAME)

F-35

Autonomic Logistics Information System (ALIS)

CV-22
MV-22
CMV-22
VH-92

Comprehensive Automated Maintenance Environment Optimized (CAMEO)

E-2D

Automated Logistics Environment (ALE)

MH-60R
MH-60S

Integrated Mechanical Diagnostic System/ Health and Usage Monitoring
System (IMDS/HUMS)

AH-1Z
UH-1Y
KC-130J
P-8A
C-40A
MQ-4C
CH-53E
MH-53E

IMDS/HUMS/eCBM+
Data Transfer and Diagnostics System (DTADS)
Global Health Monitoring System (GHMS)
Logistics Management System (LMS)
IMDS/HUMSTable 1: Aircraft Health Monitoring Systems

10.37.2.3 System-wide collection and analysis of HMS data and information in the Naval Aviation
Logistics Command Management Information System (NALCOMIS) is a key element of ATA.
COMFRC FST HQ Readiness & Fleet Analytics Department manages and coordinates withindividual PMAs and JPOs listed in Table 2 on the functions and products required to analyze HMSdata and works closely with the COMFRC HQ Digital Group Functional Managers for
NALCOMIS and for the Decision Knowledge Programming for Logistics Analysis and Technical
Evaluations (DECKPLATE) NALCOMIS data warehouse, Vector, and the Aircraft Management
Dashboard (AMDB).

Aircraft

Automated Trending and Analysis Support Teams

F/A-18
EA-18

PMA 265

F-35

F-35 Joint Program Office

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Aircraft

Automated Trending and Analysis Support Teams

E-2D

PMA 231

MH-60R/SPMA 299

MH-53E
CH-53E
AH-1Z
UH-1Y
C-130J
P-8A

PMA 261
PMA 276
PMA 207
PMA 290

MQ-4C

PMA 262

MV-22
CMV-22

PMA 275

VH-92

PMA-274
Table 2: Automated Trending and Analysis Support Teams

10.37.3 Responsibilities
10.37.3.1 COMNAVAIRSYSCOM
10.37.3.1.1 COMFRC FST Readiness & Fleet Analytics Departmenta. Coordinate with PMAs, F-35 Joint Program Office (JPO) and other affected NAE
stakeholders to conduct an Implementation Assessment of this NAMPSOP change using a multiyear phased approach that includes the identification of requirements that have already beensatisfied, requirements that can be satisfied with current resources, and requirements that require
additional resources to complete. This Implementation Assessment will include the completion of
an implementation questionnaire that reports the As-Is condition, known gaps, and submission of a
PMA Roadmap that identifies outstanding actions and planned milestones to close all gaps.
PMAs/JPO will complete this Implementation Assessment within 120 days of release of thisNAMPSOP and report the results to the Implementation Working Group (IWG) via a Face-2-Face(F-2-F) meeting. Out-year PMA/JPO progress will be monitored using the Roadmap until
implementation is completed. The IWG will provide recommendations to CNAF/NAVAIR ofprogram maturity to include Fleet assessments using a program inspection criteria e.g.,
Computerized Self-Evaluation Checklist (CSEC). IWG membership:(1) CNAF N422B Policy, Maintenance Process Improvement(2) CNAF N421 Class Desk
(3) NATEC Director

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(4) NAVAIR Sustainment Group (NAMP Team)(5) COMFRC/FST (Advanced Analytics & Innovation)(6) COMFRC HQ, FST Maintenance Department (Maintenance Planning, ReliabilityCentered Maintenance (RCM) and Condition Based Maintenance Plus (CBM+))(7) NAWCAD (Naval Aviation Subsystems Safety Integrity Program)(8) NAWCAD (Support Equipment Future Capabilities)(9) PMA298 Readiness and Training Analysis Project (TAP)
b. Design, field, and sustain capabilities to support ATA data analysis.
c. Manage and staff the ATA Support Teams appropriately within the NAVAIR Mission
Aligned Organization CONOPS and established operating agreements (Table 2). The ATA Support
Teams will collect and statistically analyze performance data from DECKPLATE, T/M/S aircraft
HMS, and other databases. ATA Support Teams will publish quarterly HMS trend reports foraircraft (by T/M/S and by individual BUNO), WRAs (by NSN and SERNO), and SRAs (by NSN).
The reports will cover at least two years of performance history for:(1) Mean Time Between Failure (MTBF) for aircraft systems (by system and by individual
BUNO aircraft)(2) MTBF of Weapons Replaceable Assemblies (WRA) (by National Stock Number (NSN)and serial number (SERNO).
(3) MTBF of Shop Replaceable Assemblies (SRA) (by NSN)
(4) Flight Hours Between Critical System BIT/CI Indication (FH/BIT set rate)(5) Flights between Critical System BIT/CI Indication (F/BIT set rate)(6) Flight Hours Between Before Flight Abort – Aircrew, When Discovered Code "A"(7) Flight Hours Between Inflight Abort – Aircrew, When Discovered Code "C"(8) Flight Hours Between Before Flight No Abort - Aircrew, When Discovered Code "B"(9) Flight Hours Between In-Flight No Abort - Aircrew, When Discovered Code "D"(10) Flight Hours Between Mission System BIT/CI Indication (FH/BIT set rate)(11) Flights Between Mission System BIT/CI Indication (F/BIT set rate)(12) Flight Hours Between Removal (at the system and WRA level of indenture)(13) Flight Hours Between Unscheduled Maintenance Actions (at the system level)(14) Average time to repair (in hours)(15) Average logistics delay (Awaiting Parts (AWP)) time (in hours)(16) At the system level, average number of maintenance actions between repair attempts (atthe system level verified by pass of system functional test)

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(17) At the WRA/SRA level, the average number of maintenance actions between repair
attempts (at the WRA level verified by functional test pass on Automated Test Equipment (ATE))
d. Perform statistical analysis of the performance elements specified in 10.37.3.1.1.c. anddetermine the minimum acceptable performance (control limit) for each element. Aircraft andcomponents that do not meet the minimum acceptable performance control limit will be identified
as substandard performers on ATA Data Analysis Team reports.
e. Coordinate with PMA/JPO the establishment of Naval Aviation Technical Data andEngineering Center (NATEC) expertise in T/M/S specific HMS, to enable the capability for
NATEC to provide assistance to squadrons, IMAs, Type Wings, Marine Air Wings (MAW),
Marine Air Groups (MAG), and Depots in the interpretation and use of T/MS HMS BIT/CI data.
f. Coordinate with the Center for Naval Aviation Technical Training (CNATT) to include ATA
training content for the Naval Aviation Maintenance Control Management course (C-555-0053),
Intermediate Level Maintenance Activity (IMA) Production Control course (C-555-0043), and
NALCOMIS Optimized Organizational Level Maintenance Activity (OOMA) QA Administration
course (C-555-0046).
g. Manage a “Bad Actors” Program per MIL-STD-1798 Mechanical Equipment andSubsystems Integrity Program to identify substandard performing aircraft, systems and components.
The Bad Actors Program must cover any component deemed to be a Critical Safety Item (CSI) or
Flight Safety Critical Aircraft Part (FSCAP), or deemed to be a maintenance significant or missioncritical component as defined by MIL-STD-1798 to be parts whose failure could:(1) Impact safety (ground or flight)(2) Be undetectable during operation (latent)(3) Impact ability to execute a critical mission, significantly reduce operational mission
capability, or significantly increase vulnerability during a critical mission.
(4) Have significant economic impact.
10.37.3.1.2 NAWCAD Air Systems Group
Support and coordinate execution of ATA processes that achieve the objectives of reference (b), theNaval Aviation Subsystems Safety Integrity Program (NASSIP).
10.37.3.1.3 NAVAIR Program Offices PMAs
a. Incorporate T/M/S HMS capabilities in O-level, I-level and D-level technical manuals, toinclude the use of HMS BIT/CI data for inspection, test, troubleshooting and repair of aircraft
systems and individual components.
b. Coordinate with the Center for Naval Aviation Technical Training (CNATT) to include
HMS training within T/M/S Navy Enlisted Classification (NEC) and Marine Occupational
Specialty (MOS) courses and Personnel Qualification Standards (PQS).
c. Develop automated processes for integrating and transferring HMS BIT/CI data between Olevel, I-level, and D-level maintenance activities.
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d. Distribute Software Anomaly Reports (SAR) and Software Trouble Reports (STR) to
operational units on changes affecting the interpretation of aircraft or air system HMS BIT/CI data.
e. Coordinate with the COMFRC FST Readiness & Fleet Analytics Department, Aircraft
Controlling Custodian (ACC) Aircraft Class Desks, NAVSUP, Defense Logistics Agency (DLA)and Original Equipment Manufacturers (OEM) to develop procedures for using HMS BIT/CI data.
f. Develop hardware changes affecting Critical Safety Item (CSI) / Flight Safety Critical
Aircraft Part (FSCAP).
g. Develop software changes affecting Operational Flight Program (OFP), HMS, andAutomated Logistics Environment (ALE).
h. Administer the NASSIP processes for T/M/S critical safety systems.
i. Analyze ATA capability and procedures, and provide recommendations for improvements to
FST HQ and NAWCAD, at least once per year.
10.37.3.1.4 Fleet Support Team (FST)a. Develop and publish direction on aircraft airworthiness status relative to HMS BIT/CI data
for all systems and components designated as Critical Safety Items (CSI) or Flight Safety Critical
Aircraft Parts (FSCAP), per reference (a).
b. Review NALCOMIS, DECKPLATE and T/M/S HMS data to identify lower reliability
aircraft and components across the total T/M/S inventory, and provide recommendations on repair
actions or other disposition for those aircraft and components.
c. Serve as technical advisors for developing HMS training.
d. Perform quarterly analysis of T/M/S safety-critical subsystems by BUNO and CSI/FSCAP
for WRAs and SRAs (by NSN) that are not meeting acceptable MTBF in relation to the planned
operational availability (A). Determine if substandard performance is related to factors such as highfailure subcomponents or consumable parts or integration deficiencies between ATE and the Unit
Under Test (UUT), and provide recommendations for remediation to the responsible Program
Office.
10.37.3.2 COMNAVAIRFOR and COMNAVAIRSYSCOM Aviation MaintenanceManagement Teams
Verify compliance with ATA procedures during Aviation Maintenance Inspections (AMI) per
paragraph 10.24.3.
10.37.3.3 Type Wings and Marine Air Wings
a. Include ATA training and testing requirements in Wing Job Qualification Requirements(JQR) for T/M/S Maintenance Control and Safe For Flight Certification, per paragraphs 5.1.6.1 and10.1.4.3.
b. Verify compliance with ATA procedures during Maintenance Program Assessments (MPA)
per paragraph 10.24.4.

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c. Publish local command procedures (LCP) per Appendix D, if required to direct T/M/S
specific or command directed actions for maintenance training not addressed in this NAMPSOP.
10.37.3.4 Maintenance Officer
Publish local command procedures (LCP) per Appendix D, if required to direct geographic, T/M/S
specific, or command directed actions for ATA if not addressed in this NAMPSOP or Wing LCP.
O-level LCPs must be submitted to the Wing for consideration of incorporation in the Wing LCP.
10.37.3.5 MMCO
a. Be knowledgeable of NAVAIRINST 4200.56, NAVAIRINST 13034.1F, NASSIP EC-435000-013, and T/M/S HMS procedures.
b. (O-level) Coordinate with QA on analysis of ATA Support Team HMS trend reports(10.37.3.1.1.c) and initiate corrective actions such as additional maintenance, NATEC assistance, ortraining for technicians as deemed necessary to improve aircraft performance.
c. (I-level) Ensure HMS trend reports are distributed to Production Control, QA, and applicable
work centers.
d. Coordinate NATEC and FST support as needed to determine root causes of abnormally highfailure rates in aircraft systems and components.
10.37.4 Procedures
10.37.4.1 Organizational Level ATA
10.37.4.1.1 Activities operating aircraft must strictly adhere to the aircraft HMS utilization andmanagement procedures specified in T/M/S aircraft technical manuals and Wing instructions.
10.37.4.1.2 Maintenance Control must:a. Review HMS BIT/CI data after return from each flight and issue Work Orders (WO) withappropriate Equipment Operational Capability (EOC) code and Up/Down status whenever HMS
data indicates exceedance of acceptable performance parameters. A detailed description of themalfunction and the associated HMS BIT/CI code(s) generated by the failure must be annotated in
the WO discrepancy block.
b. Maintain HMS BIT/CI data for the last 10 flights with each Aircraft Discrepancy Book
(ADB) and verify acceptable performance per technical manuals, NAVAIR, and Wing instructions
before certifying the aircraft safe for flight.
c. Prior to commencing a major scheduled maintenance event, coordinate with Quality
Assurance in reviewing Bureau Number (BUNO) HMS and the ATA Data Analysis Center reports
to determine if additional maintenance may be needed, for example, end-to-end inspection of aparticular wiring system due to recurring intermittent BIT/CI codes associated with components thewiring system feeds. If the aircraft is scheduled for depot rework, the additional maintenanceactions will be noted on the Phased Depot Maintenance Special Work Request (OPNAV 4790/65)
per paragraph 5.1.10.a.

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d. Confer with the supporting Intermediate Maintenance Activity (IMA) if test and check ofsuspected substandard performing components is deemed necessary to fault isolate reasons for poor
aircraft reliability.
e. Include complete HMS BIT/CI trend data with the logs and records when aircraft aretransferred.
10.37.4.1.3 Quality Assurance must:a. Compile and trend HMS BIT/CI data for the last 50 flights for each BUNO assigned.
b. At the end of each day’s flight operations, coordinate with Maintenance Control to review
HMS BIT/CI data for each aircraft flown, and add the data to the aircraft’s trend report. Analyze
HMS BIT/CI data for trends that indicate a possible degraded system or impending failure, andconfer with Maintenance Control on recommended actions.
c. Review ATA Support Team reports, HMS trend reports, and NALCOMIS reports (Chapter14) for each BUNO to identify abnormally high aircraft system discrepancies. Analysis will focus
on indicators of degraded systems and possible causes, as indicated by factors such as:(1) High rate of HMS BIT/CI fault code(s) per flight hour or per flight for a particularsystem.
(2) High rate of ground and flight aborts (When Discovered Codes A and C).
(3) High number of maintenance man hours (MMH) for unscheduled repairs for a particularsystem.
(4) Components with a high rate of Action Taken Code A with Malfunction Code 799 (nodefect).
d. Investigate reasons for low aircraft performance. If a low reliability component is suspected
to be causing high system failure rate, research maintenance history and check the ATA Support
Team reports to determine if the component’s serial number is identified as a substandard
performance. If so, confer with Maintenance Control for decision to remove the component andturn it in for check and test, or to continue operating. If the item is removed, the first sentence in
the WO discrepancy block will state “WRA is listed as a substandard performer on ATA Report(month and year of the report).” The WO discrepancy block will also provide a summary of any
performance anomalies during the time the component was installed in the aircraft, and the numberof flight hours and sorties flown prior to removal. HMS BIT/CI data produced during the time thecomponent was installed must be turned-in with the component.
e. Submit Naval Aviation Maintenance Discrepancy Reporting Program (NAMDRP)
Hazardous Material Reports (HMR), Product Quality Deficiency Reports (PQDR), TechnicalPublication Deficiency Reports (TPDR) per paragraph 10.9 for deficiencies in HMS components
and HMS technical manuals.
10.37.4.1.4 O-level maintenance technicians must:
a. Be knowledgeable of HMS BIT/CI codes applicable to their duties.

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b. Strictly adhere to the T/M/S technical manual direction for use of HMS BIT/CI codes forinspection, troubleshooting and repair.
10.37.4.2 Intermediate level ATA
10.37.4.2.1 Production Control must:a. Direct AMSU to review the serial number of all components inducted for repair against thecurrent ATA Data Analysis Team report. If the serial number is listed as a substandard performer,
AMSU will notify PC. PC will direct AMSU to assign “QA Required” to the Maintenance Action
Form (MAF). AMSU will make a copy of the section of the ATA report applicable to the serial
number and include it in the component’s turn-in documentation.
b. Obtain and distribute current ATA Data Analysis Team reports to each work center
processing WRAs or SRAs covered in the report.
c. Apply Beyond Capability of Maintenance (BCM) code 8 (Administrative) to componentsthat are reported by Hazardous Material Report (HMR) as a suspected Bad Actor per 10.37.4.2.2.b.
d. Include ATA training and testing requirements in Production Control Job Qualification
Requirements (JQR).
10.37.4.2.2 QA must:a. When a component is inducted that is identified as a substandard performer on the ATA Data
Analysis Team report, contact QA of the squadron that turned in the part to determine if HMS
BIT/CI data indicates a potential common fault or pattern of failure. If so, determine if additional
troubleshooting is needed to determine the root cause of the high failure rate, and confer with theWork Center Supervisor on a plan for troubleshooting and testing the component. As necessary,
contact NATEC for assistance.
b. Submit a Hazardous Material Report (HMR) per 10.9.3.8 for components that continue totest RFI, but are routinely identified as substandard performers after all I-level testing and repair
processes have failed to identify the root cause of unacceptable Mean Time Between Failure(MTBF).
c. Submit reports to the responsible FST when deficiencies in Automated Test Equipment(ATE) or Operational Test Program Set (OTPS) capabilities are suspected to be contributing to theinability to detect failures in a substandard performing component. If the affected component is a
critical safety item, submit an HMR report.
d. Upon receipt of ATA Support Team reports, coordinate with the Supply Department toreview the serial numbers of shelf stock components to determine if a component identified as a
substandard performer is stocked. If so, review the repair history of the component. If the last
maintenance action on the component was depot rework, no action is required. If the component
was last repaired by another IMA, the component will be inducted for test and check per theprocedures of 10.37.4.2.1.a. If the IMA does not have test and check capability, QA will contact
the cognizant FST for direction to either issue the component or to remove the component fromservice and submit an HMR.
10.37.4.2.3 I-level Maintenance technicians must:

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a. Strictly adhere to the T/M/S technical manual direction for use of HMS BIT/CI codes forinspection, troubleshooting and repair.
b. Be knowledgeable of HMS BIT/CI codes and their use in I-level fault troubleshooting.

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10.38 Aircraft Battle Damage Repair (ABDR)
10.38.1 Reference
NAVAIR 01-1A-39, Naval Aircraft Battle Damage Repair
NOTE: NAVAIR 01-1A-39 is published for informational and training purposes only, andmay not be referenced as the authoritative technical reference for ABDR procedures.
10.38.2 Introduction
ABDR is maintenance during combat conditions that may provide less than 100 percent restorationof an aircraft and its subsystems and components to original strength, mission capability, or
configuration. ABDR evaluates and restores sufficient structural strength and serviceability topermit aircraft to fly additional combat sorties, or to make a one-time flight to a designated intheater repair activity.
10.38.3 Requirements
a. ABDR is authorized only for aircraft engaged in combat operations.
b. Authorization to perform ABDR is the responsibility of the battle group commander or firstflag or general officer in the combat operations chain of command. ABDR authorization cannot bedelegated.
c. ABDR procedures will be used only when authorized, and only when the time and resources
needed to effect standard repairs are not available.
NOTE: ABDR procedures not specified in existing publications will only be performed if
approved by engineering authority from the T/M/S aircraft Fleet Support Team
(FST).
d. ABDR will be accomplished per the procedures of Type/Model/Series (T/M/S) aircraft
publications and other applicable maintenance manuals. Reference (a) exists for informational andtraining purposes only and will not be used as authorization for ABDR procedures. For ABDR not
addressed in previously mentioned resources, repair procedures must be approved by an appropriate
T/M/S aircraft engineer.
e. Damaged aircraft will be evaluated by squadron personnel assisted by Designated Rework
Point (DRP) Planner and Estimator (P&E) as required.
f. Squadrons may perform ABDR when the procedures and techniques are within O-levelrepair capability. I-level ABDR may be performed on-or-off aircraft when the repair is within the
supporting I-level activity’s capability.
g. ABDR will be documented per normal WO or MAF procedures, and must be logged in theaircraft log book Miscellaneous History Record.
NOTE: When ABDR is completed, Maintenance Control will issue an “up” WO that willremain open until a conventional repair is completed.

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h. All ABDRs are considered temporary and must be repaired in a conventional manner as soon
as practical. Upon return to non-combat status, conventional repair will be performed fordiscrepancies corrected by ABDR procedures. Aircraft requiring conventional D-level repair will
be inducted at the earliest possible date.
10.38.4 Responsibilities
10.38.4.1 Depot Fleet Readiness Centers
Depot FRCs will provide Planner and Estimator (P&E) and depot field team assistance, as required.
10.38.4.2 T/M/S Fleet Support Team (FST).
a. Provide ABDR engineering assistance.
b. Review and act as final approval authority for requests to perform ABDR not published inmaintenance manuals.
10.38.4.3 CVW, ACE or MAG MO.
a. Request ABDR authorization only if required to meet combat operational readiness, The
request must be sent to the battle group commander or first flag or general officer in the combat
operations chain of command by naval letter or message.
b. Assign ABDR priorities when a depot field team is assigned to the ship or operational site.
10.38.4.4 Squadron Maintenance Control.
a. If P&E assistance is required for ABDR, submit requests per the procedures of paragraph10.43.12.
b. Monitor cumulative ABDR actions, document flight restrictions, and brief flight crews on
any flight or system operating limitations incurred by ABDR.
10.38.4.5 Intermediate Level Maintenance Activity (IMA)
IMAs will provide assistance for aircraft ABDR when the repair is within I-level capability.

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10.39 Gas Turbine Engine Maintenance (GTEM) Program
10.39.1 Referencesa. NAVAIR NOTE 4700, Gas Turbine Engine Maintenance Assignment By Depot
Maintenance, Intermediate Maintenance and In-Service Support Center Activities
b. NA 17-1-114 Series, Organizational, Intermediate, and Depot Maintenance with Illustrated
Parts Breakdown Inspection and Proof load Testing of Lifting Slings for Aircraft, Engines andRelated Components
c. NA 15-01-500, Preservation of Naval Aircraftd. NA 01-1A-503, Maintenance of Aeronautical Antifriction Bearingse. NAVAIRINST 13700.15, Decision Knowledge Programming for Logistics Analysis andTechnical Evaluation Engine/Propulsion System Module Management
10.39.2 Introduction
10.39.2.1 This NAMPSOP applies to aviation gas turbine engines their accessories andcomponents, whether used for powering flight, providing auxiliary power, or for starting purposes(airborne or ground units). Unless stated otherwise, the term “engine” used in this NAMPSOP
applies to gas turbine engines, engine modules, auxiliary power units (APU) and support equipment
gas turbine engines (SEGTE).
10.39.2.2 The Gas Turbine Engine Maintenance Program is based on three levels (degrees) ofrepair. First-degree repair is the most in-depth level of repair, followed by second-degree, andthird-degree. Engine intermediate level (I-level) maintenance technical manuals have amaintenance allocation table that defines specific engine maintenance actions determined largely bydegree of repair difficulty. The definitions in this paragraph are general descriptions associatedwith the degrees of engine repair.
NOTE: Refer to engine technical manuals and maintenance allocation tables for the degree ofengine repair associated with specific engine inspection and repair functions.
a. First-Degree Repair. The repair of a damaged or non-operating gas turbine engine, its
accessories, or components to an acceptable operating condition when the repair includes
compressor rotor replacement or disassembly to the extent the compressor rotor could be removed.
Additionally, any repair beyond that authorized for a second-degree activity, but not to the extent
required to be performed at D-level, will be defined as a first-degree repair.
b. Second-Degree Repair. The repair of a damaged or non-operating gas turbine engine, its
accessories, or components to an acceptable operating condition. Second-degree repairs will
normally include: the repair or replacement of turbine rotors and combustion sections, including
afterburners; the replacement of externally damaged, deteriorated, or time limited components,
gearboxes, or accessories; and minor repairs to the compressor section. Further, the repair or
replacement of reduction gearboxes and torque shafts of turboshaft engines and compressor fans ofturbofan engines which are considered repairable within the limits of the applicable intermediate
maintenance technical manuals. These will be accomplished by second-degree repair activities.

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c. Third-Degree Repair. This repair encompasses major engine inspections and the same gas
turbine engine repair capability as second-degree except certain functions which require highmaintenance man-hours and are of a low incidence rate are excluded. Additionally, third degree
repair also include the acceptances, transfers, preservation and de-preservations of engines.
10.39.2.3 NAVAIR NOTE 4700 assigns a specific degree of support for engines to selectedIntermediate Maintenance Activities (IMA) and depot level (D-level) facilities. IMA engine repair
assignment is based primarily on the types of engines operated by squadrons assigned to theirstation or operating from their ship. Selected IMAs are assigned to provide engine support for an
entire geographical location or the entire aircraft population when this action supports the goal of
repair with the least expenditure of material, manpower, and money. Engines not included in
NAVAIR NOTE 4700 are supported per the applicable Weapons System Planning Document(WSPD).
NOTE: This NAMPSOP does not apply to Depot. For Depot refer to Chapter 12.
10.39.3 General Procedures
10.39.3.1 Logbooks and Records
Refer to Chapter 8 for procedures for maintaining engine Aeronautical Equipment Service Records(AESR) and associated component records.
10.39.3.2 Engine Transfer and Shipment
10.39.3.2.1 Engines requiring I-level inspection, repair, or modification will be forwarded to the
supporting IMA, via the supporting supply activity. Associated hardcopy and CM ALS records willbe transferred with the engine per 8.2.11 procedures, along with the turn-in document.
NOTES: 1. When there is no local IMA, the activity transferring the engine must preserveand prepare the engine for shipment prior to turn-in. The supporting supply
activity will contact the applicable engine TYCOM for direction on where to ship
the engine.
2. If the engine requires an engineering investigation (EI), it will be handled andshipped per 10.9.4.
3. Engines can be damaged during shipment if all components that contribute totheir structural support are not installed. Engines must be shipped with all
structural support components in place.
10.39.3.2.2 All engines forwarded to other activities will have a full inventory of repairable andnon-repairable components, accessories, and appropriate reports. Additionally, all reportablecomponents will be accompanied by the appropriate reports. NRFI components and accessories
installed as a result of cannibalization will be clearly tagged and an appropriate AESR or CM ALSAESR entry made (refer to Chapter 15 for engine cannibalization documentation). If directed by
the TYCOM to ship an incomplete engine, a copy of the DOD Single Line Item Release Receipt
Document (DD 1348-1) for each missing component must be placed in the AESR to indicate
shipment of retrograde (not applicable for CM ALS). In addition, the component retrograde

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document number will be entered in the Miscellaneous/History (OPNAV 4790/25A) record or CM
ALS AESR miscellaneous history record.
10.39.3.2.3 Engine shipment containers will be inspected and prepared per NAVAIR 15-01-500.
10.39.3.2.4 Aircraft engine transfers and receipts will be reported per NAVAIRINST 13700.15.
10.39.3.3 Supply Procedures
10.39.3.3.1 Due to their critical nature and high dollar value, several nonstandard procedures apply
to requisitioning aircraft engines. Most engines in work at the IMA are supply assets. Engines inan awaiting parts status normally remain physically in the Power Plants Division due to the size ofthe component. Parts ordered to support an Expeditious Repair (EXREP) engine repair will beordered using the priority associated with the requisitioning squadron’s Force Activity Designator(FAD).
10.39.3.3.2 Parts and components identified as requiring replacement during engine pre-induction
screening (10.39.5.2) will not be placed on order unless the required repairs are verified against themaintenance allocation chart of the applicable engine MIM, and the repair is within the activity's
assigned degree of repair per NAVAIR NOTE 4700.
10.39.3.3.3 Replacement parts and components must be stored in the area which provides thehighest degree of protection, preservation, and accountability.
10.39.3.3.4 Engine repair activities will develop a listing of Pre-Expended Bin (PEB) high usage
consumable material items required to support the degree of repair assigned. High usage items are
identified on the consumable material listing of the applicable engine maintenance technicalmanuals. The list will be provided to the Supply Officer for PEB establishment per 6.5.8.
10.39.3.4 Power Plant Technical Manuals
10.39.3.4.1 Power plant technical manuals are presented in several different arrangements. The
engine inspection and repair method (installed or removed) usually indicates the major category(01- Aircraft or 02 - Power Plant). Technical information required for engine inspection and repair
may be found in both of the major categories. Each engine T/M/S is unique in technical manual
format, and must be researched by degree of repair to ensure the correct technical manuals are used.
Refer to the NATEC website for particular engine T/M/S technical manuals. Examples of common
power plant technical manuals:
a. Maintenance Requirement Cards (MRC) consisting of complete engine repair requirements
cards (CERRC) and quick engine change assembly (QECA).
b. Maintenance Instruction Manual (MIM) in conventional and work package (WP) formats.
c. Sequence Control Cards (SCC).
10.39.3.4.2 Two groups of technical manuals are used for the control and performance of engine
repair: CERRC and accompanying CERR SCC with conventional MIM, and MIM WP withaccompanying CERR SCC. Each engine T/M/S may have one or the other. The following
paragraphs explain and describe the various technical manuals required for repair:a. Engine Inspection MRCs.

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(1) Major. These inspections are accomplished using MRCs. These cards contain major
QECA maintenance requirements to inspect the engine for material degradation and performessential PM. The cards include the major engine requirements followed by a separate QEC section
for each aircraft application. An SCC is included to program accomplishment of the inspection inproper sequence. Discrepancies discovered during inspection are corrected using instructions
contained in the applicable maintenance technical manuals. These cards are used to perform major
inspections on uninstalled engines.
(2) Phase. These inspections are accomplished using phase MRCs. These cards cover the
total system scheduled maintenance requirements divided into phases, which are performed at
specific intervals. All installed engine inspections and QEC components are included.
b. CERRCs(1) CERRCs provide step-by-step procedures and instructions for engine disassembly to acontrolled depth. The depth of disassembly is equal to that which is authorized for designated third,
second, and first degree repair activities by NAVAIR NOTE 4700 and is consistent with theprovisioning of spare parts, tools, and SE for these activities. There are no repair procedures within
CERRC sets. For repair instructions consult the applicable engine MIM.
(2) The information in the CERRCs is based on the contents of the reference publications
and on conclusions reached during verification. Should the information in the card sets conflictwith the information in technical manuals with a later date, the most current information for the
specific task will be followed.
(3) In using the CERRC set, it is unnecessary to perform maximum disassembly each timean engine is processed for repair. Perform disassembly only to the depth, which is required toensure the engine is RFI. When less than complete disassembly is required, use only the applicablecards.
(4) Each card is identified by number for accountability purposes and to provide a means for
crediting work accomplishment. The CERRC set numbering sequence does not reflect thesequence in which the work is to be accomplished. This is controlled by the associated CERR
SCC.
(5) Task cards that contain major engine inspection requirements are identified by anasterisk (*) preceding the card title and the procedural steps within the cards. The affected task
cards are identified on the SCC by an asterisk preceding the card number. The requirements thatare preceded by an asterisk must be accomplished each time an engine is processed for first-degree
repair. When the items preceded by an asterisk have been accomplished, the engine is to beconsidered zero time for inspection purposes.
(6) QA cards are included to emphasize the need for inspection during or after performanceof critical procedures. To ensure accomplishment of these requirements in their proper sequence,
review QA cards referenced on the task card before commencing the task.
c. CERR SCC. The CERR SCC is a graphic presentation that will sequence theaccomplishment of CERR (third, second, and first-degree) in a logical order. The CERR SCC isoriented to actual work time and manpower usage. This element provides the only record of engine

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status during repair, including QA inspections. CERR SCCs are used with both the CERRC and
WP formats.
d. Work Package (WP). The procedures for the use of the WP format are identical to those
identified for CERRCs except the WP format contains instructions for disassembly, inspection,
repair, reassembly, and testing. In addition, it identifies SE and SE maintenance requirements.
e. Component repair technical manuals. These are accessory manuals containing I-level and Dlevel procedures for check, test, inspection, and repair, and the associated Illustrated Parts
Breakdown (IPB) of engine components.
10.39.3.5 Modular Engines
10.39.3.5.1 Newer model engines are constructed in separate modules, for example, compressor,
combustion, turbine, afterburner, gearbox, torque meter, or combinations thereof to simplify the
repair and maintainability process. Modular engines are routinely inspected while installed in theaircraft, and are removed only for cause, such as Low Cycle Fatigue (LCF), failure, and Maximum
Operating Time (MOT).
10.39.3.5.2 When a modular engine is removed, the same AESR screening and pre-induction
inspection process is performed as with other engines. Repair is accomplished by removal andrepair or replacement of the defective modules per the applicable CERRC and accompanying
CERR SCC or with conventional MIM or WP with accompanying CERR SCC.
10.39.3.5.3 Inspection requirements subsequent to or concurrent with engine repairs may vary.
Some modular engines, for example, F404 and T700, have engine MRC decks with accompanying
SCCs. Earlier designed modular engines, for example, T400 and T56, have the QECA MRCs withaccompanying SCC. Subsequent to or concurrent with repair, the inspection requirements outlinedin the applicable engine MRC and QECA MRCs will be performed.
10.39.3.6 Auxiliary Power Unit (APU) and Support Equipment Gas Turbine Engine (SEGTE)
10.39.3.6.1 APUs are repaired under the three-degree repair concept. Under this concept, each
APU I-level technical manual identifies specific maintenance actions as either first-, second-, orthird- degree functions. These functions are determined largely by degree of difficulty andrecurring frequency. Selected IMAs are assigned to provide a specific degree of support for
specific APUs and SEGTEs, per NAVAIR NOTE 4700.
10.39.3.6.2 APUs assigned a three-degree repair function will be maintained by the APU SEGTE
Shop (Work Center 412). Installed SEGTEs will undergo O-level remove and replace maintenanceplus preservation or de-preservation in the SE Gas Turbine Repair Shop (Work Center 91A).
10.39.3.6.3 APU and SEGTE inspections are accomplished per the applicable MRCs upon
expiration of the established interval. A major APU inspection is a comprehensive inspection
performed to determine the material condition of the APU. This inspection is often performed with
the APU removed from the enclosure, but may be accomplished on certain installed APUs using aborescope or other inspection aids as directed in the MRCs. Major APU inspections are performedby the supporting IMA, unless directed otherwise by the ACC. APU inspections are accomplishedduring first degree repair. Therefore, APUs installed following first degree repair are zero timed forinspection purposes. MRCs prepared to the latest specifications are aligned with the level of
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maintenance performing the inspections. All tasks performed by IMAs on installed APUs are in theapplicable T/M/S aircraft MRCs.
10.39.3.6.4 IMAs will ensure that tracked serialized components are accurately reflected in the CM
ALS and that all maintenance has been properly documented in CM maintenance task to correctly
update the ALS.
10.39.3.6.5 RFI APUs and SEGTEs received from supply must have AESRs or CM ALS AESRs
screened to determine which inspections, if any, have been performed and when the next inspectionis due.
10.39.3.6.6 APU and SEGTE documentation procedures. The enclosure is considered the end item
when work is performed on SEGTEs at an I-level activity (Work Center 91A). Therefore, APUsand SEGTEs sent to Work Center 412 for inspection or repair must have a MAF turn-in document
initiated.
10.39.3.7 Technical Directives (TD)TDs will be complied with as directed in 10.10. TD parts and kits designated for O-levelcompliance will be obtained from the O-level activity that turned in the engine, if such parts andkits were previously furnished, but not incorporated.
10.39.3.8 Gas Turbine Engine (GTE) Test Facilities
GTE test facilities will be operated and maintained per 10.23.
10.39.3.9 Preservation and Storage
10.39.3.9.1 I-level and D-level activities will preserve RFI and NRFI engines in their custody andcomply with all preservation periodic maintenance requirements and NA 15-01-500, Preservationof Naval Aircraft, as applicable. This includes IMAs assigned caretaker status.
10.39.3.9.2 Replacement parts and components will be stored in the area which provides thehighest degree of corrosion prevention and preservation, per 10.13 and NAVAIR 15-01-500
procedures. Hydraulic components will be protected from contamination per 10.5 procedures.
10.39.3.10 Engine bearing maintenance, storage, and preservation
Engine bearings will be carefully handled and protected against the elements at all times to prevent
damage prior to installation. Refer to NA 01-1A-503, Maintenance of Aeronautical Antifriction
Bearings for requirements regarding engine bearing maintenance and handling.
10.39.3.11 Engine slings and stands
Engine slings and stands will have pre-operational inspections, NDI and PM completed at therequired intervals. Refer to NA 17-1-114 Series for engine sling maintenance requirements. For
engine stand maintenance requirements, refer to applicable MIMs.
10.39.3.12 Overhead cranes and hoists
Overhead cranes and hoists will have pre-operational inspections, load test and PM requirementscompleted at the required intervals.

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10.39.4 Intermediate Level Maintenance Activity (IMA) Procedures
10.39.4.1 Production Planning
10.39.4.1.1 Engine production goals will be established to maintain a sufficient quantity of RFI
engines, modules, and QECAs to meet operational readiness requirements. Selective managementof inductions, for example, repairs, inspections, and QECA buildups, is required to most effectively
meet production. The following information will be considered in planning inductions to meetmonthly production goals:
a. Historical demand - average monthly inductions for the following reasons:(1) Repair.
(2) Inspection.
(3) Life limited component replacement.
(4) TD compliance.
(5) QECA buildup.
b. External demand:(1) Forward deployment support.
(2) COMNAVAIRSYSCOM and ACC goals.
c. Cyclic demand - variations in inductions based on:(1) Deployments.
(2) Operational commitments.
(3) Seasonal impacts.
10.39.4.1.2 Engines should be inducted into the repair cycle within 30 days of receipt, workload
permitting.
10.39.4.2 Pre-induction Screening
10.39.4.2.1 Figure 10.39-1 depicts the procedures for screening non-ready for issue (NRFI) engines,
APUs, and SEGTEs.
NOTE: Screening should be completed within 10 days of receipt.
10.39.4.2.2 AESR and CM ALS records will be screened per 8.2.11.2.
10.39.4.2.3 The maintenance allocation table of the applicable engine maintenance manual will be
reviewed to determine the maintenance level of the inspection or repair for which the engine wasturned in. If the inspection/repair is within the IMA’s assigned degree of repair, the engine will be
inducted and processed per 10.39.4.3.
10.39.4.2.4 If the required inspection or repair is not within the IMA’s capability, the engine will
be declared Beyond Capability of Maintenance (BCM), Action Taken Code 7 (BCM 7 – Beyond
Authorized Repair Depth) will be documented on the Maintenance Action Form (MAF), and the

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engine will be turned into the supporting supply activity for shipment to the designated repair
activity specified in NAVAIR NOTE 4700, or as directed by the TYCOM Engine Class Desk.
NOTE: Action Taken Code 8 (BCM 8 - Administrative) will be used if the required
inspection/repair is within the IMA’s capability but the TYCOM directs the engine
to be repaired by another facility.
10.39.4.2.5 The following categories of engine discrepancies are considered beyond I-level repair(BCM-1, repair not authorized) and will be forwarded to designated depot per NAVAIR NOTE
4700:
a. Engines with excessive damage due to fires or subjected to firefighting chemicals internal tothe engine.
b. Crash damaged engines (after release by the safety board).
c. Engines subjected to extreme mishandling, such as being dropped.
d. Engines subjected to salt water immersion.
e. Engines exhibiting excessive or extensive corrosion.
f. Engines exhibiting massive oil contamination.
g. Engines recommended for removal by an oil analysis laboratory when the specific cause of
the impending failure cannot be positively determined and corrected.
h. Engines with total gas path FOD of an extremely destructive nature requiring extensive parts
replacement and high man-hour consumption.
i. Engines requiring Power Plant Changes (PPC) to parts that cannot be removed by the I-level.
j. Engines requiring life limited part(s) removal that cannot be removed by the I-level.
k. Engines turned in due to an Engineering Investigation (EI) will be shipped to the D-levelrepair facility selected to perform the EI. Refer to 10.9 for EI exhibit handling and shipment
procedures.
10.39.4.3 Engine Inspection, Repair, and Testing
10.39.4.3.1 Engines inducted for inspection or repair will be inspected prior to disassembly, per theprocedures specified in applicable T/M/S engine manuals (10.39.3.4).
NOTES: 1. Pre-disassembly inspection normally includes oil filters, fuel filters, freedom ofrotation, external visual, and in some cases, borescope inspection.
2. If material condition of the engine permits, the engine should have a test cell run
to verify engine operating parameters prior to disassembly.
10.39.4.3.2 Engine inspection and repairs will be performed using the applicable CERRC or WP
manual and accompanying CERR SCC.
10.39.4.3.3 The next major engine inspection due will be performed on engines turned in forrepair, per the following criteria:

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a. All engine inspections will be accomplished during first-degree engine repair. Engines
installed following first-degree repair will be “zero timed” for inspection purposes.
b. Engines with major inspection intervals of 400 hours or more will have major inspections
performed if 25 percent or less of the interval remains until the next inspection.
c. Engines with major inspection intervals of less than 400 hours will have major inspections
performed if less than 100 hours remain until the next inspection.
NOTE: Life limited parts must have sufficient time remaining, as determined by TYCOM
and FST, to permit engine operation until the next scheduled major inspection.
10.39.4.3.4 Containerized engines that have been inducted due to being dropped or due tocontainer damage will be removed from the container and given a thorough visual QA inspection.
As a minimum, the inspection will include: Compressor and gas turbine area by bore scope or fiber
optic methods (when accessible); accessible compressor and turbine rotors to ensure freemovement; and seals or bearings for damage. If no physical damage is noted, the engine will
undergo a thorough test cell run (including a vibration test and JOAP sample) and be re-inspected
and certified by an IMA Power Plants QAR/CDQAR prior to installation in an aircraft.
10.39.4.3.5 Engines will be tested prior to being certified RFI.
10.39.4.3.6 A QAR or CDQAR will perform a FOD free inspection of all RFI engines prior to theclosing of the engine container.
10.39.5 Responsibilities
10.39.5.1 COMNAVAIRSYSCOM
10.39.5.1.1 COMNAVAIRSYSCOM (Type Model Program Product Support Manager) will
determine the degree of repair capability of each I-level and D-level engine facility. Due to thehigh cost of establishing and supporting engine repair facilities, many factors must be taken into
consideration before approving new or additional capability. Among these are:a. Equipment requirements.
b. Facility requirements.
c. Engine test facility requirements.
d. Personnel requirements and associated technical training.
e. Proximity of other facilities to provide like support.
f. Productivity and capacity.
10.39.5.1.2 Activities requesting to establish a new repair facility or add repair capability to an
existing facility must submit a letter (via the TYCOM) to COMNAVAIRSYSCOM (Type Model
Program Product Support Manager) per NAVAIR NOTE 4700 procedures.
10.39.5.2 TYCOM Engine Class DeskTYCOM Engine Class Desks will:

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a. Coordinate with COMNAVAIRYSCOM (AC312000) to establish yearly production goals
for each T/M/S engine.
b. Nominate IMAs to perform a selected degree of maintenance for specific engines.
c. Annually, review the engine, engine module, APU and SEGTE repair assignment of each
IMA and forward any recommended changes to COMNAVAIRSYSCOM (Type Model Program
Product Support Manager).
10.39.5.3 IMA Maintenance Officer
The MO will designate a Power Plants Division CPO or SNCO as GTEM Program Manager.
Designation will be via ASM. If ASM is not available, designation may be documented via theMonthly Personnel Plan (10.1.5.3.e).
10.39.5.4 IMA Assistant Maintenance Officer
I-level AMOs will publish a standard I-level GTEM Qualification Requirement (JQR) if training is
not adequately covered in a Navy Qualified and Proficient Technician (QPT) or Marine Corps
AMSTRP Aviation Maintenance Training and Readiness Program (AMTRP) syllabus.
10.39.5.5 IMA Quality Assurance
The IMA Quality Assurance Officer will designate a Power Plants QAR as GTEM Program
Monitor. Designation will be via ASM. The QA GTEM Program Monitor will:a. Perform Program Monitor audits per 10.7.
b. Prepare individuals for Power Plant QAR, CDQAR, and CDI designations who havedemonstrated knowledge and understanding of maintenance procedures, safe practices, demonstratea high level a maturity, common sense, and have completed prerequisites.
10.39.5.6 GTEM Program Manager
The GTEM Program Manager will:a. Perform Program Manager initial and annual audits per 10.7.
b. Review CSEC information and reports in order to provide recommendations to the chain ofcommand for process and improvements.
c. Ensure GTEM indoctrination and follow-on training is accomplished per 10.1.
d. Verify that all GTEM support equipment PMs, NDIs, and load test are being completed at
the required intervals in accordance with the MIMs, MRC’s and publications.
e. Ensure ETRs are submitted per NAVAIRINST 13700.15 Procedures Reference Guide and9.1.3.3.
f. Maintain a program file to include:(1) Applicable POCs.
(2) Program related correspondence and message traffic.
(3) Applicable references or cross reference locator sheets.

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(4) Most current CSEC self-audit checklist.
(5) If applicable, hardcopies of all ETRs and certification worksheets performed during
periods of no connectivity with the DECKETR website, per NAVAIRINST 13700.15 and 9.1.3.3.
Hardcopies will be maintained for a period of 2 years per the NAVAIRINST 13700.15 Procedures
Reference Guide.

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Activity Removing
Non-RFI Engine

Provide direction on which
IMA/Depot to ship to.

TYCOM ENGINE
CLASS DESK

Not within IMA repair
capability. Request
disposition

IMA
POWER PLANTS

Provide Replacement
engine, if required

SUPPLY

Pre-Induction
Screening

Within IMA repair
capability. Induct
Activities not having repair
capabilities will ship non-RFI
engine(s) to alternate repair
facility as directed by the
TYCOM Engine Class Desk

Inspect, Repair,and Test

ALTERNATE IMA or
DEPOT

Figure 10.39-1: Engine Screening and Processing

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10.40 Aviation Life Support Systems (ALSS) and Egress Systems Maintenance10.40.1 References
NOTE: The list of references represents the majority of general publications used in themaintenance of ALSS and Egress Systems.
a. DON Defense Logistics Agency VOLUME SUPPLY ASHORE Volume II, paragraph25841, Flight Clothing and Operational Equipmentb. NAVAIR 00-35QH-2, Allowance List, Aviation Life Support System and Airborne
Operation Equipment for Aircraft Squadrons Navy and Marine Corpsc. NAVAIR 00-80T-96, U.S. Navy Support Equipment, Common, Basic Handling & Safety
Manuald. NAVAIR 00-80T-123, Aircrew Systems NATOPS Manuale. NAVAIR 06-20-2, Gas Cylinder (Storage Type), Use, Handling, and Maintenancef. NAVAIR 06-30-501, Oxygen/Nitrogen Systems Technical Manualg. NAVAIR 11-100-1.1, Cartridge Actuated Devices (CADS) and Propellant Actuated Devices(PADS) (IETM)
h. NAVAIR 13-1-6 Series Manuals, Aviation Life Support Systems (ALSS)
i. NAVAIR 16-30PRC149-1, Radio Set AN/PRC-149 Part Number 2155-09093-00 Radio Set
AN/PRC-149A Part Number 2155-09093-01 Radio Set AN/PRC-149-T1 (Training Unit)
j. NAVAIR 16-30PRQ7-1, Operator’s Maintenance Manual Radio Set AN/PRQ-7
k. NAVAIR 16-30PRQ7-2, Operational and Maintenance Procedures, CSEL Battery Charger
PP-8562/U
l. NAVAIR 16-30URT140-1, Radio Beacon Set AN/URT-140 and Radio Beacon Set AN/URT140-T1 (Training Unit)
m. NAVAIR 16-35AVS9-4, Technical Manual Operator's and Organizational Maintenance
Manual Image Intensifier Set, Night Vision, Type AN/AVS-9(V)n. NAVAIR 16-35CSEL-CPE-1, Operation and Maintenance Organizational CSEL Planning
Equipment (CPE)o. NAVAIR 19-1-270, Ground Support Equipment Manual Mobile Refill System (MRS III)P/N 1007-01
p. NAVAIR A6-215PC-MEB-000, Maintenance Instructions with Illustrated Parts Breakdown
Industrial Sewing Equipment
q. NAVSEA OP 4, Ammunition and Explosives Safety Afloatr. NAVSEA OP 5 VOL I, Ammunition and Explosives Ashores. NTTP 3-50-1, Navy Search and Rescue (SAR) Manualt. COMNAVAIRFOR M-3710.7, NATOPS General Flight and Operating Instructions
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u. OPNAVINST 3750.6, Naval Aviation Safety Management System
v. NAVSUP P-801 Notice of Ammunition Reclassification (NAR) Manual
10.40.2 Introduction
10.40.2.1 Properly functioning ALSS and Egress systems are critical to the safety and survival ofaircrew and passengers. The Aviation Life Support Systems (ALSS) and Egress Systems
Maintenance NAMPSOP establishes general policy to ensure ALSS and Egress system components
are properly maintained and managed. This NAMPSOP is applicable to all Navy and Marine Corps
aviation activities responsible for using or maintaining ALSS or Egress systems.
NOTE: For Depot ALSS and Egress System Maintenance refer to Chapter 12.
10.40.2.2 ALSS are those items of equipment and clothing needed to allow aircrew members andaircraft passengers to function within all parameters of the flight environment, safely egress fromdisabled aircraft and descend/ascend to the surface, and survive on land and water, and interface
with rescue forces. ALSS encompasses escape systems, environmental systems, fire extinguishingsystems, aircrew clothing, survival kits, personnel parachutes and associated hardware, life rafts andlife preservers, anti-exposure suits, survival radios and other emergency signaling equipment, flighthelmets, oxygen equipment, anti-G suits and associated hardware, and other miscellaneous survivaland life support items.
NOTE: Personal Protective Equipment (PPE) items not installed in aircraft or used during
flight for ALSS or egress purposes, such as aircraft passenger hearing protection,
float coats and cranial helmets used by maintenance personnel are not considered
ALSS.
10.40.2.3 Egress systems consist of ejection seats, interconnect and sequence systems, installed
parachutes, installed seat survival kits, and the explosive devices and rocket motors used in their
propulsion, and hatches or canopies which are shattered or jettisoned from the aircraft by use of
explosive devices.
10.40.2.4 COMNAVAIRSYSCOM (PMA-202) is the lead engineering authority for ALSS andEgress Systems. PMA-202 also manages the Fleet Air Introduction Liaison Survival Aircrew
Flight Equipment (FAILSAFE) Program for introduction and training of new or modified ALSS.
WARNING: ALSS AND EGRESS SYSTEMS EXPLOSIVE COMPONENTS ANDOXYGEN EQUIPMENT ARE A RISK TO PERSONNEL IF NOT USED AS
INTENDED OR CORRECTLY HANDLED. IMPROPER MAINTENANCE
PROCEDURES, IMPROPER USE, AND LACK OF ATTENTION TO
DETAIL WHEN WORKING ON AND AROUND THESE SYSTEMS CANRESULT IN INJURY OR DEATH.
10.40.3 ALSS and Egress System Technician Qualifications
10.40.3.1 Only qualified ALSS technicians will perform ALSS maintenance.
a. Military ALSS technicians must be:

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(1) Graduates of the Navy Parachute Rigger (PR) "A" School, and designated as a Navy PR
or Marine Corps MOS 6048.
(2) Explosives handling qualified and certified per OPNAVINST 8023.24 or MCO 8023.3,
as applicable.
b. Government Service (GS) civilian and contractor maintenance ALSS technicians must be:(1) Graduates of Navy PR “A” School or equivalent Air Force or Army MOS courses(2) Explosives handling certified per OPNAVINST 8023.24 or MCO 8023.3.
NOTES: 1. O-level activities with only one or no PR assigned must designate in writing aproperly cross trained QAR or CDQAR to inspect work performed on ALSS
equipment maintained by the ALSS work center. Cross trained QARs or CDQARs
must use NAVAIR 13-1-6 series manuals for technical guidance. Personnel
performing ALSS equipment maintenance and QARs or CDQARs inspecting work
performed must be ordnance certified per OPNAVINST 8023.24/MCO 8023.3.
2. Activities consistently operating under the detachment concept with no PR billet
authorized for the detachment must designate one additional cross trained person to
perform O-level maintenance on assigned ALSS equipment. Training will be
provided by a senior (E-5 or above) PR assigned to the parent squadron or the
supporting IMA/FRC and will be limited in scope and content to the maintenancethat will be performed while on detachment. The parent Maintenance Officer (MO)must sign a designation letter specifically identifying the T/M/S aircraft orequipment involved and specific ALSS functions authorized.
3. Non-PR personnel designated to perform ALSS maintenance on detachment may
work, under supervision, in the parent squadron ALSS work center for training
purposes while not on deployment, but will not be authorized to sign as worker or
CDI.
4. Personnel that maintain night vision systems must be medically qualified per the
standards of NAVMED P-117.
10.40.3.2 Only qualified egress system technicians will perform egress systems maintenance.
a. Military egress system technicians must be:(1) Graduates of the Navy Aviation Structural Mechanic (Safety Equipment) (AME) "A"
School and designated as a Navy AME rate or Marine Corps Aircraft Safety Equipment Mechanic
MOS.
(2) Graduates of the CNATTU T/M/S aircraft egress system training course or equivalent
factory T/M/S specific egress system training course for the egress systems they maintain.
(3) Explosives handling trained and certified per OPNAVINST 8023.24/MCO 8023.3.
b. Government Service (GS) civilian and contractor maintenance personnel performing egresssystems maintenance must be:(1) Graduates of Navy AME "A" School or equivalent Air Force or Army MOS courses.

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(2) Graduates of the CNATTU T/M/S aircraft egress system training course or equivalent
factory egress system training for the egress systems they maintain.
(3) Explosives handling certified per OPNAVINST 8023.24/MCO 8023.3.
NOTE: AME personnel that have completed the CNATTU course for the F/A-18E/F aircraft
SJU-17 Navy Aircrew Common Ejection Seat (NACES) are also qualified to perform
work on SJU-17 NACES installed in F/A-18A-D and E/A-18G aircraft. Completionof the CNATTU F/A-18E/F SJU-17 NACES course does not qualify personnel toperform work on any other model of ejection seat installed in the F/A-18A-D.
10.40.4 ALSS and Egress System Quality Assurance Personnel Qualifications
10.40.4.1 Non-PR rated personnel will not be assigned as I-level ALSS QARs, CDQARs, or CDIs
due to specialized training requirements for parachute and life raft/life preserver packing andrepacking, and other I-level ALSS maintenance functions.
10.40.4.2 To be qualified as a CDQAR/QAR for aircraft with ejection seats, the member must be a
graduate of the CNATTU T/M/S specific Initial training and Career training.
NOTE: Refer to Chapter 7 for ALSS QAR and CDQAR manning and training requirements.
10.40.5 Maintenance
NOTE: For simplicity, the term “PR” is used in this instruction to denote ALSS technicians,
and the term “AME” is used to denote egress system technicians.
10.40.5.1 O-level and I-level maintenance requirements for ALSS and egress systems are outlinedin NAVAIR 13-1-6 series manuals, COMNAVAIRFOR M-3710.7, and T/M/S NATOPS manuals.
10.40.5.2 The Aviators Breathing Oxygen Surveillance Program, Chapter 10, section 10.4,
provides guidance for handling and maintaining LOX and gaseous oxygen used in ALSS and egresssystems.
10.40.5.3 All Warnings and Cautions in technical manuals and this instruction will be strictly
followed for LOX generation, handling, and servicing; low and high pressure gas generation,
handling and servicing; pyrotechnics, cartridges, Cartridge Actuated Devices (CAD), ejection seats,
canopy/hatch jettison systems and rocket motors.
10.40.5.4 ALSS and egress components will be replaced when total service life has expired, unlessexceedance limits have been specifically addressed in the applicable maintenance manual or bynaval message. Under no circumstances will a component be used if the service life history of thecomponent cannot be verified.
10.40.5.5 Cannibalization of egress system components will be kept to an absolute minimum.
Ejection seats, egress system components, cartridges, and CADs/PADs will not be cannibalized
without prior Type Wing/MAG (ashore) or CVW/ACE (afloat) approval.
NOTE: A Notice of Ammunition Reclassification (NAR) is not authorized direction for theremoval/replacement of aircraft or ALSS installed cartridges, pyrotechnics, CADs,
or PADs. If a TD with amplifying direction has not been received within three daysof receipt of a NAR, activities will request direction from their ACC. NAVSUP P-

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801 NAR Manual must be referred to when drawing ordnance from an RSL prior to
installation into ALSS equipment. The NAVSUP P-801 is available at:https://my.navsup.navy.mil/apps/ops$nll.view_publication_details?P_PUBLICATION_ID=8660910.40.5.6 ALSS components requiring I-level maintenance must be delivered directly to the IMA
800 (ALSS) Division. The IMA will induct each component upon receipt from the O-level using
the “SD” MAF processing procedures of Chapter 16. Items that cannot be made RFI will either besigned off BCM (for pool items) or signed off with action taken code “D” (non-pool items) andreturned to the O-level.
10.40.5.7 ALSS components with calendar-based inspections are subject to the plus or minus 3days deviation of per 5.3.10.1. Items not inspected after the end of the plus 3 days allowabledeviation will be removed from service until inspected.
10.40.5.8 ALSS and egress components involved in an aircraft mishap will be processed perprocedures in OPNAVINST 3750.6 and NAVAIR 13-1-6.2. Explosive devices involved inmishaps will be rendered safe and disposed of by explosive ordnance disposal personnel only, per
NAVAIR 11-100-1.1, after release by the Aircraft Mishap Board (AMB). Ejection seats and escapesystem components that have been ejected or fired, regardless of apparent condition, must be
disposed of per current regulations after release by the AMB.
10.40.5.9 All COSPAS-SARSAT radios must be registered in Joint SARSAT Electronic Tracking
System (JSETS). JSETS contains information concerning the activity that the asset is assigned to as
well as information concerning the POCs within each Squadron, Wing, IMA, and MAG. JSETS
information must be updated as information changes. The Rescue Coordination Center (RCC) uses
this information to contact the organization when a beacon is activated, therefore command phone
numbers listed in JSETS must be a phone number that is manned 24 hours a day, 7 days a week.
10.40.5.10 Removed cartridges, flares, CADs, and PADs must be stored per NAVAIR 11-100-1.1,
NAVSEA OP-4, and NAVSEA OP-5.
10.40.6 Technical Directives
10.40.6.1 COMNAVAIRSYSCOM is the engineering authority for modification of ALSS. ALSS
modifications are normally issued by Aircrew System Change (ACC) Technical Directive (TD) or achange to the equipment procurement package.
10.4.6.2 TDs will be managed per the procedures of the Technical Directive Compliance
NAMPSOP (10.10).
NOTE: Unauthorized deviation, alteration of configuration, or modification of any item of
ALSS is strictly forbidden.
10.4.7 Logbooks and Records
ALSS and egress system records will be documented and managed per Chapter 8 and NA 13-1-6
series manuals.

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10.40.8 ALSS Spare Pool Assets
10.40.8.1 O-level activities are not authorized to requisition or stock spare ALSS assemblies
beyond those outlined in NAVAIR 00-35QH-2.
10.40.8.2 Shore-based IMAs will maintain a rotatable pool of spare ALSS assemblies (parachutes,
life rafts, seat survival kits, life preservers, oxygen regulators, and oxygen hoses) located in the Ilevel 800 Division.
10.40.8.3 Personal survival equipment, such as helmets, survival vests, gloves, flight suits, antiexposure assemblies or items of squadron equipment that are not normally inducted into the I-level
for maintenance, will not be included in ALSS pools.
10.40.8.4 Spare assets will be stored in a controlled area limited to access by authorized personnel
only. The storage area must meet the environmental conditions set forth in NAVAIR 13-1-6 series
manuals and comply with NAVAIR 11-100-1.1-CD (where applicable).
10.40.8.5 Spare assets must be physically segregated in three distinct groups: RFI assets, NRFI
awaiting maintenance (M3), NRFI awaiting parts (WP), and NRFI in excess of current demand(M9).
a. The RFI assets area will contain items of ALSS that have been repaired/inspected and madefully RFI and are awaiting issue (in an RFI shelf cycle status) to an O-level activity.
NOTE: Spare RFI assets in the rotatable pool are authorized up to 90 days RFI shelf life
before they begin to accumulate time for inspection purposes. The 90 day RFI shelf
life ends and time will commence for inspection purposes when the ALSS asset isremoved from the I-level pool storage facility. The 90 day shelf life is restricted tothose specific items which are fully supported by the pool.
b. The NRFI M3 area will contain all ALSS assemblies that are awaiting maintenance.
c. The NRFI WP area will contain all ALSS assemblies that are in an “awaiting parts” status.
The assemblies must have the MAF attached, listing the outstanding parts requisitions.
d. The NRFI M9 area must contain all ALSS assemblies that are in an “M9” status.
10.40.8.6 ALSS pool assets will be issued on a one-for-one exchange (one work order for eachcomponent). The IMA must process each component as a special discrepancy (Type MAF CodeSD), Transaction Code 31 or 32 as appropriate, and the applicable Action Taken and Malfunction
Code specified in Appendix E. If a repairable component is BCM, the IMA will order the
replacement component.
10.40.8.7 When a pool item is issued, the corresponding OOMA Auto Log-Set (ALS) will betransferred to the receiving activity OOMA database along with a hardcopy printout of the related
AER and completed MAF. The issuing IMA must sign and annotate the date issued and nextscheduled removal date on the lower right side of the AER.
10.40.8.8 When a shore or ship-based deployment site does not have a supporting I-level with an
ALSS pool, the supporting shore-based IMA is responsible for providing the deploying squadron
with spare RFI ALSS assets equal to 10 percent of the number of aircraft and aircrew on the
deployment/detachment.
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a. The spare ALSS ALS will be electronically transferred by the IMA to the squadron.
Squadron will maintain the ALS set in a separate OOMA folder until installed.
b. The in-service inspection cycle begins when the squadron assumes custody of the spare
assets.
c. The squadron will maintain custody of the spare assets during the deployment.
d. The squadron must return the same number of assets to the supporting I-level upon returnfrom deployment.
10.40.8.9 When a squadron/detachment deploys to a ship or shore site with an IMA that supports
ALSS, the home base IMA is responsible for providing the deployment site IMA with spare RFI
ALSS equipment equal to 10 percent of the full outfitting allowance for the squadron/detachment.
a. ALSS pool assets will be maintained by the deployment site AIMD/MALS, in their ALSSpool.
b. Assets will remain in the “shelf life” cycle until issued. In-service inspection time starts
once the asset is issued.
c. The deployment site IMA will provide all repair parts and components required to support
the squadron/detachment ALSS pool.
d. Upon completion of deployment, the deployment site IMA is responsible for returning thesame number of RFI assets originally provided by the home base IMA. If the deployment site IMA
has to return a NRFI asset due to awaiting parts, they must provide the home base IMA with the
document numbers for the parts. MAFs must also be provided with discrepancies clearly
documented.
10.40.9 ALSS and Egress Systems Acceptance and Transfer
10.40.9.1 ALSS and Egress Systems data must be verified for accuracy in all maintenance datasystems (DECKPLATE, OOMA, CADPAD, etc.) upon acceptance and transfer of aircraft and
ALSS equipment.
10.40.9.2 Upon acceptance or transfer of an aircraft, the aircraft-installed ALSS and CADS and
PADs must be verified for service life and serial number. Refer to 8.5.15 for procedures.
10.40.9.3 OOMA commands will review the Configuration Management (CM) ALS.
10.40.9.4 Custody of ALSS equipment will be transferred to the accepting command
electronically.
10.40.10 ALSS Work Order and Maintenance Action Form Documentation
O-level ALSS WOs will be documented per the procedures of Chapter 15. I-level ALSS MAFs
will be documented per the procedures of Chapter 16.
NOTES: 1. Only the individual that performed or inspected the work will sign the associated
WO, MAF, OOMA ALS, performance test sheets and history records (asapplicable).

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2. IMAs using OOMA for managing CM ALS must use an electronic CDI stamp inlieu of the rubber stamp for related documentation, for example, ALSS CM ALS.
The following procedures for maintaining and assigning an electronic CDI stamp
apply: Upon CDI/CDQAR qualification, the CDI/CDQAR will submit approved
CDI/CDQAR certification document and the CDI stamp number assigned by QA to
the activity’s SA for SMQ and electronic CDI stamp assignment. The activity’s SA
will add, via the Personnel Module, the stamp number to the front of the CDIs rate,
for example, 301PR1, 543AM2, 678AD2.
10.40.11 ALSS Configuration Management Auto Log-Set (CM ALS)
10.40.11.1 All ALSS items with an inspection requirement must have a task that covers theinspection. If the inspection requirement is covered by an inspection task on a higher assembly,
then that higher task must be set to an Active/Pending status. All items that require removal due toexpiration or High-time that have a removal task must be set as Active/Pending. Examples include:a. All ALSS items with recurring inspections within their Aircrew ALS will be covered by the
ALL FLIGHT GEAR inspection task (as required). Aircrew assigned ALSS that is not on cyclewith the ALL FLIGHT GEAR task but have O-level or I-level inspection requirements, will havethe specific equipment task Active/Pending (e.g., Dry Suits, CSEL Radio, etc.).
b. Non-Aircrew assigned ALSS that requires an inspection will have inspection and removal
tasks set to Active/Pending. If all of the components are installed in a higher assembly that can becovered by one inspection task then that task is the only task required to be Active/Pending (e.g.,
180 Day ALL SAR EQUIPMENT).
c. ALSS subject to I-level inspection will have the Removal/Hi Time task set to Active/Pending
with the deadline date set no later than the Aircrew Equipment Record (AER) next scheduled
removal date annotated by the issuing IMA. The IMA Inspection task will be set to Active/Pending
with dates matching the AER next scheduled removal date annotated by the issuing IMA. ALSSthat have varied inspection cycles depending on application (e.g., aircraft installed life rafts and life
preservers) will have the appropriate cycle Active/Pending.
10.40.11.2 Task forced completion must be kept to a minimum. At no point should a task beforced completed if the task cannot be verified with a physical copy of the WO/MAF or a review of
DECKPLATE. For consistency and control, only Maintenance Control or Production Control Logs
and Records Clerks will perform force completions. If a task is force completed, the following
information must be entered into the NOTES section of the task:a. Date completed and MCN for the actual WO/MAF.
b. Organization that completed the maintenance/inspection.
c. Names of worker and CDI (stamp number if applicable) who performed themaintenance/inspection.
d. Reason for the force completion.
10.40.11.3 Refer to 8.6.2 for general CM ALS procedures.

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10.40.12 Responsibilities
10.40.12.1 Maintenance Officer
a. Designate a PR or AME, E-5 or above, as the ALSS and Egress Systems Program Manager.
Designation will be made in ASM. If ASM is not used, designation may be made via the Monthly
Personnel Plan (MPP) per 10.1.5.3.e.
b. Publish a local command procedure (Appendix D) if required to direct geographic, TMSspecific or command-directed action for ALSS or egress systems not listed in the NAMPSOP.
Command LCPs will be submitted to the Wing/MAW for consideration of developing a Wing LCP.
10.40.12.2 Program Manager
a. Perform Program Manager initial and annual audits per the NAMP Compliance Auditing
NAMPSOP, 10.7.
b. Verify ALSS and egress system records are maintained per the NAMP.
c. Organize parachute maintenance and storage spaces in accordance with NAVAIR 13-1-6.2,
WP 003 00.
d. Maintain the currency of COSPAS-SARSAT radios and command points of contact in
JSETS.
e. Review Baseline Trouble Reports (BTR) and Baseline Change Reports (BCR) daily forchanges to the baseline, which can be accessed via the NATEC website athttps://mynatec.navair.navy.mil/.
f. (O-level only) Provide the OOMA ALSS Component Near Due report to the supporting IMA
no later than the 25th day of each month.
g. Coordinate transfer of ALSS pool assets to support deployment ALSS pools.
h. Maintain an ALSS TD binder to include:(1) Current NAT04 – verified/signed by a CDI/CDQAR, at a minimum, each month.
(2) All applicable B and D coded TDs listed on the active NAT04.
NOTES: 1. Controlled copies of applicable B and D coded TDs from the NAT04 (including
amendments with no additional work required) must be maintained in the ALSS
work center.
2. There is no need verify or maintain D-Code Aircrew System Bulletins (ACB).
i. Maintain a program binder to include:(1) Applicable POCs.
(2) Most recent QA program audit, turn-over, self-audit, last MPA, and last AMI results.
(3) All outstanding Baseline Trouble Reports and Software Maintenance Tracking System(SMTS) pertaining to the ALSS work center.

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(4) Applicable correspondence and message traffic (Naval Messages, Aircrew System
Advisories (ASA), applicable Maintenance Engineering Advisories (MEAs), etc).
(5) JSETS inventory of all radios in possession of the command.
year).

(6) Results of Air Quality tests for commands with breathing air compressors (retain for one(7) LCP (if applicable).

10.40.12.3 Quality Assurance Officer
Designate a QAR, (PR if assigned) as the ALSS and Egress Systems Program Monitor.
NOTE: Non-PR rate Program Monitors must receive training in the ALSS and Egress
Systems program elements they will inspect.
10.40.12.4 Program Monitor
Perform QA audits per the NAMP Compliance Auditing NAMPSOP, 10.7.
10.40.12.5 Work Center Supervisorsa. Assign only qualified, certified personnel to perform ALSS and egress systems maintenance.
b. Verify PPE is used by personnel during all hazardous ALSS maintenance, such as servicing
oxygen systems. Physically check the material condition of PPE weekly and replace whennecessary.
c. Monitor the preparation, handling and storage of cartridges, flares, CADS, PADS, AEPS,
and rocket motors (installed or removed) for compliance with the NA 11-100-1.1, NAVSEA OP 4,
NAVSEA OP5 and other applicable directives.
d. Strictly enforce the ALSS tool control procedures outlined in paragraph 10.12.3.11.
e. Restrict all NRFI ALSS from use. A copy of the associated WO/MAF will be attached to all
NRFI items.
f. Periodically spot check work to ensure maintenance is being conducted per applicabletechnical manuals/MRCs.
g. Verify ALSS support equipment, such as CO2 transfer pumps, webbing cutters and sewing
machines, etc., is operational and being correctly maintained.
h. Manage the OOMA Configuration Management/AERs for all ALSS components.
i. (O-level only) Verify all ALSS tasks are set IAW paragraph 10.40.11.
j. Organize work centers in accordance with NAVAIR 13-1-6.2.
10.40.12.6 ALSS and Egress Systems Techniciansa. Strictly adhere to maintenance and inspection procedures specified in technical manuals,
with particular attention to CAUTIONS and WARNINGS.
b. Wear PPE during hazardous operations. Check the condition of PPE prior to use. Any wornor unserviceable PPE must be immediately removed from service.
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10.40.12.7 Aircrew
a. Be trained and comply with pre-flight/post-flight inspection procedures of their aircrew
personal protective equipment as outlined in COMNAVAIRFOR M-3710.7, NA 13-1-6 series
manuals, and NA 00-80T-123.
b. Perform pre-flight/post-flight inspections of their aircrew personal protective equipment as
outlined in COMNAVAIRFOR M-3710.7, NA 00-80T-123, and NA 13-1-6 series manuals.
c. Initiate a Work Order for any discrepancies found within their ALSS equipment.

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10.41 Maintenance Department Safety (NAMPSOP)
10.41.1 References
a. OPNAVINST 5100.23, Navy Safety and Occupational Health Program
b. OPNAV M-5100.23 Navy Safety and Occupational Health Program Manualc. OPNAVINST 5100.19, Navy Safety and Occupational Health Program Manual for Forces
Afloatd. OPNAVINST 5100.27/MCO 5104.1 Navy and Marine Corps Laser Hazards Control
Programe. OPNAVINST 3750.6 Naval Aviation Safety Management System
f. OPNAVINST 3500.39 Operational Risk Management
g. COMNAVAIRFORINST 5100.5, Commander, Naval Air Forces Safety Management
Systemh. NAVMC DIRECTIVE 5100.8, Marine Corps Occupational Safety and Health (OSH)
Program Manual
10.41.2 Introduction
10.41.2.1 Per references (a) and (b), all naval operational forces and shore establishments must
implement the Navy Safety Management System (SMS). Reference (c) applies to afloat naval
forces and embarked units. Reference (d) directs laser hazards controls. Reference (e) directs SMS
applicable to naval aviation. Reference (e) provides information and directions for managing risk.
Reference (f) provides direction on managing risk. Reference (g) directs safety policy specific toNavy activities assigned to COMNAVAIRPAC, COMNAVAIRLANT, COMNAVAIRFORES,
and COMNAVAIRTRA. Reference (h) directs safety policy specific to Marine Corps activities.
10.41.2.2 The Maintenance Department Safety Program establishes policy to identify and report
the causes of mishaps and to reduce and eliminate mishaps through prevention, education, andtraining. In addition to personnel risk mitigation, a proactive culture of risk identification andmanagement will reduce costs, avoid wasted man-hours, and improve operational readiness.
10.41.2.3 This NAMPSOP applies to all Navy and Marine Corps O-level and I-level aviation
maintenance activities.
10.41.3 General Requirements
10.41.3.1 Navy Occupational Safety and Health (NAVOSH) and Safety Traininga. All personnel must receive NAVOSH and safety training applicable to their duties. Training
requirements are extensive. Each command must review references (b), (c) and (h) and other
instructions applicable to their operating environment and location.
b. Training must be completed within 30 days upon checking into the Maintenance Department
or before being exposed to occupational hazards. Figure 10.41-1 provides an example fordocumenting NAVOSH and safety training.

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10.41.3.2 Safety Stand Down (SSD)
All maintenance activities must conduct quarterly SSD focusing on operational requirements,
performing duties in the work center, and off-duty activities to align with the fleet Safety
Management System (SMS) per reference (g).
10.41.3.3 Mishap and Hazard Reporting
Reference (e) contains policy for Maintenance Department participation in aviation safety,
including investigation and reporting of aviation hazards that are not reportable under the Naval
Aviation Maintenance Program (NAMP). Reference (e) contains detailed report preparation
procedures.
NOTE: Submission of mishap or hazard reports required by OPNAVINST 3750.6 does notnegate the requirement for submission of reports required by the NAMP.
10.41.3.4 Industrial Hygiene Survey
Maintenance activities must have a current Industrial Hygienist (IH) survey. The survey mustcover the requirements specified in references (b), (h) and NAVAIR 01-1A-509-2, as applicable tothe maintenance operations performed. IH Surveys should be accessible to all hands.
NOTE: An update to the IH baseline survey is required whenever there are changes to work
processes and materials that may affect worker occupational exposure. For example,
changes in painting location, equipment, methods, or the type of paint being applied(if isocyanates are involved) require a new survey. Contact your local supporting IH
program office for assistance.
10.41.4 Navy Occupational Safety and Health (NAVOSH) Programs
The following programs are to be maintained IAW references (b), (h) and other applicabledirectives.
10.41.4.1 Personal Protective Equipment (PPE)
Personnel required to use or manage PPE must be familiar with references (b), (c), and (h),including responsibilities of key personnel, training, maintenance, inspection and stowage of headprotection, foot protection, hand protection, safety clothing and personal flotation devices.
10.41.4.2 Hazardous Materials Control and Management (HMC&M)
a. Activities must comply with the hazardous materials control and management procedures of
10.19, references (b) and (h).
b. Personnel assigned duties involving the opening, mixing, or application of coating materials
must receive pre-placement and annual refresher training on the health hazards associated with thecoating materials they use. The training must include instruction on exposure controls, such as PPE
and occupational exposure limits (OEL) specified in the facility’s IH survey, references (b), (c), or(h) when embarked.
c. Personnel assigned duties involving exposure to potentially harmful dusts, mists, and vapors
must use the PPE and clothing required by references (b), (c), (h), NAVAIR 17-1-125, NAVAIR

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01-1A-509 SERIES, NAVAIR 01-1A-75, NAVAIR 01-1A-75A, and as specified in the facility IHSurvey.
d. Unprotected personnel will be restricted from areas with exposure to potentially harmful
dusts, mists, or vapors, and areas where polyurethane or other potentially hazardous coatings areused, including opening, mixing, and application. Refer to Safety Data Sheets (SDS) and the IH
survey to determine the specific hazards.
10.41.4.3 Fall Protection
All aviation maintenance activities must comply with a Fall Protection Program per references (b),(h), and the Department of the Navy Fall Protection Guide, as applicable to their operations.
NOTE: Per reference (b) and (h) naval vessels must provide NAVSEA-approved fall
protection equipment to embarked squadrons required to work atop
aircraft/equipment.
10.41.4.4 Respiratory Protection Programa. Maintenance activities must maintain a Respiratory Protection Program as directed inreference (b), their facility IH survey, (when embarked) reference (c) and (Marine Corps only)
reference (h).
b. Personnel must receive medical evaluations and respirator fit-testing, as specified in the IH
survey.
NOTE: Per references (b) and (h) a cartridge change schedule must be established for all
respirator types.
10.41.4.5 Asbestos Management Program
I-level maintenance activities must prepare written asbestos control procedures if they conduct
work processes are identified in their IH survey as involving asbestos containing material (ACM),
such as insulation blankets or hot section engine clamps. Procedures must set forth engineering andwork practice controls and disposal guidelines as outlined in references (b), (h) and the IH survey.
NOTE: Commander, Naval Facilities Engineering Command (NAVFAC) provides technicaloversight of the facility Asbestos Management Program Ashore.
10.41.4.6 Hearing Conservation Program (HCP)The HCP is a program of record involving noise exposure control, training, audiograms, and injury
investigation. All aviation maintenance activities must use the current IH survey to identify
hazardous noise areas and equipment and implement program requirements as directed inreferences (b) and (h).
10.41.4.7 Sight Conservation Program
All aviation maintenance activities must implement a sight conservation program for all eye
hazardous areas and operations in accordance with references (b) and (h).
10.41.4.8 Lead Control Program

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Maintenance activities must establish a lead control program that complies with Federal OSHA
regulations applicable to the type of operation. Maintenance departments whose employees haveoccupational exposure to lead must have a written compliance program specific to their department.
This includes operations performed aboard vessels while in port or a repair facility. See references(b) and (h) on how to tailor program requirements.
NOTE: Lead Hazard Awareness training is required for personnel using tin alloy solder.
10.41.4.9 Non-Ionizing Radiation Program
All maintenance activities employing sources of non-ionizing radiation which may affect the safety
and health of personnel must observe radiation protection requirements, exposure standards andsafety guidelines. References (b) and (h) provides additional program details.
10.41.4.10 Ergonomics Program
Maintenance activities must identify ergonomics risk factors as part of, or in conjunction with,workplace inspections required by references (b) and (h) and IH surveys. Activities may seek
technical assistance from the resource list in references (b) and (h).
10.41.4.11 Laser Hazard Control Program
Activities operating and maintaining laser equipment must establish a Laser Hazard Control
Program per reference (d).
10.41.5 Responsibilities
10.41.5.1 Type Wings and Marine Air Wings (MAW)a. Publish a Wing LCP to standardize Maintenance Department Safety for their activities. The
LCP will include a list of NAVOSH and Safety training requirements (Figure 10.41-1) tailored to
T/M/S maintenance and operational location, and supplemental CSEC questions.
b. Identify and define high-risk maintenance events unique to their T/M/S aircraft andoperational environment, such as aircraft moves and dynamic events, and publish Aviation
Maintenance Evolution ORM worksheets with the factors listed in reference (d).
10.41.5.2 Maintenance Officer (MO)a. Designate the Quality Assurance Supervisor (QAS) as the Maintenance Department Safety
Program Manager. Designation will be in writing via ASM and the Monthly Personnel Plan
(10.1.5.3.e.). If ASM is not available, designation will be via naval letter.
NOTE: In activities without a QA Supervisor billet, the MO will designate a QAR as the
Maintenance Department Safety Manager.
b. (O-level) Publish local command procedures (LCP) per Appendix D, if required to direct
geographic, T/M/S specific, or command directed actions for maintenance safety not addressed inthis NAMPSOP or Wing LCP. O-level LCPs must be submitted to the Wing or MAG for
consideration of incorporation in a Wing LCP.
c. (I-level) Publish local command procedures (LCP) per Appendix D to address maintenancesafety applicable to high-risk maintenance tasks performed by the activity not addressed in this10-469

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NAMPSOP, other areas of the NAMP, or other safety directives. Example: Engine Test Facility(ETF) operations.
d. Forward NAVOSH Safety Walk Through Checklist discrepancies to the applicable Division
for corrective actions as required.
10.41.5.3 Quality Assurance Officer (QAO)
a. Perform QA audits of the Maintenance Department Safety Program per 10.7.
b. Coordinate and monitor NAVOSH Safety Walk Through Checklist discrepancy corrective
actions by the divisions.
10.41.5.4 Program Manager
a. Perform initial and annual Program Manager audits of Maintenance Department Safety
Program per 10.7.
b. Perform Program Manager responsibilities addressed in reference (b) for ashore activities,
reference (c) for afloat activities, and reference (h) for Marine Corps activities as applicable.
c. Be familiar with all ACC/TYCOM safety directives (reference (h) Marine Corps activities).
d. (Navy) Coordinate maintenance department Occupational Safety and Health (OSH)compliance with the local region Commander, Naval Installations Command per reference (b).
e. Ensure quarterly inspections of maintenance division, maintenance equipment and facilities
are performed utilizing the NAVOSH Safety Walk-Through Checklist on NAVSAFCEN website
https://intelshare.intelink.gov/sites/navsafe/Pages/AvMaintenanceBstPrac.aspx. Discrepancies will
be routed to the MO via the QAO for corrective actions by the applicable division.
f. Ensure Maintenance Department Safety Program indoctrination training is being completed
per 10.1.4.7.
g. Collect and provide maintenance and material data necessary for the preparation of reports
required by reference (e).
h. Provide Maintenance Department Safety Program indoctrination training per 10.1.
i. Maintain a program file to include:(1) POCs(2) Program related correspondence and message traffic(3) References or cross-reference locator sheets(4) Most current CSEC assessment
10.41.5.5 Division Officers
a. Review NAVOSH Safety Walk Through Checklist discrepancies and coordinate corrective
actions as required. Report corrections to QAO.
b. Maintain a division program audit file to include:(1) POCs
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(2) Program related correspondence and message traffic(3) References or cross-reference locator sheets(4) Most current CSEC assessment(5) NAVOSH Safety Walk Through Checklist results and corrective actions as required
10.41.5.6 Work Center Supervisors
a. Provide NAVOSH and safety training to personnel upon reporting to work center. The
training will be specific to the maintenance performed by the work center. Training will berecorded in ASM.
b. Report all safety hazards to Maintenance Control/Production Control and the Maintenance
Department Safety Program Manager.
c. Assist Division Officer and Division Branch Chief with corrective actions resulting fromprogram manager NAVOSH Safety Walk Through Checklist inspections.
10.41.5.7 Maintenance Personnel
a. Comply with all safety requirements applicable to the maintenance tasks they perform.
b. Immediately report all safety hazards to the Work Center Supervisor.

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NAVOSH/SAFETY TRAININGNAME:DATE REPORTED:TOPIC (Periodicity)

REFERENCE

INSTRUCTOR/ INSTRUCTOR/
DATE
DATE

NAVOSH Program Topics (Annually):
OPNAV M-5100.23, B0611• Identification of key personnel andchain of command.
• Hazard Identification• Hazard Communication• Mishap Prevention• Safety Precautions and Standards
Hearing Conservation (Annually)
OPNAV M-5100.23, B1806
Sight Conservation (Annually)
OPNAV M-5100.23, B1901
Lead (Annually)
Radio Frequency Radiation (Annually)
Ergonomics (Annually)
Reproductive Hazards (Annually)
Fire Prevention/Equipment (Annually)
Mishap Reporting (Annually)
ORM (Quarterly)
Laser (Annually, if applicable)
Asbestos Hazards (Annually, if applicable)
Chemical Biological Radiological Nuclear
Explosives (CBRNE, if applicable)
Confined Space Entry (Annually, if
applicable)
Battery Safety (Quarterly, if applicable)
First Aid /CPR (Annually, if applicable)

OPNAV M-5100.23, B2101
OPNAV M-5100.23, B2212
OPNAV M-5100.23, Appendix
B23-E
OPNAV M-5100.23, B2903
OPNAV M-5100.23
OPNAVINST 5102.1
OPNAVINST 3500.39
OPNAVINST 5100.27B/MCO
5104.1OPNAV M-5100.23, B17
OPNAV M-5100.23, B26
OPNAV M-5100.23, B27
NA 17-15-BAD-1
OPNAV M-5100.23

NOTE: This list is not all inclusive. Other safety training may be applicable due to types ofmaintenance performed and operational location.

Figure 10.41-1: NAVOSH/Safety Training
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10.42 Aircraft Engine/Auxiliary Power Unit (APU) Turn-up License and Aircraft Taxi
License Procedures (NAMPSOP)
10.42.1 References
a. COMNAVAIRFOR M-3710.7, NATOPS General Flight and Operating Instructions
b. T/M/S aircraft NATOPS
c. NAVAIR 00-80T-113, Aircraft Signals NATOPS Manuald. NAVAIR 00-80T-105, CV NATOPS Manuale. NAVAIR 00-80T-106, LHA/LHD NATOPS Manualf. NAVAIR 00-80T-122, Helicopter Operating Procedures for Air-Capable Ships NATOPS
Manual10.42.2 Introduction
This NAMPSOP establishes the minimum procedures for licensing maintenance personnel toperform aircraft engine/APU turn-up or aircraft taxi operations.
NOTES: 1. Refer to Chapter 12 for Depot FRC licensing procedures.
2. Aircraft mounted gas turbine starters are subject to APU turn-up licensing
requirements.
10.42.3 Aircraft Engine/APU Turn-up Licensing
WARNINGS: 1. AIRCRAFT MUST BE PROPERLY SECURED PER T/M/S
MAINTENANCE MANUALS AND APPLICABLE NATOPS PRIOR TO
MAINTENANCE TURNS.
2. PER COMNAVAIRFOR M-3710.7, ONLY NATOPS QUALIFIED NAVALAVIATORS AND PERSONNEL AUTHORIZED BY WAIVERAUTHORITIES DEFINED IN NAVAIRINST 3710.1 ARE AUTHORIZEDTO ENGAGE HELICOPTER ROTORS DURING ENGINE TURNS.
10.42.3.1 Commanding Officers (CO) may issue an Aircraft Engine/APU Turn-up License(OPNAV 4790/162) (Figure 10.42-1) or ASM equivalent to enlisted military, government service
civilian, or contractor maintenance personnel. Prior to initial licensing, personnel must complete acomprehensive training and testing syllabus developed by a T/M/S Pilot NATOPS instructor. The
syllabus must include:a. Hands-on training in engine/APU start procedures and safety precautions specified inreferences a. through f. (as applicable to the aircraft and operational mission of the command).
Training must cover each turn-up qualification (APU, low power, high power) the individual isbeing licensed to perform. Training will be conducted and signed off by a T/M/S Pilot NATOPS
instructor, Assistant NATOPS instructor, qualified FCF pilot, enlisted aircrew NATOPS instructor
qualified to perform engine/APU turn-up per 10.42.3.2, or designated Turn Qualification Instructor(TQI) per 10.42.5.7.

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NOTE: F-35 aircraft are equipped with an Integrated Power Package (IPP) which can be
externally operated from the Maintenance Interface Panel (MIP), outside of the
cockpit. When an operator is licensed to externally operate the IPP that license does
not authorize them to operate the IPP from the cockpit.
b. Open and closed book written tests. The closed book test will contain questions related to
APU/engine turn-up emergency procedures (as applicable to the license being issued). The test
may be administered by a T/M/S NATOPS instructor, Assistant NATOPS instructor, enlisted
aircrew NATOPS instructor, or a QAR. Minimum passing score is 90% on the open book section
and 100% on the closed book section.
c. Practical Evaluation. The practical evaluation may be administered by a T/M/S Pilot
NATOPS instructor, Assistant NATOPS instructor, qualified FCF pilot, or enlisted aircrew
NATOPS instructor qualified to perform engine/APU turn-up per 10.42.3.2.
NOTE: The practical evaluation for licenses issued only for turn-up of the APU may be
administered by a designated TQI.
10.42.3.2 In activities with enlisted aircrew personnel that perform engine/APU turn-up as part oftheir aircrew duties, completion of the aircrew NATOPS training curriculum and designation via
the NATOPS Evaluation Report (OPNAV 3710/7) qualifies them to perform engine/APU turn-up
for those systems (engine or APU) they are NATOPS qualified to perform. Requalification is per
NATOPS.
10.42.3.3 To maintain certification, licensed personnel must:a. Perform a turn-up at least once every 60 days. Multiple level qualification operators(APU/Low power/High power) must perform a turn for the highest level qualification they hold.
Personnel exceeding the 60 day proficiency turn will have their license placed “Not in Use” inASM, the working copy of the MPP will be updated, and the operators SMQ’s will be removed
from OOMA and they will not be allowed to turn engines/APUs until they have completed an
operational test per 10.42.3.1.c. Certification of retesting will be made by documenting Part I of the
Aircraft Engine/APU Turn-up License (OPNAV 4790/192) or ASM equivalent.
b. Retake and pass the open and closed book written tests and operational test every 12 months.
For example, a turn-up license issued 17 June 2020 requires retesting no later than 30 June 2021.
Certification of annual retesting will be made by documenting Part I of the Aircraft Engine/APU
Turn-up License (OPNAV 4790/192) or ASM equivalent. The renewal syllabus must be completed
before the current qualification is expired, otherwise, they will be restricted from any engine/APU
runs, the working copy of the MPP will be updated, and the operators SMQ’s will be removed, until
the renewal syllabus is complete.
10.42.4 Aircraft Taxi License
WARNING: DUE TO THE INHERENT DANGERS ASSOCIATED WITH TAXIINGOPERATIONS, AIRCRAFT MUST ONLY BE TAXIED TO FACILITATE
MAINTENANCE IF NO OTHER MEANS ARE AVAILABLE TO POSITION
THE AIRCRAFT.

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10.42.4.1 COs may issue an Aircraft Taxi License (OPNAV 4790/191) (Figure 10.42-2) togovernment service civilian or contractor maintenance personnel, only. Prior to initial licensing,
personnel must complete a comprehensive training program developed by a T/M/S Pilot NATOPS
instructor. As a minimum, the training program will include:a. Hands-on training in taxi procedures and precautions specified in the applicable aircraft
NATOPS manual. Training will be conducted and signed off by a T/M/S Pilot NATOPS Instructor,
Assistant NATOPS instructor or FCF Pilot.
b. A written test. The written examination may be administered by a T/M/S Pilot NATOPS
instructor or Assistant NATOPS instructor.
c. An operational test administered by a T/M/S Pilot NATOPS instructor or Assistant NATOPS
instructor.
10.42.4.2 To maintain certification, licensed Aircraft Taxi personnel must:a. Perform a taxi evolution at least once every 90 days for the T/M/S aircraft for which they arecertified. Personnel that exceed 90 days without completing a taxi evolution will not be allowed totaxi aircraft until they have completed an operational test per 10.42.4.1.c. Certification of retesting
will be made by documenting Part I of the Aircraft Taxi License (OPNAV 4790/191).
b. Retake and pass the written test and operational test every 12 months. For example, a taxi
license issued 17 June 2020 requires retesting no later than 30 June 2021. Certification of annual
retesting will be made by documenting Part I of the Aircraft Taxi License (OPNAV 4790/191).
Personnel that exceed the annual testing requirements will not be allowed to turn engines/APUs
until they have completed testing.
10.42.4.3 Restrictions:a. Per COMNAVAIRFOR MANUAL 3710.7:(1) No one will be permitted to taxi an aircraft except persons authorized to fly the aircraftor those specifically designated by their commanding officer as taxi pilots after, appropriate training
or checkout.
(2) Only personnel authorized to fly helicopters will be permitted to taxi helicopters.
(3) Only personnel authorized to fly tilt rotor aircraft will be permitted to taxi tilt rotor
aircraft.
b. Only NATOPS qualified Unmanned Aircraft (UA) naval aviators or ground personnel
designated by the CO as UA Taxi Operators will be permitted to taxi UA.
10.42.5 Responsibilities
10.42.5.1 Type Wings and Marine Air Groups (MAG)Type Wings and MAGs must publish a local command procedure (LCP) for Aircraft Engine/APU
Turn-up and Aircraft Taxi Licensing. The LCP will contain all the elements of 10.42.3.1 and10.42.4.1 for each T/M/S aircraft operated. The training syllabus and testing requirements must be
sufficient to ensure licensed personnel are knowledgeable and skilled in their duties. If applicable,
Personnel Qualification Standards (PQS), Training and Readiness Manual (T&R), and other10-475COMNAVAIRFORINST 4790.2D
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prerequisites will be integrated into the syllabus. The LCP will also establish experience,
qualification, rank, and designation procedures for TQIs per 10.42.5.7. The LCP must be reviewed
for currency annually or when applicable references change.
10.42.5.2 Commanding Officer
a. Approve personnel to perform aircraft engine/APU turn-up or aircraft taxi by signing Part IIIof the Aircraft Engine/APU Turn-up License (OPNAV 4790/192) or Aircraft Taxi License(OPNAV 4790/191).
NOTE: COs may not delegate authority to approve Aircraft Engine/APU Turn-up or
Aircraft Taxi Licenses.
b. Revoke engine/APU turn-up and aircraft taxi licenses whenever licensed personnel display adisregard for safety or procedures. Revoked licenses will not be reinstated until the individual has
completed the entire initial training and testing syllabus and is issued a new license.
10.42.5.3 Maintenance Officer
a. Designate the Power Plants/Power Line Division Officer as the Aircraft Engine/APU License
Program Manager. Designation will be in writing via ASM or the Monthly Personnel Plan (MPP)per 10.1.5.3.e. If ASM is not used, designation will be via naval letter.
b. Certify and recommend aircraft Engine/APU Turn-up candidates by signing Part II of the
Aircraft Engine/APU Turn-up License (OPNAV 4790/192).
10.42.5.4 Program Manager
a. Perform initial and annual program manager audits per 10.7.3.8.
b. Publish a schedule of renewal due dates in the MPP per 10.1.5.3.e, and verify licensed
personnel are maintaining proficiency and renewal requirements per paragraph 10.42.3.3 and10.42.4.2.
c. Maintain a program file to include:(1) POCs.
(2) References or cross-reference locator sheets.
(3) Most current program assessment and QA audit.
(4) Program correspondence and message traffic.
(5) List of licensed personnel and TQIs, including name, rate or rank, or series or grade,
Aircraft and Engine T/M/S, date designated, renewal due date, and projected rotation date.
d. Copy of TQI designation letters (if not documented in ASM).
10.42.5.5 Quality Assurance (QA) Officer
Designate a QAR licensed to perform engine/APU turn-up or aircraft taxi (if applicable) as theProgram Monitor. Designation will be in writing via ASM or the MPP.
10.42.5.6 Program Monitor

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Perform QA audits per paragraph 10.7.3.7.
10.42.5.7 Turn Qualification Instructors
a. Provide thorough training in all elements specified in the Engine/APU Turn-up training
syllabus. A training element will not be signed off until the trainee demonstrates knowledge andskill in the area.
b. Assist trainees in preparing for the written and operational tests, and notify the Program
Manager when personnel are ready for testing.
10.42.5.8 Engine/APU/Taxi Operators
a. Maintain currency and proficiency in all areas covered in the training syllabus.
b. Ensure aircraft are properly secured per T/M/S maintenance manual and applicable
NATOPS prior to maintenance turns.
c. Strictly follow prescribed engine/APU/taxi operating procedures and safety precautions at all
times.

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Figure 10.42-1: Aircraft Engine/APU Turn-up License (OPNAV 4790/192)

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Figure 10.42-2: Aircraft Taxi License (OPNAV 4790/191)

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10.43 Miscellaneous Programs and Processes
This section contains miscellaneous programs and processes not covered by a NAMPSOP.
Activities will implement applicable processes per this instruction and specific program related
instructions and maintenance technical manuals which are identified within the program text.
10.43.1 Explosives Handling Personnel Qualification and Certification Program
10.43.1.1 The purpose of the Explosive Handling Personnel Qualification and Certification
Program within the NAMP is to eliminate these mishaps by training maintenance personnel on thedangers of aircraft installed egress and explosive systems. OPNAVINST 8020.14 and
OPNAVINST 8023.24 provide additional details.
NOTE: Improper handling, loading, processing, disposal, demilitarization, or testing of
explosive devices can cause injury to personnel, loss of life, and damage to aircraft
and equipment and loss of life, damage amounting to millions of dollars, and reduced
operational effectiveness.
10.43.1.2 All maintenance personnel handling explosive cartridges, CADs, pyrotechnics, andPADs must be qualified and certified per OPNAVINST 8023.24 and MCO 8023.3, as applicable.
The CO must establish an Ordnance Certification Board to certify personnel that handle ordnance,
per OPNAVINST 8023.24.
10.43.2 Unmanned Aircraft Systems (UAS) Program
10.43.2.1 The UAS Program provides a unique application of reconnaissance and surveillancethrough the use of recoverable and highly versatile airborne systems. UAS operate in varied
environments under the control of such diverse groups as infantry and special operation forces,
naval surface combatants, and aviation operating forces in support of target acquisition, strike
control, and battlefield awareness. UAS range in size from small individually operated air vehicles
to large multi-mission air vehicles which include ground control stations and launch and recovery
equipment.
10.43.2.2 To better identify and manage the UAS Program, the Joint Unmanned Aircraft Systems(JUAS) Concept of Operations (CONOPS) separated systems into the following performancegroups based on weight, normal operation altitude, and airspeed:
Maximum Gross Take-off Weight(lbs)

Normal Operating
AltitudeAirspeedGroup 10-20

< 1200< 100 Kts

Group 221-55

< 3500< 250 Kts

Group 3

< 1320< 18000< 250 Kts

Group 4

> 1320< 18000

Any speedGroup 5

> 1320> 18000

Any speed

10.43.2.3 Upon acquisition of a UAS, COMNAVAIRSYSCOM formally assigns the UAS to a
specific group. UAS Groups 1 through 2 that operate with Commander, Naval Surface, Naval
Expeditionary Combat Command are not governed by the NAMP. UAS Groups 3 through 5 that
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operate with COMNAVAIRFOR are governed by the NAMP, per the following applicability
matrix:Group 1

No NAMP ComplianceGroup 2

No NAMP ComplianceGroup 3

NAMP Compliant

Group 4

NAMP Compliant

Group 5

NAMP Compliant

NOTE: UAS have non-applicable NAMP processes due to being unmanned, such as ABO,
ALSS, and Egress Systems. Other processes may be applicable based on thecomplexity of the air vehicle, control system, related support equipment, andmaintenance requirements.
10.43.3 Aircraft Maintenance Material Readiness List (AMMRL) Program
10.43.3.1 The AMMRL Program governs the administrative management and distribution of SE at
all levels of aircraft maintenance. AMMRL covers over 37,000 end items of aircraft maintenance
SE and OTPS elements used throughout the Navy and Marine Corps. AMMRL recognizes ship,
MALS, base, FRC, and Marine Aviation Logistics Support Program (MALSP) loading
combinations and the various requirements for numerous airframe configurations, power plants, andavionics systems. AMMRL procedures for allowance and inventory control are defined in
NAVAIRINST 13650.1 and Support Equipment Controlling Authority (SECA) instructions.
10.43.3.2 All Navy and Marine Corps activities must review their Individual Material Readiness
List (IMRL) frequently, with emphasis on the evaluation of SE allowances to ensure they remain
consistent with their actual maintenance support requirements. Submit all reports concerning SE
inventory, SE transactions, and proposed changes to SE allowances, following NAVAIRINST
13650.1 and SECA instructions.
NOTE: For roles, responsibilities and training requirements refer to CNAP/CNAL 13650.3
series.
10.43.4 Joint Depot Maintenance Program
The Joint Depot Maintenance Program provides for the depot rework of repairable components
performed by one Service for another. Program procedures and responsibilities are in
OPNAVINST 4790.14.
10.43.5 Fleet Air Introduction Liaison Survival Aircrew Flight Equipment (FAILSAFE)
Program
The FAILSAFE Program is intended to ensure proper fleet introduction of new or modified ALSS.
FAILSAFE is sponsored by COMNAVAIRSYSCOM (Naval Air Warfare Center, Human Systems
Engineering Department) and implemented by the aviation physiology training units to supplement
formal training.

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10.43.6 Naval Ordnance Management Policy (NOMP)OPNAV M-8000.16 issues the policies, procedures, and responsibilities for activities supporting or
performing ordnance maintenance. The NOMP encompasses all Navy and Marine Corps activities
concerned with the use, maintenance, overhaul, production, and support of naval ordnance weapons
and associated equipment. In addition to specifying maintenance processes, OPNAV M-8000.16
addresses interactive programs including maintenance management, maintenance engineering, fleet
support, inventory management, asset and fiscal resources and associated reporting, and MIS. The
ordnance weapons and equipment addressed in OPNAV M-8000.16 include, but are not limited to,
air launched missiles, airborne ordnance, and ammunition, AWSE, AAS, UAS, targets, weapons
handling procedures, and the Airborne Weapons Performance Evaluation and Reporting Program.
10.43.7 Mobile Facility (MF) Program
10.43.7.1 Mobile Facilities (MF) are relocatable tactical shelters used onboard ship and ashore foraviation weapon system maintenance and SE maintenance functions. MFs are also used foraviation operational and tactical functions, such as aerial photographic processing, automated dataprocessing, and metrological functions. Transporting or shipping MF units require a NAVAL
Message five days prior to moving. Prior to installation, a site survey must be completed.
10.43.7.2 NAVAIR M-13670.1, Mobile Facilities Program Operations Manual, provides
management principles, definitions, policies, funding, organizational responsibilities, programadministration, and other pertinent information related to managing and maintaining MFs. MCO
13670.1, Management and Administration of United States Marine Corps Mobile Facility (MF)
Program and Related Equipment, contains the allowances for Marine Corps MF equipment items.
The Mobile Facility page on the Weapons System Planning Document (WSPD) contains theallowance for Navy MFs.
10.43.7.3 Physical custodians must submit annual MF inventory reports per ACC, TYCOM, or
MARFOR direction, which will be consolidated and forwarded to COMNAVAIRSYSCOM per
NAVAIR M-13670.1.
10.43.7.4 Physical custodians must report all transfers and receipts of MFs and major related
equipment by naval message. MFs with inventory shortages will not be transferred without
approval of the responsible ACC, TYCOM, or MARFOR. NAVAIRINST 13670.1 provides
detailed instructions on receipt and transfer.
10.43.7.5 Activities will perform MF, Power Distribution Box (PDB), and Electronic Control Unit
(ECU) Acceptance/Transfer Inspections using the appropriate Acceptance/Transfer Checklist(Figures 10.43-1 and 10.43-2). MF ancillary equipment will utilize the SE Acceptance/Transfer
Inspection Checklist (Figures 10.17-1 page 1 and 2).
10.43.7.6 Refer to 8.5.18 for direction on MF records.
10.43.8 Depot Fleet Readiness Center (FRC) Customer Liaison Program
10.43.8.1 The Depot FRC Customer Service Program provides depot-level support for aeronauticalmaterial and equipment. Customer service required for other than aviation work will beaccomplished if funds are provided to cover the cost of the service and manpower is available
without jeopardizing accomplishment of aviation workload.

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10.43.8.2 Depot FRC customer service is intended to supplement, not replace, existing supply andI-level support. Requests for depot customer service must be limited to services not involving
repairs or services within the capability of the requesting IMA. Customer service assistance will be
requested through the use of a Work Request Customer Service (OPNAV 4790/36A) (Figure 10.433). Requests must include certification that the required service is beyond the capability of the
IMA, and a replacement part cannot be readily obtained.
10.43.8.3 Available depot services:
a. Correction of specific discrepancies or replacement of minor malfunctioning parts requiring
special tools, test equipment, or facilities not available at the IMA.
b. Plating, magnetic particle inspection, heat treatment, and machinist services.
c. Chemical, physical, and metallurgical laboratory testing.
d. Check and test of equipment and components.
e. Engineering and consultation services.
NOTE: Material processed under customer service will not be repaired beyond the depth
stated on the work request or that necessary to return the component to RFI
condition.
10.43.8.4 Materials beyond the repair capability of the IMA, including the manufacture of parts,
must be referred to the ASD for further action. ASD must determine the system availability for
NMCS, PMCS, and work stoppage items prior to submitting requests for FRC customer service. If
it is determined customer service support is required, the ASD must notify the IMA to prepare a
Work Request Customer Service (OPNAV 4790/36A) (Figure 10.43-3) describing the specificwork to be accomplished. ASD is responsible for transportation of customer service work to the
supporting Depot FRC.
10.43.8.5 Aircraft components and equipment requiring extensive repairs or overhaul will notnormally be processed by Depot FRC customer service. However, when situations warrant, and theitem on which customer service is requested is not on the BO-8, or Hi-Burner,
COMNAVAIRSYSCOM Sustainment HQ in coordination with the cognizant Type Wing, may
authorize customer service on these items to preclude NMCS, PMCS, or work stoppage conditions.
10.43.9 Reliability Centered Maintenance (RCM) Program
10.43.9.1 RCM is a disciplined logic which establishes required failure management strategies, forexample, periodic maintenance tasks, to enable equipment to perform with a specific probability ofsuccess at the lowest possible total expenditure of resources for system operation and support overthe life cycle. RCM is a continuous process, with initial periodic maintenance tasks being possiblyrefined through application of age exploration (AE). AE collects information reflecting actual
operating experience. Data collected through AE, such as using threshold and opportunitysampling programs, is used to refine the engine RCM Program. Responsibilities:
10.43.9.2 COMNAVAIRSYSCOM has directed the application of RCM to all in-service and future
aircraft, engines, aircrew systems, weapon systems, aircraft launch and recovery equipment, and10-483

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SE, from technology development through disposal, per NAVAIR 00-25-403 and NAVAIRINST
4790.20.
10.43.9.3 COMNAVAIRSYSCOM (Commander, Fleet Readiness Centers, Fleet Support Team
Maintenance Department) will use RCM to identify failure management strategies to enableequipment to perform with a specific probability of success at the lowest possible total expenditureof resources for system operation and support over the entire life cycle. These failure management
strategies include scheduled inspections to determine if the equipment is, and will remain in,satisfactory condition until the next scheduled inspection; scheduled removal of items which will
exceed life limits; failure finding, or operational checks; and engineering designed servicing andlubrication tasks. It is critical that accurate fleet operational and failure data is documented in naval
maintenance management systems in order for RCM to identify, refine, safe operational andeconomical effective failure management strategies.
10.43.10 Service Life Management Programs
10.43.10.1 Aircraft Service Period Adjustment (ASPA) Program
The ASPA Program applies to only a small number of airframes that have not been converted toIntegrated Maintenance Concept/Program (IMC/P), Phased Depot Maintenance (PDM), or
Enhanced Phase Maintenance (EPM). Refer to OPNAVINST 3110.11 for procedures.
10.43.10.2 Conversion In Lieu Of Procurement (CILOP) Program
The primary purpose of CILOP is to provide an alternative to procurement of new aircraft. CILOP
includes aircraft conversion, service life extension, update, expansion or change of mission
capability, and improvement of combat capability. OPNAVINST 3110.11 contains additional
details.
10.43.10.3 Modification, Corrosion and Paint Program (MCAPP)
MCAPP includes incorporation of D-level technical directives, inspection of aircraft for corrosion
damage and repair as required, and evaluation of the material condition of the aircraft paint system.
Other repairs will be made when beyond the capability of O-level or I-level maintenance or whensafety of flight is a consideration. MCAPP is sponsored by CNO (N980L).
10.43.10.4 Reclamation in Lieu of Procurement (RILOP) Program
RILOP is the removal of installed equipment from a stricken or damaged aircraft or engine prior todisposal. Equipment to be removed is determined by the NAVSUP WSS master save list. Chapter
6 provides additional information. CM ALS tracked items will have an entry made stating“Removed for RILOP”, before the item and its CM ALS are transferred to the designated site.
10.43.10.5 Service Life Extension Program (SLEP)SLEP is the restoration or replacement of primary aircraft structures that have reached fatigue life
limits. SLEP is performed for the express purpose of establishing an extended service life beyond
the original design. COMNAVAIRSYSCOM determines the duration of the service life extension
resulting from the accomplishment of SLEP. OPNAVINST 3110.11 contains additional details.
10.43.10.6 Structural Appraisal of Fatigue Effects (SAFE) Program

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SAFE provides for accurate fatigue life tracking of individual aircraft component service life limits
specified as fatigue indexes rather than flight hour limits. Tracking fatigue indexes is predicated on
the submission of flight loads, launch, and landing data per NAVAIRINST 13920.1. SAFE
facilitates the use of time compliances for component modification, rework, and replacement toaccommodate individual aircraft usage rates and eliminate schedule inflexibility or conservatism
associated with specifying life limits in terms of flight hours. Consequently, a more accurate
analysis of fleet aircraft results in better planning and timely induction for structural rework. SAFE
Program Reports are published quarterly by COMNAVAIRSYSCOM (Naval Air Warfare Center
Aircraft Division, Air Vehicle Engineering Department) and are available on the MyTeam
SharePointe SAFE website at https://myteam.navair.navy.mil/AIR/SAFE/SitePages/Home.aspx.
10.43.10.7 Structural Life Limits Program
10.43.10.7.1 The Structural Life Limits Program assures continuing structural safety of aircraft
throughout their assigned service life. This program also provides a means for documenting basic
life limitations, for example, maximum flight hours, catapults, arrestments and landings, whichmust be properly managed to ensure safety and structural integrity throughout the service life ofeach T/M/S aircraft.
10.43.10.7.2 All levels of maintenance are responsible for ensuring structural life limited items andcomponents do not exceed the specified limits per NAVAIRINST 13120.1 (fixed wing aircraft) and
NAVAIRINST 13130.1 (rotary wing aircraft). General responsibilities and procedures are
summarized as follows:a. COMNAVAIRSYSCOM will:(1) Develop technical and engineering solutions, determine life limits and publish them via
NAVAIRINST 13120.1 and NAVAIRINST 13130.1. They will also ensure the publication anddistribution of quarterly SAFE Program reports.
(2) Ensure FSTs incorporate limits into applicable PMIC decks and provide logistics
resources planning to preclude reaching any structural life limits(3) Ensure Depot FRCs, FSTs and commercial rework facilities review records for all Dlevel life-limited items requiring replacement during the next operating period.
(4) Ensure structural fatigue life expenditure status is incorporated into planning for D-level
modifications in order to preclude reaching structural life limits.
(5) Issue structural modifications or alteration of life limited items and components
via Technical Directive (TD).
b. COMNAVAIRSYSCOM Baseline Managers must ensure proper inventory class andsubclass is assigned to each life-limited component, as provided in the Baseline Data Management
Plan and incorporate current limitations, as listed in the applicable directives in the preceding
paragraphs, for all life-limited components.
c. Aircraft Controlling Custodians (ACC) will:

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(1) Ensure reporting custodians adhere to limits published in NAVAIRINST
13120.1, NAVAIRINST 13130.1, SAFE Program reports, applicable PMICs, TDs, andIRACs.
(2) Plan and coordinate aircraft D-level modification schedules to preclude
exceeding structural life limits.
d. Aircraft reporting custodians must:(1) Adhere to limits published in NAVAIRINST 13120.1, NAVAIRINST 13130.1,
SAFE Program reports, applicable PMIC, and TDs.
NOTE: Aircraft will not be permitted to exceed specified structural life limits without priorapproval from the responsible COMNAVAIRSYSCOM FST. Approval must be
requested via the chain of command.
(2) Incorporate all current limitations on structural life limits into aircraft logbooks(3) Submit flight loads, launch, and landing data as required by NAVAIRINST
13920.1, and monitor actual aircraft usage to preclude exceeding any structural life limits.
10.43.10.8 Phased Depot Maintenance (PDM) Program
PDM replaces ASPA inspections and Standard Depot Level Maintenance (SDLM) in order todecrease periods of unavailability due to depot rework. PDM divides an aircraft’s total Standard
Rework requirements into phases based on fixed Operating Service Periods (OSP), expressed inmonths tailored to the depot maintenance requirements for each T/M/S aircraft. Upon reaching its
Fixed Induction Date (FID), the aircraft is inducted into scheduled PDM event. Several titles areused to denote PDM events: F/A-18 aircraft PDM events are called Planned Maintenance Intervals(PMI) events; H-60 aircraft PDM events are called Integrated Maintenance Concept (IMC) events.
OPNAVINST 3110.11 contains additional details in OSP and FID.
10.43.10.9 Integrated Maintenance Concept (IMC) Program
IMC replaces ASPA inspections, Standard Depot Level Maintenance (SDLM), and theModification, Corrosion and Paint Program (MCAPP) for certain T/M/S aircraft in order todecrease periods of unavailability due to depot rework. IMC emphasizes a Fixed Induction Date
(FID) and may segregate the Operational Service Period (OSP) into smaller periods called Planned
Operational Interval (POI) or Planned Maintenance Interval (PMI). The goal is to ensure that theappropriate level of maintenance performs these tasks at the right location and interval that willproduce the highest degree of aircraft availability and readiness at the lowest overall life cycle cost.
NAVAIRINST 4790.33 provides direction on the transition of aircraft to IMC.
10.43.10.10 Material Condition Inspection (MCI)
MCI replaces ASPA and SDLM for a specific T/M/S aircraft that have been designated by OPNAV
N980L as nearing the end of their service life. These aircraft are no longer funded for standard
rework. The purpose of MCI is not a PED adjustment, but to ensure airworthiness for an additional
operational flying period specified by OPNAV. Upon review and recommendation by the
NAVAIR-managed Airframes Management Board, a PED-based standard MCI plan for the

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designated T/M/S non-funded aircraft to ensure appropriate maintenance or upkeep is sustained
until the end of their service life.
10.43.10.11 Life Limited Repair (LLR) Program
The LLR Program uses naval messages to identify certain aircraft (by BUNO) and components
having life limits that require reoccurring inspections not listed in Service Life Bulletins (SLB) or
Maintenance Requirement Cards (MRC), or due to the lack of structural maintenance technicalmanuals. Every structure discrepancy requires engineering analysis and disposition, which in somecases results in a life limiting message. OOMA baseline managers are authorized to use LLR naval
messages to authorize initiation of reoccurring inspections in OOMA.
10.43.10.12 Enhanced Phase Maintenance (EPM) Program
The EPM program directs the performance of standard depot maintenance at fleet facilities. Under
EPM, a depot field team (with O-level assistance) performs inspections and repairs during periodic
phase inspections. Structural and systems tasks are performed at RCM justified intervals andcomply with all issued TDs. EPM identifies and corrects material deficiencies allowing aircraft tobe maintained at the O-level with assurance of a high level of availability. EPM is performed per
NAVAIRINST 4790.33.
10.43.11 Vibration Analysis
10.43.11.1 Vibration analysis detects faults and degradation in aircraft, dynamic components, andengines by the analysis of trends in vibration characteristics. The objectives are to reduce vibration
related material failures, reduce crew fatigue, and improve safety, reliability, and readiness.
10.43.11.2 O-level activities are responsible for performing vibration analysis for aircraft, engines,
and dynamic components. O-level is required to perform vibration analysis and troubleshootingwith applicable maintenance technical manuals. Vibration analysis results must be recorded andtrended.
10.43.11.3 I-level and D-level maintenance activities are responsible for performing vibration
testing on aircraft engines and dynamic components undergoing repair, as directed in the applicableengine/dynamic component I-level and D-level technical manuals.
10.43.11.4 Personnel performing vibration analysis must be trained and qualified in vibration
testing procedures and limitations specified in applicable T/M/S aircraft, engine and dynamic
component technical manuals.
10.43.12 Planner and Estimator (P&E) Services
10.43.12.1 P&E services provide Depot FRC support for aircraft damaged or deteriorated beyond
the capability of O-level and I-level maintenance to restore the aircraft to service.
10.43.12.2 Type Wings and Marine Air Groups will coordinate and monitor P&E services requests
from subordinate commands. Fleet Readiness Center Western Pacific (FRCWP) Atsugi Japan is
responsible for providing P&E support to Navy and Marine Corps forces permanently sited in or
deployed to Pacific Command, European Command, and Central Command areas of responsibility.
10.43.12.3 Prior to submission of a P&E services request for aircraft repairs, the aircraft custodianmust obtain concurrence from the supporting I-level and Wing that D-level assistance is required.
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Requests will be submitted via the JDRS Web site (https://jdrs.mil) with copies of all supporting
documents. Naval messages will be used to request P&E services for repairs only if JDRS
connectivity is not available. A unique Report Control Number (RCN) must be used for each P&E
request and will be documented in the RCN log per 10.9.3.2. Depot activities must acknowledge
P&E Requests within 1 working day of submission. If a P&E request is not received via JDRS, thedepot must enter the request in JDRS.
NOTES: 1. Depot repairs in excess of 250 hours require TYCOM Class Desk approval.
2. Requests for P&E services to perform an ASPA or MCI must be submitted bynaval message. I-level concurrence is not required.
10.43.12.4 To assist P&E services, the aircraft custodian will:a. Prepare the aircraft for maintenance per applicable maintenance technical manuals.
b. Remove spare and loose gear.
c. If required, preserve the aircraft per applicable technical publications.
d. Report aircraft status changes per Chapter 9.
e. Provide appropriate assistance to the P&E inspector and D-level repair team to expedite
repair or restoration of damaged or defective aircraft.
f. Remove all classified equipment.
g. Update the JDRS P&E Preliminary Damage Aircraft Condition Disposition (DACD) toolwith required part/material (requisition number, requisition status, and date received) fields asannotated by the DMA activity.
h. Send a JDRS Technical Dialog to the servicing depot activity when all parts or materials
have been annotated “received” within the JDRS P&E Preliminary DACD tool.
i. Retain physical custody of aircraft safety, security, reporting, and maintenance.
j. Provide, connect, and service ground equipment. Accomplish positioning, jacking, orservicing of the aircraft. Remove and reinstall aircraft parts and components within O-level
capability or level of maintenance for access to accomplish the D-level repair.
k. Perform operational test/leakage checks.
l. Prepare the aircraft for flight and accomplish a post maintenance check flight (if required).
m. If depot induction is required, deliver up-to-date engine logbooks and associated records
with the aircraft.
10.43.13 Recovery and Reclamation of Crash Damaged Aircraft
NOTE: Refer to OPNAVINST 3750.6 for general procedures for recovery, reclamation, andtransfer of crash damaged aircraft.
10.43.13.1 When an aircraft crashes within the land area of a naval district in CONUS and thereporting custodian requests recovery assistance from the cognizant Type Wing or CGMAW, thenearest Navy or Marine Corps air station, facility, or activity designated by the cognizant Type

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Wing or CGMAW is responsible for recovering the damaged aircraft. The reporting custodian will
provide officers and enlisted personnel to assist in the recovery, if requested.
10.43.13.2 When an aircraft crashes outside CONUS, the reporting custodian notifies
COMFAIRFORWARD (USN aircraft) or CGMAW (USMC aircraft), who will:a. Make the necessary arrangements for disposition and reclamation of the aircraft.
b. Arrange for qualified personnel to determine the suitability of aircraft damaged outside
CONUS for repair, rework, or other disposition. If possible, the crash-damaged aircraft should be
inspected at the scene of the mishap by a Depot Planner & Estimator (P&E).
c. Designate the station, facility, or unit to recover and accept physical custody of the aircraft.
10.43.13.3 Disposition and salvage procedures for stricken aircraft:a. When a crash-damaged aircraft is determined to be beyond rework, the aircraft must bereported as a category one strike, per Chapter 9. In this case, the aircraft may be transferred to thenearest CONUS naval air activity for return to COMNAVAIRSYSCOM FS custody and final
disposition.
b. When it is impractical to return the aircraft to COMNAVAIRSYSCOM Fleet Support (FS)custody, the reporting custodian must physically transport the aircraft to the supporting supply
activity designated by the ACC or TYCOM. The supporting activity Supply Officer will provide
the Master Salvage List (MSL) and process the aircraft per Stricken Aircraft Reclamation and
Disposal Program (SARDIP), Chapter 6. Requests for stricken aircraft components will be directedto the CO of the salvaging activity, marked "Attention Supply Officer."c. Hardcopy logs and records forms and Configuration Management Auto Log Set (CM ALS)
records for stricken aircraft, components, and assemblies will be processed per Chapter 8.
d. After reclamation, the aircraft, engine or equipment carcass will be reported to
COMNAVAIRSYSCOM, who will respond within 90 days with final disposition instructions.
10.43.14 Management Information Systems (MIS)
10.43.14.1 Configuration Management Information System (CMIS). CMIS is an automatedsystem for tracking the composition, location, and operating time/cycle counts of life limited
aircraft and engine components. The CMIS Component Tracking System for Aircraft is used todevelop schedules for inspections, replacement procurements, and forced removal actions foraircraft components based on usage requirements and fixed or variable operating time/cycle counts
or limits. The CMIS Component Tracking System for Engines is used to develop long range
schedules for inspections, removals, replacements, procurements, and rework schedules for aircraft
engines, propulsion systems, modules, and related life limited components, based on usage
requirements and fixed or variable usage rates. Using usage rates derived from CMIS experiments
and tests, workloads for maintenance and rework facilities can be forecast for 5 years. In addition,
long range requirements for new and newly reworked components can be developed. The FST, orin some cases the APML, is responsible for maintaining and updating the CMIS database. The
cognizant T/M/S aircraft FST can provide management information on the following rotary wing
aircraft: H-1, H-53, and H-60, and the following engines: J85, T700, TF34, J52, T64, T76, T58,
T56, and T400. The CMIS database can supply reports which specify the time/cycle counts or
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LUIs remaining on each tracked component before it must be inspected or removed and replaced.
Fleet units and others may obtain CMIS information directly. For further information concerning
development of this direct data access capability, contact COMNAVAIRSYSCOM (COMFRC
Digital Department). For some activities, CMIS has been replaced by the Aircraft Component
Tracking System (ACTS) as the authoritative source for the tracking of life limited components.
ACTS provides all historical information on a component, no longer requiring extensive manpoweror time for reconstruction.
10.43.14.2 Decision Knowledge Programming for Logistics Analysis and Technical Evaluation(DECKPLATE). DECKPLATE tracks location and status (installed, uninstalled, RFI, and nonRFI) of engines, propulsion systems, and modules world-wide, and provides reasons for any
changes. DECKPLATE also tracks both RFI and non-RFI spare engines, propulsion systems, andmodules which are in transit, awaiting repair or rework, or actually in repair or rework.
DECKPLATE is used extensively by controlling custodians and other managers to make decisions
on the most efficient distribution of engine assets. Refer to NAVAIRINST 13700.15 and ACC
instructions for detailed procedures.
10.43.14.3 The NAVAIR Depot Maintenance System (NDMS) is a production control system usedby depot Fleet Readiness Centers to schedule, induct, and control D-level workload. The Depot
Maintenance Data System (DMDS) is a module of the NDMS and is designed to gather all basic
information generated by maintenance personnel through documentation procedures, data
automation and storage techniques, and common data retrieval routines. Information for DMDS
will be gathered from mechanics, technicians, inspectors, and supervisory personnel in all of thebasic organic D-level endeavors.
10.43.14.4 The Flight Information Recording and Monitoring System monitors and records data
critical to the determination of the life limits of aircraft and engine components. The data iscollected in the aircraft’s Maintenance Signal Data Recording System and is downloaded to aground station for diagnostics and to update life usage indexes. When coupled with MAFs, WOs,
NAVFLIRS, and Naval Flight Documents, this non-tactical data provides a database for detailed
analysis of engine performance, engine life limited items, material usage and life remaining, and inflight airframe structural loading. Additionally, the data can be used in support of the SAFE
Program.
10.43.14.5 Support Equipment Resource Management Information System (SERMIS) is acollection of technical and catalog data identifying SE end items required for O-level, I-level, andD-level aircraft maintenance. SERMIS provides visibility of source, allowance, inventory, andrework data to aid in inventory control, and is the repository of master data for printing IMRLs.
10.43.14.6 Support Equipment Standardization System (SESS) is a computer based asset control
system for SE.
10.43.14.7 Local Asset Management System (LAMS) is an automated management information
system that provides standardized data for local management of IMRL assets.
10.43.14.8 Master Component Rework Control System is a system to provide a consolidated,comprehensive on-line catalog of component and SE stock numbers, designated overhaul point
assignment and capability data, production history, and financial performance and obligation data.

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10.43.14.9 Metrology Automated System for Uniform Recall and Reporting (MEASURE) is asystem for the recall and reporting of test equipment by means of automatic data processing
techniques. MEASURE maintains records of calibration and automatically recalls test equipment
when due for calibration.
10.43.14.10 Naval Aviation Logistics Command Management Information System (NALCOMIS).
Refer to Chapter 13 for information on NALCOMIS.
10.43.14.11 Naval Aviation Logistics Data Analysis (NALDA) is the Navy's major logistics
information system used in support of the COMNAVAIRSYSCOM Life Cycle Logistics System.
NALDA provides remote hardware, telecommunications, central computing, and a databasemanagement system for fleet support operations.
10.43.15 Management of Permitted Radioactive Commodities on Naval Aircraft
Some naval aircraft contain radioactive materials that, if not properly controlled, handled, stored, or
disposed of, increase the probability of injury to personnel resulting from exposure.
COMNAVAIRFOR, NAVSUP WSS, and COMNAVAIRSYSCOM are responsible for properacquisition, storage, transport, control, inventory and disposal of naval aircraft systems containing
radioactive materials or by-products under special license or permit from the Navy Master Material
License issued by the Nuclear Regulatory Commission. As such, those activities must establish
specific management and accountability programs per OPNAVINST 6470.3, NAVSUPINST
4000.34, MCO 5104.3, NAVSEA A0420-AA-RAD-10, and NAVAIRINST 5104.2.

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Mobile Facility (MF) Acceptance/Transfer Checklist
Generate this form whenever a MF is received and maintain in the LIR. Populate the transfer fields once
the MF is transferred to a new activity or approved for disposition to DLA Disposition Services.

Mobile Facility/PDB Information
Accepted by: _____________________
UIC: ____________________
Transferred to: ____________________
UIC: ____________________
Reference:______________________________________________
Nomenclature: ________________________________________________Part Number: _________________________________________________
Configuration: ____________________
TEC: ____________________

Date Received: ___________________
Date Shipped: ____________________
Serial Number: ___________________
Cage: ___________________________
Authority: _______________________

Mobile Facility/PDB Acceptance
Quality Assurance validates PM and Maintenance references.

Signature: ______________

Verify a TEC specific subsequent NAT02 is on file within 1 year.

Signature: ______________

Validate current Technical Directives against 51 Card Sec. IV.

Signature: ______________

NOTE: Request TD MAF/KIT from TD Coordinator as necessary.
Make appropriate TD screening entry on 51 Card Section. VI.

Signature: ______________

Make appropriate custody entry to 51 Card Section I.

Signature: ______________

Gain asset into SESS Item Add screen appropriately.

Signature: ______________

Establish PM cycle through SESS Maintain screen as per reference

Signature: ______________

NOTE: New MF’s may be on a 5 year manufacturer CSC inspection.
Make appropriate gain and PM cycle entry on 51 Card Section. VI.

Signature: ______________

Generate initial Acceptance Inspection in NALCOMIS. MCN: _______Signature: ______________
Generate Support Equipment Accept/Transfer for any IMRL. MCN: __ Signature: ______________NOTES: 1. Not all MF’s have IMRL. NA this block if IMRL is not present.
2. Ancillary equipment and calibrated IMRL assets are documented on SE form.

Figure 10.43-1 (page 1): Mobile Facility (MF) Acceptance/Transfer Checklist

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Mobile Facility (MF) Acceptance/Transfer Checklist (page 2)
Perform receipt CSC inspection and generate DA Form 2404 if necessary.

CSC Signature: ______________

Perform initial operation check and inventory of hardware.

CDI Signature: ______________

NOTE: Shortages must be annotated on shortage form OPNAV 4790/75A
Generate maintenance and corrosion MAF’s as necessary.

Signature: ______________

Route and release acceptance message:

MFC Signature: _____________

DTG: _______________

Mobile Facility/PDB Transfer

Generate Transfer Inspection in NALCOMIS. MCN: ___________

Signature: ______________

Verify all maintenance and corrosion MAF’s are completed if necessary.

Signature: ______________

Inventory equipment listed on OPNAV 4790/74A and secure all items
for shipment.

CDI Signature: ___________

Ensure CSC inspection has at least 6 months remaining prior toshipping MF.

CSC Signature: ___________NOTES: 1. MF authorized for disposition to DRMO do not require 6 months remaining on the
CSC inspection.
2. MF authorized for disposition to DLA Disposition Services should follow local
requirements.
File Support Equipment Accept/Transfer for IMRL items in LIR.

Signature: ______________NOTES: 1. Not all MF’s have IMRL. Input an NA in this block if IMRL is not present.
2. Ancillary equipment and calibrated IMRL assets are documented on SE form.
Make custody transfer entry on 51 Card Section. I:

Signature: ______________

NOTE: Locks should be placed on all doors prior to shipment and plug safety hardware applied.
Delete SESS record and place LIR with all transfer forms in MF.

MFC Signature: ___________

Route and release transfer message:

MFC Signature: ____________

DTG: _______________

Figure 10.43-1 (page 2): Mobile Facility (MF) Acceptance/Transfer Checklist

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Environmental Control Unit (ECU) Acceptance/Transfer Checklist
Generate this form whenever an ECU is received and maintain on record in the LIR. Populate the transfer fields once the ECU is transferred
to a new activity or approved for disposition to DLA Disposition Services.

Environment Control Unit (ECU) Information
Accepted by: _________________ UIC: ________________ Date Received: ________________
Transferred to: ________________ UIC: ________________ Date Shipped: _________________
Reference: ___________________________________________________________________________________
Nomenclature: ____________________________________________ Serial Number: ________________Part Number: ___________________________________
Cage: ________________
Configuration: ________________ TEC: ________________ Authority:________________ECU Acceptance
Quality Assurance validates PM and Maintenance references.

Signature: _____________________________

Verify a TEC specific subsequent NAT02 is on file within 1 year.

Signature: _____________________________

Validate current Technical Directives against 51 Card Section IV.

Signature: _____________________________

NOTE: Request TD MAF/KIT from TD Coordinator as necessary.
Make appropriate TD screening entry on 51 Card Section VI.

Signature: _____________________________

Make appropriate custody entry on 51 Card Section I.

Signature: _____________________________

Gain assist into SESS Item Add screen appropriately.

Signature: _____________________________

Establish PM cycle through SESS Maintain Screen as per Ref.

Signature: _____________________________

Make appropriate gain and PM cycle entry on 51 Card Section VI.

Signature: _____________________________

Generate initial Acceptance Inspection in NALCOMIS.

MCN: ___________ Signature: ________________________

Perform initial operational check and inventory of equipment
listed on OPNAV 4790/74A.

CDI Signature: __________________________

NOTE: Equipment shortages listed on OPNAV 4790/74A. will get a discrepancy MAF initiated.
Generate maintenance and corrosion MAFs as necessary.

Signature: ____________________________ECU Transfer

Generate transfer inspection in NALCOMIS.

Signature: ____________________________

Ensure all maintenance and corrosion MAFs are completed
if necessary.

Signature: ____________________________

Inventory hardware and secure ECU for embark.

CDI Signature: ________________________

Figure 10.43-2 (page 1): Environmental Control Unit (ECU) Acceptance/Transfer Checklist

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Environmental Control Unit (ECU) Acceptance/Transfer Checklist (page 2)
Make custody transfer entry on 51 Card Section I:

Signature: ________________________

Delete SESS record and place LIR with all transfer forms in MF.

MFC Signature: ____________________ECU Disposition
Generate disposition MAF as per local procedures.

Signature: ________________________

Properly evacuate the refrigerant using Robin Air.

EPA Tech: _______________________

Remove accumulator and compressor from ECU.

Signature: _______________________

Properly drain removed assemblies for HAZMAT disposal.

Signature: _______________________

Certify the evacuated, drained, and cleaned assemblies.

EPA Tech: _______________________

NOTE: Verify EPA certification is clearly written on side of assemblies.
Complete disposition and all other outstanding MAF’s.

CDI Signature: ____________________

Delete SESS record and remove ECU from LIR properly

PC Signature: _____________________

Figure 10.43-2 (page 2): Environmental Control Unit (ECU) Acceptance/Transfer Checklist

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Figure 10.43-3: Work Request Customer Service (OPNAV 4790/36A)

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CHAPTER 11
Contract Maintenance,
Commercial Derivative Aircraft Maintenance Programs,
and Common Support Policies
Table of Contents
11.1 CONTRACT MAINTENANCE............................................................................................. 1
11.1.2 Background ................................................................................................................... 1
11.1.3 Scope ............................................................................................................................. 1
11.1.4 Policy ............................................................................................................................ 2
11.1.5 Responsibilities ............................................................................................................. 3
11.1.6 Planning Contract Maintenance .................................................................................... 6
11.1.7 Developing the Performance Work Statement (PWS)/Statement of Work (SOW) ..... 7
11.1.8 General Rules of Government Contract Administration and Contract Writing ........... 9
11.1.8.1 Introduction. ................................................................................................... 9
11.1.8.2 Maintenance. ................................................................................................ 10
11.1.8.3 Maintenance Management and On-Site Organization. ................................ 1211.1.8.4 Materials/Supply .......................................................................................... 14
11.1.8.5 Operational Requirements ........................................................................... 15
11.1.8.6 Government Responsibilities. ...................................................................... 15
11.1.8.7 Overhaul Requirements. .............................................................................. 15
11.1.8.8 SE Maintenance. .......................................................................................... 16
11.1.8.9 Real Property. .............................................................................................. 16
11.1.8.10 Technical Directives (TDs). ....................................................................... 16
11.1.8.11 NAMDRP Reporting. ................................................................................ 16
11.1.8.12 Physical Security. ....................................................................................... 16
11.1.8.13 FCF Requirements. .................................................................................... 16
11.1.8.14 Transition ................................................................................................... 16
11.1.8.15 Safety ......................................................................................................... 16
11.1.8.16 Records, Reports, and Distribution. ........................................................... 17
11.1.8.17 Personnel, Training, and Qualifications..................................................... 17
11.1.8.18 Discrepancy correction. ............................................................................. 17
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11.1.8.19 Mishap and accident responsibility. ........................................................... 17
11.1.8.20 Ordnance .................................................................................................... 18
11.1.8.21 Transient Services. ..................................................................................... 18
11.1.8.22 Component Replacement Analysis Non-Provisioned Aircraft (NPA). ..... 18
11.1.8.23 Master Index of Repairable Items. ............................................................. 18
11.1.8.24 Funding Arrangements............................................................................... 18
11.1.8.25 ALSS .......................................................................................................... 18
11.1.8.26 Proposed configuration changes. ............................................................... 18
11.1.9 Contract Clauses, Changes and Waivers .................................................................... 18
11.1.9.1 Contract Changes. ........................................................................................ 18
11.1.9.2 Contract Waivers ......................................................................................... 19
11.1.9.3 Contracting Clauses. .................................................................................... 19
11.2 COMMERCIAL DERIVATIVE AIRCRAFT (CDA) ....................................................... 22
11.2.1 Objective. .................................................................................................................... 22
11.2.2 Background. ................................................................................................................ 22
11.2.3 Scope. .......................................................................................................................... 23
11.2.4 Airworthiness. ............................................................................................................. 23
11.2.5 Maintenance Planning ................................................................................................. 23
11.2.6 Responsibilities ........................................................................................................... 23
11.2.7 Resources .................................................................................................................... 24
11.2.8 Configuration Management (CM) .............................................................................. 25
11.2.9 Recording Accuracy.................................................................................................... 26
11.2.10 Supply Support.......................................................................................................... 27

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CHAPTER 11
Contract Maintenance,
Commercial Derivative Aircraft Maintenance Programs,
and Common Support Policies
11.1 Contract Maintenance
To provide standards for planning, management, and government oversight of contract maintenanceprograms on Navy and Marine Corps aircraft, aircraft engines, and aviation related equipment.
11.1.2 Backgrounda. Contract maintenance operations include unique considerations and varying requirements.
Contract maintenance may be used as an alternative to military maintenance, to provide interim
shore-based maintenance pending development of organic capabilities, or to accommodate peakworkloads of a temporary or permanent nature when it is determined to be in the best interest of thegovernment. When a decision has been made to explore contract maintenance or flight operation in
Navy and Marine Corps owned, leased aircraft, or Contractor Owned, Contractor Operated (COCO)
aircraft, the scope of the contract must be considered. Contract support may include “O”, “I”, andD-level maintenance, provide supply support, or may be a mix between NAMP processes andindustry standards. Combining NAMP and industry standards can introduce unique challenges for
program management personnel. Contract requirements may call for contractors to work side-byside with military or government employees in support of Navy and Marine Corps aviation units.
Some contracts include the requirement to fulfil squadron and wing management responsibilities,
such as AMO, MMCO, Maintenance Control, and Work Center Supervisor, while other contracts
limit contractor involvement solely to the performance of maintenance.
b. While the DOD can leverage FAA processes and standards for commercial derivative aircraft(CDA), the DON, and not the FAA, is ultimately responsible for the airworthiness of DON aircraft.
This means that the NAVAIR Airworthiness and CYBERSAFE Office sets the airworthiness andcontinued airworthiness standards governing the maintenance, operations, and sustainment of CDA
aircraft. Once established, the contractor must follow procedures agreed upon by all parties involved.
c. Work performed by contractors on DON aircraft is governed exclusively by the content of thecontract. Ultimately, this means the standards and enforcement of contract maintenance are notdictated by the NAMP, other DON policy, or by the FAA; they are strictly governed by the contentsof the contract. This is why identifying the standards and getting the contract language correct up
front is imperative.
11.1.3 Scopea. Consider contract maintenance when it is economically advantageous to the government andwhen candidate systems or equipment meet the following criteria:

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(1) Procurement of contractor services will not disrupt or materially delay combat
effectiveness.
(2) A satisfactory commercial source is available.
(3) When performance metrics can be established to evaluate the contractor’s performance.
(4) When directed by higher authority or when in support of an Office of Management andBudget (OMB) A-76 cost study.
(5) When the aircraft (CDA or COCO) is maintained to FAA standards.
b. Guidelines for planning, developing, and administering contracts are provided by FAR 42.202
and 42.302. This chapter provides specific amplifying maintenance management policy and contract
planning requirements for Navy and Marine Corps aviation activities.
c. The Ground and Flight Risk Clause (GFRC) (DFARS 252.228-7001) mandates incorporationof NAVAIRINST 3710.1 (also referred to as DCMA INST 8210.1) requirements in all contracts
involving DOD aircraft for which the government assumes some of the financial risk of aircraft loss
or damage. NAVAIRINST 3710.1 guidance acts as risk mitigation by providing uniform DOD
policy for aircraft ground and flight operations and the maintenance of aircraft and associatedequipment.
NOTE: If a conflict occurs between sources of guidance, the contract has precedence over
Navy guidance.
d. In the initial planning for a contract maintenance program, careful attention must be given to
the legal and contractual aspects of the procurement or service. Comprehensive understanding of theapplicable instructions, standards, performance requirements, and early coordination with theappropriate procurement office, program office, Weapon System Manager (WSM), contracting
specialists, and the Office of the General Council for the command is essential. Local commands are
not authorized to procure contractor services unless approval is received via the chain of command.
e. Government personnel administering contracts and providing contract maintenance oversightmust understand their responsibility, limits of authority, and relationship with contractor personnel.
Failure to do so can put the government at risk and can lead to “constructive changes” to the contract.
f. Navy and Marine Corps personnel involved in the development and administration of contracts
must attend the appropriate training courses prior to assuming responsibilities in support of thecontract. Government Flight Representative (GFR)/Ground Government Flight Representative(GGFR) training requirements include mandatory DAU courses. The procuring contract agency will
determine any other minimum acquisition qualification requirements for personnel assigned toadminister the contract and provide oversight of contractor operations.
11.1.4 Policya. Use of contract maintenance must be consistent with the effective and efficientaccomplishment of the Navy and Marine Corps mission. Navy and Marine Corps aviation units
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employ contract maintenance in activities with stable mission environments, such as training, test, or
support functions.
b. Contracts must be written to ensure contract maintenance programs comply with approved
maintenance plans, User's Logistics Support Summaries (ULSSs), and other applicable policy
requirements pertaining to the upkeep and support of an aircraft or system.
11.1.5 Responsibilities
a. Commander, Naval Air Systems Command (NAVAIRSYSCOM). The DON has designated
NAVAIRSYSCOM as the naval aviation authority with responsibility for NAVAIRINST 3710.1.
b. In accordance with SECNAVINST 5400.15, NAVAIRSYSCOM has unique management
authority and accountability for assigned naval aviation programs with the exception of authority andresponsibilities specifically assigned to a PEO or Direct Reporting Program Manager (DRPM). This
includes designing, developing, procuring, and supporting naval aviation systems used by the Navyand Marine Corps. NAVAIRSYSCOM’s acquisition areas of cognizance include aircraft,aeronautical weapons and IT systems, and associated subsystems to include life support, propulsion
and power, armament/ordnance, avionics, mission support, and aviation support equipment, andrelated systems and equipment including training, photographic and reconnaissance, airborne minecountermeasures, aircraft launching and recovery, and target systems. This translates to the fact thatthe majority of the NAE Procuring Contracting Officers are centralized within NAVAIRSYSCOM.
c. NAVAIRSYSCOM Aviation Safety is the Naval Aviation Cognizant Service Safety Office(CSSO) for safety issues associated with contract maintenance programs, and operational issues oncontracts requiring NAVAIRINST 3710.1 compliance. The NAVAIRSYSCOM Government Flight
Representative (GFR) is also located at this office and works for the NAVAIR Aircraft Controlling
Custodian Program Office. If a unit GFR has questions, they should contact their Wing GFR or
Aircraft Controlling Custodian (ACC) GFR. Unanswered questions can be elevated to NAVAIR
Aviation Safety or to the NAVAIR Controlling Custodian Program Manager.
d. NAVAIRSYSCOM (responsible supporting program office) is responsible for maintaining the
Bidders Library website to provide technical data for all bidders to use to review requirements fordetermining their bid, and ensuring the Bidders Library contains the latest and most up-to-date
information.
e. Aircraft Controlling Custodians (ACCs). The ACC that provides funding for procurement ofcontract maintenance efforts is responsible to ensure oversight control (to include staffing andfunding as required), technical support, and support the administration of contracts under theirauthority.
f. Aviation Maintenance Management Teams (AMMT). COMNAVAIRFOR and
NAVAIRSYSCOM operate AMMTs to evaluate performance of maintenance activities, including
contractor maintenance. Requirements for AMMT evaluations are in Chapter 10, Section 10.24, of
this instruction. While the evaluation standard may change based on contractual requirements, therequirement to conduct AMMT inspections on aircraft reporting custodians is not affected by who
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maintains the aircraft. Whether the aircraft is maintained by military personnel, government civil
service, or contract maintenance is irrelevant to the requirement. When an AMMT is scheduled to
conduct an inspection of an activity with contract maintenance, the AMMT Team Leader, with theassistance of the responsible GFR/GGFR, Technical Point of Contact (TPOC) or Contracting
Officer’s Representative (COR), must familiarize themselves with the contract, performancestandards, and applicability of NAMP requirements. Conflicts regarding the conduct of ground or
flight operations covered by NAVAIRINST 3710.1 will be referred to the GFR/GGFR. Conflicts
regarding the application of contractual requirements will be referred to the COR/TPOC and the
GFR/GGFR. Ultimately, the resolution of contract requirement conflicts is the responsibility of the
PCO.
g. Contract Administrative Services (CAS). Federal Acquisition Regulation (FAR) 42 lists
various CAS functions applicable to several different types of contracts. FAR 42.302 (a) (56)
Maintain surveillance of flight operations, is the core CAS function performed by the GFR/GGFR.
Note: With respect to CAS, the terms “flight operations” and “aircraft operations” are usedsynonymously.
h. CAS requirements are assigned in several ways through the contract or through acquisition
regulations. CAS responsibilities are normally identified in the contracts themselves. This
information is usually found in Section A on Solicitation/Contract (standard forms 33, 26, 1447, etc.)
or in Section G – Contract Administration Data, of the contract.
i. The procuring activity usually assigns the administration of a contract to a CAS Component(DCMA, ACC, TYCOM or TYPE WING). The procuring activity may elect to withhold theassignment of specific CAS functions per DFARS 242.202 or assign additional functions via FAR
42.202.
j. CAS are delegated the authority to administer the day-to-day operational requirements, play a
critical role in the Contractor Performance Assessment Reporting System (CPARS) process,document past performance information that can be used in source selection evaluations,develop/modify the Performance Work Schedule/Statement of Work (PWS/SOW), and oversee
administration of payments and source selection issues.
k. Procuring Contracting Officer (PCO). The only individual authorized to issue a solicitation
and award a contract is the PCO. The PCO is warranted and appointed by the head of the contracting
agency. In most instances, the term “contracting officer” refers to the PCO. The PCO is responsible
for overseeing the contract from start to finish, including drawing up the procurement package,
Request for Proposal (RFP), and contract award, as well as administration during the contract's
lifecycle.
l. Administrative Contracting Officer (ACO). The ACO is an individual possessing a contracting
warrant with delegated authority from the PCO to perform transactions on behalf of the government
in support of assigned contracts pursuant to FAR 42.302.

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m. Contracting Officer’s Representative (COR)/Technical Point of Contact (TPOC). PCOs may
appoint a COR/TPOC to monitor contractor support contacts, including delivery orders underindefinite contracts and basic order agreements (BOAs). The COR/TPOC provides on-site/field teamcontract administration for specifically delegated functions. A COR/TPOC may also be appointed tomonitor contracts supporting other contract services, including hardware requirements. Whenassigned, COR/TPOCs play a critical role in the CPARS process, documenting past performance
information that can be used in source selection evaluations including development of the
PWS/SOW, administration of payments, and source selection issues. The PCO will determine thespecific training requirements for the COR/TPOC per USD (AT&L) Memorandum “DoD Standard
for Certification of COR for Service Acquisitions” dated 29 MAR 2010. COR/TPOC duties
normally include the following:(1) Surveillance of Contract Performance: a function of contract administration used todetermine contractor progress and to identify factors that may delay performance.
(a) Monitoring of contract performance and progress.
(b) Review and evaluation of contractor reports (i.e., progress deliverables; review of
invoices using Wide-Area Workflow (WAWF)) to ensure accuracy.
(c) Communication with the PCO regarding contract performance.
(2) Certifying receipt, inspection, and acceptance of contract products.
NOTE: A COR/TPOC does not have the authority to make “constructive changes” which
affect price, quantity, quality, delivery or other terms and conditions of the Contract.
n. Government Flight Representative (GFR), Ground/Government Flight Representative (GGFR)or Government Ground Representative (GGR)
o. GFR/GGFR/GGR responsibilities are defined in NAVAIRINST 3710.1 (also called the“combined instruction”, or “8210.1”). Their primary function is to act as the subject matter expert(SME) for the PCO/ACO contracting officer, helping to ensure the contractor properly performs
contract requirements.
p. The GFR performs the CAS function of maintaining surveillance of flight operations. GFRs
are responsible for ensuring contractors establish and follow approved written procedures. GFR
responsibilities include approval of procedures, aircrew qualifications, and flight authorizations. The
GFR also acts as advisor and SME to the squadron Commanding Officer regarding contract oversightand contractor flight and ground operations.
q. A GFR or GGFR is required when maintenance contracts do not include flight operations.
The GGFR has delegated responsibility for approval of procedures related to aircraft ground
operations (GOPs) and ensuring contractor compliance.
r. The GGR is responsible for surveillance of contractor aircraft ground operations as part of an
Aviation Program Team (APT). GGRs differ from GFRs/GGFRs in that GGRs have no authority toapprove GOPs and are tasked with assisting the GFR/GGFR. GGRs must know the status of all
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contractor facilities, equipment, group personnel training and certification, technical data, andprocedures involving aircraft ground operations.
s. Aviation Program Team (APT). The Aviation Program Team (APT) is responsible formonitoring and evaluating the CAS mission. APTs consist of the GFR, GGR, Contract Safety
Specialist/Contract Safety Manager (CSS/CSM), and where appropriate, the Quality Assurance
Representative/Specialist (QAR/QAS). The GFR/GGFR leads the APT. On maintenance only
contracts where no GFR is assigned, the APT consists of the GGFR, GGR (if assigned), CSS/CSM,
and where appropriate, the QAR. After the contract is in place, government oversight responsibilities
include, but are not limited to:(1) Supporting the GFR/GGFR in the approval of contractor written procedures for all flightand ground operations and daily administration of the contract, per requirements established in
NAVAIRINST 3710.1.
(2) Providing in-house training and guidance to the command on operating within theconstraints of the contract.
11.1.6 Planning Contract Maintenancea. The first step in planning for contract maintenance is determining if the Ground and Flight
Risk Clause (GFRC) (DFARS 252.228-7001) is required on the contract. DFARS 228.370 defines
the requirements for the GFRC on contracts (involving government aircraft) except for those:(1) That are strictly for activities incidental to the normal operations of the aircraft (e.g.,
refueling operations, minor non-structural actions not requiring towing such as replacing aircraft tires
due to wear and tear);(2) That are awarded under FAR Part 12 procedures and are for the acquisition, development,
production, modification, maintenance, repair, flight, or overhaul of aircraft; or otherwise involving
the furnishing of aircraft;(3) For which a non-DoD customer (including a foreign military sales customer) has notagreed to assume the risk for loss or destruction of, or damages to, the aircraft; or(4) For CDA that are to be maintained to Federal Aviation Administration (FAA)
airworthiness standards when the work will be performed at a licensed FAA repair station.
Note: If seeking an exemption from using a licensed FAA repair station, the selected repair
station must hold private insurance covering damage to any aircraft being supported, toinclude DoD aircraft.
b. The GFRC functions as a government self-insurance clause. It indemnifies the contractor
against the cost of damage (except for a deductible) if certain prerequisites are met. This allows thegovernment to avoid reimbursing the contractor for the cost of commercial insurance on the aircraft.

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c. Contract maintenance programs are usually planned to accommodate normal peacetime
missions. However, activities must consider provisions for effective support under emergency andwartime conditions.
d. Contract maintenance programs for new systems will be developed per the approved
acquisition logistics support plan. Program planning should be completed well in advance of theintroduction of the equipment into the inventory to allow the contractor to adequately plan and equip
for the start date.
e. When contract maintenance is planned for in-service systems, provisions must take into
account the contract procurement cycle, including time to support requests for proposal/quotepreparation, advertising, solicitation, and bid evaluation. Successful contract operations are
dependent on ensuring sufficient time is allocated to permit the selected contractor to adequately planand equip for the contract start date.
11.1.7 Developing the Performance Work Statement (PWS)/Statement of Work (SOW)
11.1.7.1 The PWS/SOW provides the requirements and performance metrics for the contracted
effort. Close coordination between the ACC, PMA or Weapon System Manager (WSM), and PCO,
in conjunction with the user organization or parent activity of the systems/aircraft under their
cognizance, is essential to achieving a timely and quality contract. The contract is the primaryreference when evaluating a dispute or litigation. Directives, including maintenance and operations
manuals, standards, and specifications referenced in the contract, require contractor compliance.
Preparation of the PWS/SOW for the contract will be coordinated by the cognizant contracting
agency. The customer activity will prepare the draft PWS/SOW and submit to higher level authority,for example, ACC, PMA, Type Wing, etc., for review.
11.1.7.2 In developing the PWS/SOW, the planners must:a. Determine the appropriate type of contract, for example, Performance-Based Firm-Fixed Price,
or Time and Materials Cost-Plus Fixed-Fee, which best suits the type of work and mission of theactivity.
b. Clearly set forth the government's minimum requirements with the objective of producing aquality product at the best value to the Navy and Marine Corps.
(1) The contract determines what work the contractor is required to perform. The
organization writing the contract, in collaboration with the customer unit, must consider and decideon all aspects of the situation and what the PWS/SOW must define.
(2) Pay special attention to manning requirements and billet responsibilities. Who,
government or contractor, will hold management positions?
(3) Failure to define the role of the contractor almost invariably results in confusion, if notcontract challenges.
(4) When considering the use of the NAMP on the contract, the following applies:
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(a) The NAMP was written for Sailors and Marines to maintain Naval aircraft (to include
all experience levels, all ground and shipboard conditions, in peace and in combat). It was neverwritten to define how a contractor, with experienced, qualified maintainers in a stable maintenanceenvironment, should work on our aircraft. The NAVAIRINST 3710.1 was written to provide therequired government oversight for contractors.
(b) Sometimes, and in some specific areas, it makes sense to include compliance with the
NAMP as a contract requirement. For instance, when aircraft records must be in the Service format
to meet NALCOMIS OOMA documentation requirements, to document completed repairs, or whenaircraft are to be maintained to fleet standards (e.g., FRS aircraft).
(c) Commands must weigh the benefits versus the costs when including NAMP
requirements on a contract. Unless specified, when the NAMP is on contract, it is not all-inclusive;
therefore, it is imperative that commands accurately identify the Chapters, Programs and/or
NAMPSOPs with which the contractor must comply. However, understand that it may be more
expensive to the government as the contractor may have policy development, manpower
considerations, and associated training costs requirements.
(d) The entire NAMP must not be put on a contract. Specific sections must be defined bysection or process to define the government requirements for that contract. When NAMP Chapters,
Programs and/or NAMPSOPs are specified as contract requirements, the contractor must write their
NAVAIRINST 3710.1 required Ground Operation Procedures (GOPs) (when the NAVAIRINST
3710.1 is on the contract) in a way that fulfills the requirements of the NAMP. Administrative andCommand relationship requirements in the NAMP do not apply to the contractor when the NAMP ison contract as contractors have proprietary structures, and there is no benefit to requiring thecontractor to adjust to the military structure. It may not always be possible for the contractor to meet
all the requirements in the NAMP program due to the local situations (e.g., manpower, organizational
structure, facilities available), so the Government Flight Representative (GFR) is authorized toapprove procedures that are as close as is reasonable to meeting the NAMP intent, given thesituational constraints.
(e) Consistent with contracting procedures, the NAMP version in effect on the day thecontract is awarded is the version the contractor must comply with, and will remain in effect until acontract change is negotiated and the new version is put on contract. Contractors are encouraged toseek contract modifications to keep the most current version on contract. Contractors must keep thecontractually required version current, complying with all appropriate changes as they are released.
c. Divide the PWS/SOW into readily measurable end items. The objective is to purchase a
product, not to purchase man-hours or personnel equivalents.
d. Identify measurable performance-based metrics to evaluate and hold the contractor
accountable, for example, aircraft Ready For Tasking, sorties completed, and tasks accomplished.
e. Contract Phase-in/Phase-out periods in accordance with FAR 52.237-3, Continuity ofServices.

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11.1.7.3 The following items may be required by the PCO to complete the contracting process:a. Funding document
b. Technical Evaluation Planc. Independent government estimate of costd. Sole source justification (if applicable)
e. Government Furnished Property (GFP) listingf. Repair parts lists associated with the equipment and items to be maintained at the various
levels of maintenanceg. The nature of supply support to be used in the contract (government or contractor provided)h. Specific identification and location of systems to be maintained
i. Inspection and test procedures and output standards for end products
j. Quantitative input and output schedules and priorities for accomplishment of workloads tomeet operational requirementsk. Special instructions for rework/component repair/replacementl. Disposition instructions for repairable items
m. Maintenance Information System (MIS) requirements and frequency of reports
n. Expected duration of the contract. Contracts may range from a short duration to 10 years
depending on the type of contract writteno. Special Navy programs. Safety procedures for reporting and investigating accidents orincidents
p. Classified material access and handling procedures
q. Configuration Management (CM) documentation and process requirements
11.1.8 General Rules of Government Contract Administration and Contract Writing
11.1.8.1 Introduction.
a. Proper contract development is accomplished through coordinated planning and intensive
review by all levels of the chain of command. After Contract award, the contractor will develop
procedures (FOPs/GOPs) which must be approved by the GFR/GGFR and will be based on National
Aerospace Standards, commercially accepted equivalent references and processes, the combined
instruction or this instruction (if this instruction is listed as guidance in the contract).

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NOTE: Procedures may be approved in sections; however, contractors will not conduct
ground operations until the applicable procedure has been approved. Flight
operations are prohibited until ALL procedures have been approved.
b. DON contracts should include the following items:(1) Purpose. State the purpose of the proposed contract (providing a clear explanation of
products or services being procured), and include required Navy guidance. Ensure inclusion of the
GFRC when applicable.
(2) System Description. Describe the aircraft or weapon system supported.
(3) Mission. Describe the mission of the subject weapon system or activity.
(4) Support Concept. Describe support required of the contractor as well as support to beprovided by the government, for example, contractor provides all maintenance materials and SE, fullgovernment support, or combinations of both. Address special emphasis programs, such as FOD
prevention or Corrosion Control programs. Address the location of aircraft to be supported and theanticipated Concept of Operations (CONOPs).
NOTE: The PMA, or other responsible supporting program office, must coordinate supply
support requirements as soon as practicable. The coordination must insure that the
supply activity’s chain of command has been included in accordance with applicablecommand requirements.
(5) The PWS/SOW should include any government provided property, information orservices.
(6) Definitions and Abbreviations. Include definitions and abbreviations used in the PWS.
11.1.8.2 Maintenance.
The O-level, I-level, and Conditional maintenance elements listed in this section must be addressed(if applicable) when writing the requirements for contract maintenance. The list is not all-inclusive
and each specific requirement and situation must be examined to ensure contractor’s requirements areadequately defined so government’s oversight responsibilities can be achieved. For example, since
DON aircraft do not have a U.S. Civil Airworthiness Certificate, work performed on them by a FAA
Certified Repair Station (14 CFR Part 145) is technically not covered under the FAA rules. That is
why the contract needs to clearly identify that work performed on US Navy aircraft is to be inaccordance with the requirements of 14 CFR 43, either by a “Part 145 Repair Station” or by FAA
certified mechanics (Part 65). Without specifying that maintenance is to be performed to FAA
standards, the contractor would not be required to meet FAA standards. Likewise, since there is no
regulatory requirement to perform maintenance on Navy aircraft under 14 CFR Part 43, or a return toservice by a person certified under Part 65 or an organization certified under Part 145, it is unlikelythat the FAA would become involved in a dispute about quality of workmanship or traceability ofparts. For maintenance of components (not installed on aircraft), that could be installed on a civil US
Registered aircraft, the FAA would have an interest since the return to service is independent of the
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aircraft (FAA Form 8130-3 most likely) and the part could conceivably be installed in a civil aircraft
having a U.S. Airworthiness Certificate.
NOTE: When developing a PWS or SOW, the Contracting Officer will ensure contractor
ALSS and Egress personnel and other contractors involved with certification, loading,and handling of ordnance meet the intent of the requirements established in
OPNAVINST 8023.24 in accordance with NAVAIRINST 3710.1. The full
requirements of OPNAVINST 8023.24 apply when the contractor is acting in direct
support of, and with, military ordnance personnel or perform ordnance functions on a
Navy or Marine Corps Air Station.
a. O-Level Maintenance. NAVAIRINST 3710.1, Section 5, provides a minimum list of GOPs
the contractor must develop and use. NAMP programs and areas not covered by the NAVAIRINST
3710.1, Chapter 5, must be considered when preparing a PWS/SOW, not after the contract has been
award. The following must also be considered:(1) Operational Schedule Commitments. Address criteria for meeting the operationalschedule.
(2) Off-Site Support. Address required detachment support ashore or afloat.
(3) FCFs. Describe support required by the contractor.
(4) Aircraft Acceptance and Transfer Inspections. Describe tasking and define minimum
requirements.
(5) Contractor logistics support, including engineering, parts obsolescence, etc.
(6) Other Support Services. Describe functions required by the contractor that are notcovered by other major headings, for example, Safe for Flight and air cargo Safe for Flight. Other
support services may include:(a) Maintenance of display aircraft(b) Support for Change of Commands(c) Other ceremonies
b. I-Level Maintenance. Include the applicable items from paragraph 11.1.8.2.a and the items
listed below. Describe the functions to be performed in each of the following areas:(1) Airframe systems and component repair(2) Power plants and component repair(3) Propeller and rotary wing dynamic systems component repair(4) Electrical systems and component repair(5) Avionics systems and components repair, to include TMDE
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(6) Armament systems and component repair(7) ALSS repair(8) SE repair
c. Conditional Maintenance. Ensure the contract includes a list of conditional maintenancefunctions to be performed by the contractor.
11.1.8.3 Maintenance Management and On-Site Organization.
If the agency being supported is outsourcing management functions, such as AMO, MMCO,
Maintenance Control, and Work Center Supervisors, the contract needs to specify the requirements
and authority of those positions. Additionally, the activity must have a plan in place to ensure
government oversight of those contracted positions. While it is understood that certain supervisory
roles may be contracted out, other roles, including government oversight and CPI requirements, will
be maintained by the activity (Military or Civil Service).
a. Physical Plant and Equipment(1) Address physical plant management roles of the government and contractor.
(2) List responsibilities and requirements for government furnished and contractor managed
equipment. The following must be addressed:(a) Office equipment(b) IMRL/SE(c) Plant property/Government Furnished Equipment (GFE). PWS/SOW will ensure anannual wall-to-wall inventory is performed for all GFE.
(d) Test bench installations to include test bench harness, maintenance and modification.
tools.

(e) Hand tools. Ensure tool control plans are in place. Address government or contractor

b. Housekeeping and Daily Security. Describe the contractor’s responsibilities for:(1) Housekeeping(2) Security support(3) Hazardous materials and waste(4) Precious metalsc. Personnel and Interface. Address the required interfacing between contractor and government
representatives.
d. Management Support. Outline management functions such as scheduled work, NMCS
validation, and training programs.
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e. Record keeping and reports
NOTE: The PWS/SOW must identify government records, reports and property to be turned
over during the Phase-in portion of the contract. Shortages must be immediately
identified to the PCO/ACO.
(1) Maintenance records. Identify maintenance records to be maintained by the contractor
and the required periodicity for review.
(2) Configuration Management (CM) Documentation. Identify maintenance records to be
maintained by the contractor and the required periodicity for review. Define within the applicable
PWS/SOW the CM documentation required to include Configuration Status Accounting (CSA)
requirements.
(a) CM documentation can come in many forms and must be tracked.
(b) When the supplier is obligated or mandated to track the CM documentation this must
be delineated correctly in the contract. OPR/PMA CM personnel must have oversight of thiscontractual language to ensure documentation is correctly managed and maintained in the correct
format.
(3) Aircraft readiness status reporting. Address readiness reports required and theirfrequency.
(4) NAVFLIR (OPNAV 3710/4). Address the contractor’s obligation to use NAVFLIR.
(5) Aircraft Inventory and Readiness Reporting System (AIRRS). Address inventory reportrequirements and their frequency.
(6) VIDS/MAF (OPNAV 4790/60) and NALCOMIS MAF/WO. Address any data fields thecontractor is not required to populate. If the contractor is authorized to use company forms,
determine which blocks must be populated to complete a maintenance action.
(7) Logbooks. Navy logbooks must be used when appropriate; Commercial Derivative
Aircraft (CDA) may use logbooks and records meeting FAA minimums. List required forms anddocumentation to be maintained for specific systems.
(8) Aircraft incident/mishap reports. Address tasking and reporting requirements of thecontractor that are over and above the requirements defined in NAVAIRINST 3710.1.
(9) Other reporting requirements. All reports the contractor must submit must be identified in
the Contract Data Requirements List (CDRL).
f. Quality Control (QC) Program. The Request for Proposal (RFP) must establish the standard
by which the contractor’s Quality Control program is evaluated. Quality clauses can be added to thecontract but are completely separate from the NAVAIRINST 3710.1 processes managed by the GFR.
The level of insight necessary can vary depending on the type of contract negotiated. It is common
for the government to require insight and/or oversight of QA and for those requirements to be defined
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in the contract. The Quality Clauses listed in paragraphs 11.1.9.3.b and 11.1.9.3.e, range from basic
insight and the government’s right to inspect, to higher quality requirements, such as adherence tospecific standards, or the establishment of Critical Safety Items (CSI) that must be witnessed bygovernment personnel during the manufacturing or rework processes. These clauses are normallymanaged by separate quality representatives, not the GFR. However, just like the GFRC, Quality
Clauses are aspects of CAS and supported by the APT. Quality Clauses can be used in conjunction
with the GFRC or on contracts where the GFRC is not applicable.
(1) Program management. Address frequency of QC Program reviews and audits.
(2) Records. Address how often QC data is to be updated and how long the data must be
maintained.
(3) Program elements. List programs to be monitored or audited by the contractor’s QC
Program.
(4) Inspections. List mandatory inspections required of the contractor that must be witnessedby a government quality representative. These inspections are normally identified as CSIs.
(5) Technical Library. Describe responsibilities for establishing and maintaining the technicallibrary per applicable Navy guidance.
g. Ordnance Qualification/Certification Board. Task the contractor with establishing aqualification and certification program meeting the intent of OPNAVINST 8023.24.
h. Aircraft Confined Space Program. Describe procedures to be used along with qualificationand certification processes per NA 01-1A-35.
11.1.8.4 Materials/Supply
a. General. Describe overall responsibilities for the contractor’s material control functions.
b. Material control criteria. Address specific material control procedures.
c. Repairable items. Address procedures for the ordering, turn-in, and inventory of repairable
items; i.e., RFI vs. non-RFI.
d. Consumable items. Address procedures for ordering direct support consumable items.
e. Inventory management and tracking system. The contractor must establish a government
approved system for gathering usage data for items not identified by a National Stock Number (NSN)and ensure proper identification, storage, and control of NSN and non-NSN assets. Common types ofsystem outputs needed include the following:(1) Daily NMCS/PMCS component list(2) Monthly financial inventory report(3) Quarterly inventory status report

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(4) Notification when on-hand assets are less than or equal to established minimum quantities
f. Inventory Accuracy. Address procedures for spot inventory checks and an annual physicalinventory of government owned material
11.1.8.5 Operational Requirements
a. Base Loading/Use. Give base loading for site and planned annual use in flight hours.
b. Annual Flight Program. Summarize, in an annex, examples of daily, weekly, and holiday
flight schedules.
c. Environment. Describe plans, requirements, support, and tasking, (if applicable) for:(1) Weather(2) Night operations(3) Cross-country flight operations(4) Weekends and holidays(5) Rescheduling(6) Surge capability(7) Detachment operations(8) I-Level/D-Level environment:(a) Workload. Address annual average workload.
(b) Hours of operation. Address expected hours.
(c) Production control. Address periods of manning.
11.1.8.6 Government Responsibilities.
Describe what the government will provide to support the contract. This information is provided as
an attachment to the contract.
11.1.8.7 Overhaul Requirements.
Describe tasking requirements for:a. Engineb. Propellerc. Landing geard. Tires and wheels

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11.1.8.8 Support Equipment (SE) Maintenance.
Describe contractor tasking for the maintenance, repair, and documentation requirements of SE.
11.1.8.9 Real Property.
Describe contractor responsibilities to report loss, damage, destruction, or theft of government
property. Provide floor plans of facilities as an annex to the contract.
11.1.8.10 Technical Directives (TDs).
Describe procedures for TD incorporation, and documentation.
11.1.8.11 NAMDRP Reporting.
Describe contractor requirement for NAMDRP Reporting.
11.1.8.12 Physical Security.
Ensure specific requirements for “Prevention of Unauthorized Access or Operation of Government
Aircraft” are provided.
a. Describe off-site security tasking (as required).
b. Describe contractor responsibilities for Physical Security Program (if applicable).
11.1.8.13 FCF Requirements.
Describe who will perform the FCF, correct discrepancies found, and sign-off of flight critical
discrepancies generated during the FCF.
11.1.8.14 Transitiona. Phase-In. Describe responsibilities for Phase-In by site.
b. Phase-Out. Describe responsibilities to coordinate with successor(s) to maintain continuity
during any required Phase Out (data systems and spare parts are of specific concern).
(1) Inventory transition. Define tasking for the incumbent’s transfer of inventory to thesuccessor(s).
(2) Inventory management/Tracking system. State requirements for an orderly transition fromthe incumbent’s to the successor’s data system with no loss of data quality or quantity.
NOTE: All aircraft data, such as logbooks, AIRRs, aircraft historical records, publications,aircraft drawings, and schematics must be addressed.
11.1.8.15 Safety
a. Safety program. Describe contractor requirement to establish and maintain a Safety Program
as required per NAVAIRINST 3710.1.
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NOTE: This Contractor Safety Program does not relieve the activity from OPNAVINST
3750.6 requirements.
b. OSHA. In matters affecting the safety and health of the contractor’s employees, the contractor
will be responsible to the Department of Labor or to the State office (where OSHA has approved aState plan).
11.1.8.16 Records, Reports, and Distribution.
Describe contractor responsibilities to maintain and submit required reports.
11.1.8.17 Personnel, Training, and Qualifications
a. Personnel. Qualification requirements for contractor personnel can be stated in terms of
military experience/training, industry standards, Department of Labor skill classifications or FAA
certification, and should be clearly defined. FAA certifications are achieved by using a Part 145
repair station, or having the contractor maintenance signed-off by an FAA A&P mechanic qualified
in the discipline being performed. When possible, contractor personnel in positions with nocorresponding commercial job description, such as Plane Captain or IMRL Coordinator, must meetthe same or equivalent standards as Navy and Marine Corps personnel assigned to such positions. If
the sole source of training is the DOD, the contract should specifically state the training that will be
provided as government furnished instruction (GFI). Define special training/certification
requirements to operate all GFE/SE, vehicles, MHE/WHE, and other maintenance equipment
required per the PWS/SOW.
NOTE: ACCs may develop more stringent personnel qualification requirements as needed tomeet diverse operational commitments per the Defense Acquisition Workforce
Improvement Act.
b. Training. Require the contractor to maintain a training program that ensures personnel skills
meet contractual requirements.
c. Qualifications. Define minimum qualifications for all specialties.
d. Government provided training. Identify required training available from the government to beprovided to the contractor.
11.1.8.18 Discrepancy correction.
Describe requirements for contractor support for correction of discrepancies.
11.1.8.19 Mishap and accident responsibility.
Describe requirements for contractor support of investigations in preparation of aircraft mishap andaccident reports. NAVAIRINST 3710.1 provides specific guidance.

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11.1.8.20 Ordnancea. Ordnance Storage, Buildup, and Transportation. Describe requirements and guiding
instructions.
b. Ordnance Certification. Describe requirements ensuring Navy certification requirements are
established in accordance with the intent of OPNAVINST 8023.24. The full requirements of the
instruction apply when the contractor is acting in direct support of, and with, military ordnancepersonnel or performing ordnance functions at a Navy or Marine Corps Station.
11.1.8.21 Transient Services.
Describe requirements, including performance of inspections and discrepancy corrections.
11.1.8.22 Component Replacement Analysis Non-Provisioned Aircraft (NPA).
Describe contractor responsibilities.
11.1.8.23 Master Index of Repairable Items.
Describe contractor responsibilities.
11.1.8.24 Funding Arrangements.
Describe funding requirements.
11.1.8.25 ALSSa. Aviator’s Breathing Oxygen (ABO). Describe program management requirements.
b. ALSS pool management. Describe requirements and provide procedures to identify theprocess and the office/title of the responsible individual(s) and methods used for issuing, care,
inspection, cleaning, and storage of equipment.
11.1.8.26 Proposed configuration changes.
Proposed configuration changes are delivered via Engineering Change Proposal (ECP) to include any
prototyping requirements (when applicable). NAVAIR SOP 4130.1 provides the necessary guidance.
11.1.9 Contract Clauses, Changes and Waivers
11.1.9.1 Contract Changes.
Contracts can be changed by a Supplemental Agreement, Change Order, or Constructive Change.
a. A Supplemental Agreement is a contract modification based on prior agreement of both parties
and incorporates equitable adjustment to contract costs and schedules as a result of the change.
b. A Change Order is a written order issued by a PCO directing the contractor to make a change
without prior agreement. A Change Order creates an undefined government liability. It is used when

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the government needs the contractor to act and cannot wait for agreement on liability to be reached.
When a Change Order is used, the contractor may be entitled to an equitable adjustment.
c. A Constructive Change is an unauthorized contract modification in oral or written format that
occurred through an affirmative act, the failure to act, or a formal or informal action by a government
official, construed by the contractor as having the same effect as a written change order. It must
involve a change in the performance, beyond minimum contract requirements, that is not part of thecontract. When a constructive change occurs, the contractor may be entitled to an equitableadjustment.
NOTE: When dealing with a contractor, it is imperative all personnel understand their roles,
authorities, and responsibilities. A seemingly harmless suggestion by a military orcivilian government representative can result in the contractor taking action andsubsequently billing the government for that action. Personnel involved in government
oversight or visiting contractor-supported activities must receive the proper training.
Interaction and communication with contractors will be managed through themembers of the Contract Oversight Team, ACO, and PCO.
11.1.9.2 Contract Waivers.
a. On contracts that include the Ground Flight Risk Clause (GFRC), the contractor requests forwaivers to governing maintenance requirements must be submitted through the GFR/GGFR forreview and forwarded, via the chain of command, to the appropriate authority. Specific guidelines
for processing waivers are outlined in NAVAIRINST 3710.1, Chapter 2.
b. For contracts that do not include the GFRC, the contractor’s request for waivers to governing
maintenance requirements must be submitted through the COR for review and forwarded to theappropriate authority.
NOTE: When addressing a waiver or deviation that affects contractor operations, it isimportant to determine if the request is for relief from the contract, NAVAIRINST
3710.1, or other Navy guidance.
c. Contractor requests for non-maintenance waivers, changes or modifications to specificcontractual requirements must be submitted through the COR/TPOC and the GFR/GGFR for review
and forwarded, via the chain of command, to the designated contract administration office. Specificguidelines for processing waivers, changes or modifications are provided by the ACO or PCO.
11.1.9.3 Contracting Clauses.
Stakeholders need to understand the clauses normally associated with supporting naval aircraft.
Recognizing that contract work can often be subcontracted, users need to understand which of theseclauses must flow down to a subcontractor, which of the clauses becomes the responsibility of thePrime contractor to enforce, and which place requirements on the government.
NOTE: It should be noted and understood that NAVAIRINST 3710.1 does not address quality;
rather, it addresses the contractor’s responsibility to establish and enforce safe and
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effective written Procedures. Prime contractors must ensure their subcontractors
comply with the provisions of the NAVAIRINST 3710.1. See paragraph 11.1.8.3.f for
details on the Quality Control (QC) Program.
a. Ground and Flight Risk Clause (GFRC), DFARS 252.228-7001.
(1) When a contractor comes in contact with a DON aircraft under contract, there is apotential that the contractor’s actions could result in damage to that government asset. Whether thecontractor is building the aircraft at a production facility, modifying or repairing, painting, preparing
for flight, testing/monitoring onboard systems, or piloting that aircraft, there is a risk of damage.
(2) As a general rule, the Federal Government is self-insured. As required by DFARS
228.370, with some exceptions, the government implements its policy to self-insure with respect torisk of loss for Navy aircraft under DoD contracts. The government’s assumption of risk is based
upon a determination that it is ultimately more economical for the government to pay for certain
damages which occur to government aircraft while under contract, than to pay the increased contract
price/cost that would result if the contractor were required to obtain commercial insurance.
(3) The USG accomplishes this by application of the Ground and Flight Risk Clause (GFRC),DFARS 252.228-7001 which indemnifies the contractor. This requirement is defined in DFARS Part
228.3, Insurance, 228.370.
(4) The GFRC defines aircraft for purposes of the clause and refers to aircraft to be delivered
to the government under a contract, those furnished by the government to a contractor, and aircraft
furnished by the contractor (either before or after government acceptance). It states that the
government self-insures and assumes risk of damage to, or loss or damage to aircraft (1) in the open,(2) during operation, and (3) in flight. “In the open” means located wholly outside of buildings on
the contractor’s premises. It goes on to say government furnished aircraft are considered “in theopen” at all times while in the contractor’s possession, care, custody, or control, regardless oflocation, whether assembled or disassembled. “Operation” means operations and test of the aircraft
and its installed equipment, accessories, and power plants while the aircraft is in the open or inmotion. The term does not apply to aircraft on any production line or in flight. Finally, “Flight”
generally means any flight demonstration, flight test, taxi test, or other flight made in performance ofthe contract. The DFARS identifies only four standing exemptions as rational for not including the
GFRC on a contract involving aircraft:(a) During activities incidental to the normal operations of the aircraft (e.g., refueling
operations, minor non-structural actions not requiring towing, such as replacing aircraft tires due towear and tear);(b) If awarded under FAR Part 12 procedures and are for the acquisition, development,
production, modification, maintenance, repair, flight, or overhaul of aircraft; or otherwise involving
the furnishing of aircraft;
NOTES: 1. This exemption would apply if an activity procured the C-37A (or similarcommercial aircraft) and, either in combination or at some later time, contracted
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maintenance services from a commercial company (e.g., Gulfstream) that competes in
the public sector to service C-37A. This exemption does not apply to conventional
military aircraft procured specifically for military purposes, e.g., MV-22B. Suchaircraft are not commercial items; subsequently, there is not a commercial market
place for such maintenance services.
2. This means that DOD cannot contract for CLS maintenance support of a military
aircraft with a FAR Part 12 COTS contract, because no Commercial Off The Shelf(COTS) standards for maintaining a military aircraft exist. This exemption is basedon Commercial Off The Shelf (COTS) capabilities and the availability of Part 145
commercial repair facilities certified and monitored by the FAA. There is no FAA
certification for purely military aircraft and therefore no Part 145 repair station iscertified to repair military (non-CDA) aircraft. This exemption only applies if anactivity procures a commercial aircraft (e.g., C-37A) and, either in combination or atsome later time, contracts maintenance services from an FAA certified Part 145
company (e.g., Gulfstream) that competes in the public sector to service thatcommercial aircraft. This exemption does not apply to conventional military aircraft
procured specifically for military purposes, (e.g., MV-22B). Such aircraft are notcommercial items; subsequently, there is not a commercial market place for such
maintenance services.
(c) When a non-DoD customer (including a foreign military sales customer) has notagreed to assume the risk for loss or destruction of, or damages to, the aircraft; or(d) For CDA that are to be maintained to FAA airworthiness when the work will be
performed at a licensed FAA repair station.
NOTE: One must always remember that the GFRC is ultimately an insurance plan. As such,the assumptions are that there are adequate commercial standards in place to govern
the effort and that the contractor has sufficient commercial insurance in place toprotect the aircraft. If these conditions are not met (with the exclusion of the exception
on FMS work) then these exemptions cannot be leveraged and the GFRC must be
included to protect government equities.
(5) To manage the risks associated with indemnification, the GFRC requires the contractor tocomply with the operating procedures contained in the combined instruction entitled “Contractor's
Flight and Ground Operations” (NAVAIR Instruction 3710.1) in effect on the date of contract award.
b. Quality Assurance Clauses. The contractor is responsible for quality in most contracts.
However, there are government quality assurance clauses that allow the government access during
the contractor’s support of our aircraft, and provides a means to verify that the contractor is living up
to their contractual obligations and holding to the standards that have been contractually mandated.
c. Standard Inspection Requirements, FAR 46.202-3

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(1) Standard inspection requirements are contained in the clauses prescribed in FAR 46.302
through 46.308, and in the product and Navy specifications that are included in solicitations andcontracts.
(2) The clauses require the contractor to provide and maintain an inspection system that is
acceptable to the government; give the government the right to make inspections and tests while
work is in process; and require the contractor to keep complete, and make available to thegovernment, records of its inspection work.
d. Higher Level Quality Requirements, FAR 46.311. A private company depends on the FAA toensure the contractor maintains standards when supporting their aircraft. Even though the Navy canleverage FAA standards, the FAA has no authority to act on behalf of the DON when Navy Aircraft
are involved. Therefore, contracting officers must insert the Higher-Level Contract Quality
Requirement clause, FAR 52.246-11, in solicitations and contracts when the inclusion of a higherlevel contract quality requirement is necessary (see FAR 46.202-4). Any higher-level quality clausemust define the standards against which the government intends to measure the contractor. Examplesof higher-level quality standards include ISO 9001, ASQ/ANSI E4, ASME NQA-1, SAE AS9100,
SAE AS9003, and ISO/TS 16949, and product or process specific quality standards such as SAE
AS5553 or FAA Order 8900.1 governing repair station standards. Sometimes the only standard thatneeds to be called out is FAR 52.246-4, Inspection of Services -- Fixed-Price.
e. Other Quality Assurance Clauses. The following are FAR and DFARS clauses that may be
used; the Program Manager and PCO must be familiar with each:(1) FAR 46.202-1, Contracts for commercial items(2) FAR 46.202-4, Higher-level quality requirements(3) FAR 52.246-2, Higher-level quality requirement for inspection of supplies(4) FAR 52.246-11 Higher-level contract quality requirement(5) DFARS 246.408-71, Quality Assurance Surveillance Plan
11.2 Commercial Derivative Aircraft (CDA)
11.2.1 Objective.
Provide policy to fleet operating personnel regarding the planning, developing, and managing of
CDA.
11.2.2 Background.
CDA have been used by the Navy and Marine Corps to meet logistics and passenger-carrying needs,
and are increasingly being used to meet other unique mission requirements. When appropriately
matched to these roles, and applying FAA approved civil maintenance plans, CDA offer significant
life-cycle cost savings to the government.

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11.2.3 Scope.
Applies to the Navy and Marine Corps CDA used for operations.
11.2.4 Airworthiness.
The PMA is responsible for establishing a plan that includes, when necessary, engineering design,
testing, sustainment, and modifications to CDA. To maximize life cycle cost savings, the Navy andMarine Corps will seek to ensure its CDA, to the extent practicable, comply with civil airworthinessstandards set by FAA Regulations. CDA owned, leased, or operated by the Navy and Marine Corps
are, in most cases, conducting Public Aircraft Operations (PAO), as defined by the U.S. Code. As
such, the Navy, not the FAA, is the responsible agent for certification of airworthiness per
NAVAIRINST 13034.1 and NAVAIR Manual 13034.1. Ultimately, NAVAIRSYSCOM has
responsibility for airworthiness and will leverage FAA airworthiness artifacts and FAA approved
maintenance plans wherever practicable.
11.2.5 Maintenance Planninga. Maintenance of CDA can apply to all maintenance levels.
b. The PMA will determine whether the use of an Original Equipment Manufacturer (OEM),
organic maintenance plan, or combination of both is the most cost-effective for aircraft supportability
and operational requirements and will be responsible for developing and publishing maintenance andsupport plans.
c. When an aircraft receives its original design approval (e.g., Type Certification (TC)) from the
FAA, the Operator develops maintenance and operations procedures. In civil aviation, once theoperator develops these procedures, they submit their proposed Minimum Equipment List (MEL) to
the Flight Services District Office (FSDO). After the FSDO approves it, it becomes part of the TC.
When a CDA aircraft is performing PAO, NAVAIR Airworthiness and CYBERSAFE Officebecomes the approving office of the MEL for that aircraft.
11.2.6 Responsibilities
a. NAVAIRSYSCOM is responsible for assisting PMAs and WSMs in the acquisition anddevelopment of aircraft and weapon systems.
b. PMAs are responsible for overall management of maintenance and logistics programs for
systems under their cognizance and will:(1) Conduct business case analysis, including analyzing proprietary data/licensing
considerations, to determine whether contractor or organic maintenance is more beneficial.
(2) Determine, in cases where an approved OEM maintenance plan exists, the implementationof best commercial practices in lieu of the NAMP.
(3) Develop T/M/S specific maintenance and support plans that contain detailed guidance toaddress operational considerations, OEM/organic maintenance policy, requirements, safety and
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airworthiness. The maintenance and support plan must cover all Integrated Logistic Support (ILS)
elements and define applicable and non-applicable NAMP policies. The plan must be updated as
required for program or funding changes.
(4) Coordinate with OPNAV and ACCs for development, implementation, revisions, andchanges to the respective maintenance and support plans.
(5) Provide interim maintenance and support guidance to ACCs when problems, designchanges, or operational experience indicate a change is required. This interim guidance will be
issued as an attachment to the maintenance plan. The interim guidance will be rescinded by the
cognizant Assistant Program Manager for Logistics (APML) when the approved change is issued.
c. ACCs, in conjunction with PMA, are responsible for determining specific CDA maintenance,
support, and operational requirements and will:(1) Ensure Navy personnel are thoroughly trained in CDA maintenance, associated support
plans and practices.
(2) Conduct reviews of support strategies and performance measures. Revise, correct, andimprove sustainment strategies as necessary to meet performance requirements.
11.2.7 Resources
a. The FAA Military Certification Office (MCO) was established via a MOA to support theservices in dealing with CDA issues. It serves as an FAA Aircraft Certification Office (ACO) andthe FAA point of contact for coordination with the applicable US Armed Services Airworthiness
Authority (AA).
b. All US military CDA programs requiring FAA “type certification” projects are now initiatedthrough the MCO. This assures higher priority in the FAA queue, standardization for militarycertification programs, and a staff knowledgeable in military processes. Type certification projects
may be conducted by the MCO, coordinated with the FAA type certificate management office for
execution, or delegated to another ACO if in the best interest of the FAA.
c. MCO provides certification of modifications to commercial aircraft that generally meet thefollowing criteria:altered.

(1) The aircraft’s primary mission (for example, carriage of passengers and/or cargo) is not(2) The flight usage spectrum is within the FAA certified flight usage (or can beaccommodated by maintenance concepts).
(3) FAA expertise and/or civil standards exist.
(4) The aircraft are operated and maintained in a manner consistent with the way the aircraft
was certified for civil use.
(5) The modification is of a type that a civil applicant would typically request.
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11.2.8 Configuration Management (CM)a. CM for military aircraft must be processed per NAVAIRINST 4130.1. Configuration change
proposals must be submitted either as ECPs or as RAMECs processed per NAVAIR SOP 4130.1.
b. CM of CDA is managed by NAVAIRSYSCOM, which has final authority to approve ordisapprove incorporation of all military and non-mandatory FAA changes. CM of naval aircraft will
not be contracted out, but commercial CM data can be used to support government CM processes.
NAVAIRSYSCOM will establish a baseline configuration for all contractor maintained equipment
prior to award of a contract.
c. ULSS and Maintenance Support plans must contain explicit details on all methods ofconfiguration control for the applicable aircraft, Contractor-Furnished Equipment (CFE), andPeculiar Support Equipment (PSE).
d. Commercial aircraft also undergo aircraft modifications to remain flight ready, and to maintaintheir FAA certification. Any other information from a manufacturer is considered to be advisory
unless the "Inspection and maintenance program" says otherwise (a high percentage of commercial
aircraft are certified under a maintenance plan that requires the manufacturer’s recommended
program be followed). Service Bulletins, Service Letters, and such are part of the Instructions forContinued Airworthiness of an aircraft required by 14 CFR 21.50. Most times they result from either
changes in parts or from service difficulties, and provide greater reliability. In some cases, they may
be incorporated by reference into Airworthiness Directives (AD) under 14 CFR 39. If they aren't
incorporated into an AD, they aren't mandatory from that standpoint, but could be mandatory
depending on the maintenance and inspection program identified for the aircraft.
NOTE: Airworthiness Directives (AD) are part of 14 CFR 39 and are REGULATORY and arealways MANDATORY.
e. FAA directives not having mandatory compliance, along with Navy originated TDs and
RAMECs, must be complied with as directed by the PMA. Either the WSM, when assigned, or the
PMA will prepare, process, and present these change requests to the appropriate NAVAIRSYSCOM
Change Board (an emergency AD that says, “Before further flight” may not allow sufficient time for
a formal Board action. Prior coordination should be considered). Major (Class I) engineeringchanges to naval (Navy, and Marine Corps) Configuration Items (CIs), especially aircraft orcomponents which are commercially controlled, may be documented and submitted as Federal
Aviation Administration (FAA) airworthiness directives or certifications, contractor service bulletinsand other such commercially acceptable means. However, all such changes will still require the
NAVAIRSYSCOM Configuration Control Board (CCB) or De-Centralized Configuration Control
Board (DCCB) approval and reporting, and implementation via a Technical Directive (TD) following
the process governed by NAVAIRINST 5215.12 and NA 00-25-300 manual.
f. Commercial configuration changes for CDA may be exempt from certain military specification
requirements including drawings, kit assembly, and kit proofing. Commercial changes, when issued,
have met FAA approval for engineering logic and safety, however, the military may use the CDA ina manner or environment that differs from its commercial counterpart. The NAVAIRSYSCOM
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Airworthiness and CYBERSAFE Office, in coordination with the PMA, will make the determination
whether the FAA approvals have met the Navy’s full requirements, or if further engineering review isrequired per NAVAIRINST 13034.1. The FAA Military Certification Office routinely interacts with
the NAVAIR Airworthiness and CYBERSAFE Office on matters specific to CDA.
g. Provisions for funding the installation or compliance with approved configuration changes andsubsequent amendments or modifications for contractor maintained Navy and Marine Corps aircraftmust be included in the maintenance contract per DOD 7000.14-R and NAVSO P-1000. Known oranticipated configuration changes to fielded aircraft requiring funding must be planned for andidentified in the Operational Safety Improvement Plan.
h. Configuration status accounting provides an audit trail for changes from the baseline
configuration. It provides information necessary for the accomplishment of related tasks resulting
from configuration changes. Status accounting data and reports may exist in a variety of forms, someof which may be automated. In some instances this information may be provided from data reports
used by the contractor. Overall responsibility for status accounting is assigned to the PMA. Content
of the configuration status report must, at a minimum, contain records and reports which reflect thefollowing:(1) Technical documentation comprising the configuration baseline and other essential data.
(2) Approved changes to the configuration, including the quantity and nomenclature to whichthese changes apply, the implementation status of such changes, and the activity responsible for
implementation.
(3) Current configuration.
(4) In accordance with NAVAIR SOP 4130.1, Configuration Status Accounting (CSA).
i. CM and configuration status accounting procedures for CDA must be performed per NAVAIR
SOP 4130.1 as defined in the PMA CM plan and as approved by NAVAIR Configuration
Management. The PMA will coordinate with the ACC in approving which commercially originatedmaintenance directives and component modification requirements (ADs, ASBs, CEBs, CSLs, SBs,
and AOLs) are determined necessary or mandatory. All resulting changes must be compliant with
the TD Program. The PMA or Fleet Support Team (FST) will furnish the Contracting Officer aContract Data Requirements List as part of the procurement request, defining all configuration statusaccounting information, data, and reports.
j. CM for systems other than aircraft is a responsibility of the PMA and must include
configuration control and status accounting procedures and requirements for all issued changes.
11.2.9 Recording Accuracya. Accurate recording of maintenance is the foundation of an effective maintenance program andmust provide managers with the current configuration of aircraft and equipment, historical record ofwork accomplished, hours, and cycles accumulated.

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b. Logbooks, forms, records, and reports must conform to and meet the minimum provisions of
COMNAVAIRFOR and NAVAIRSYSCOM requirements. When required or advantageous to the
PMA and accepted by NAVAIRSYSCOM, a CDA may use logbooks and records meeting FAA
standards as listed in FAA regulations.
c. The contract should be written such that the contractor will be required to certify thecompletion of maintenance actions accomplished on the aircraft. Additionally, the contractor may be
authorized to certify the aircraft Safe for Flight. Personnel authorized to certify completion ofmaintenance and release aircraft Safe for Flight must complete a company approved training syllabus
to include qualifications, required reading, and OJT. GOPs must identify the final approval authorityand processes to certify company artisans. The GFR will in turn, validate the qualification process
through the approval of GOPs. The GOPs must stipulate that the contractor be required to maintain acurrent list of contractor personnel qualified to sign-off maintenance actions and to release aircraft
Safe for Flight.
d. Depending on the contract maintenance construct or approved CDA maintenance program, therecording requirements may involve maintenance of aircraft and SE official logs and records. The
contract or approved CDA maintenance program must specify the format and minimum informationthat must be recorded and maintained. All consideration should be given to using existing andaccepted Navy records, practices, and information systems/programs prior to accepting a contractor’s
proposal to develop a new or proprietary system.
11.2.10 Supply Support
a. Supply support can be provided through the military supply system or through commercial
resources for either military unique weapons systems or CDA.
b. When the government uses commercial sources for supply, the civilian marketplace
determines availability of spares and repair parts. Supply support must when necessary, be tailoredto each individual platform by the logistics manager. Considerable flexibility must exist to ensure
required support at a minimum cost.
c. To assist in budgeting, a Weapon System Planning Document (WSPD) and GFE list has been
established for each model aircraft. The government supply system must be used for GFE stock or
items common to other Navy aircraft including general aeronautical material such as nuts, bolts, andsheet aluminum, except when prohibited by the contract.
d. There are many variations of contractor support which should be considered when seeking themost efficient and economical method. Competitive sources for repairable items are normallyavailable and should be considered where practical. CFE should be supported commercially for thelife-of-type if more advantageous to the government.
e. The PCO is permitted to contractually authorize the contractor to pursue commercial sources
for parts as long as military specifications and standards are met and the standard stock price is notexceeded. A documented waiver should be obtained if it is necessary to exceed the standard stock
price when the Navy supply system has been proven not operationally responsive. Ensure contract
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provisions require appropriate mandatory procedures to ensure the contractor maintains auditable
documentation to verify material accountability.
f. The following contains examples of special areas that need to be addressed when tailoring
supply support for CDA:
(1) Contractor managed storage facility at the O-level.
(2) Consignment of parts using organization with payment upon consumption.
(3) O-level activity local procurement authority to purchase from prime manufacturer or othercommercial sources where available.
(4) GFP item acquired by manufacturer part number and not processed in the federal supply
system.
(5) Contractually required Support Material List of commonly used replaceable parts,
including prices.
(6) Proposed cost to the government for CFE spares, PSE, and publications, versus cost tocommercial customers.
(7) Contractor comparison of commercial and government support to determine method to befollowed.
(8) A pool of spares at the O-level.
g. Operational support details will be determined by the APML or Logistics Element Manager
and will indicate procedures for requisitioning spares, turn-in of repairable items, exchange of items,
and any other details necessary for using organizations to maintain the required support for theaircraft.
h. The local supporting supply activity, designated to provide supply support for the contract,
must be fully appraised of contractual requirements of any new contract. The PMA must coordinate
support requirements as soon as practicable.
i. The ULSS must contain sufficient operational detail to ensure organizational compliance inmaintaining complete support. The plan will be updated as required for significant changes due toprogram or funding changes.

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CHAPTER 12
COMNAVAIRSYSCOM Aviation Depot Level Industrial Program, Depot Special Process
Certification, and Naval Air Technical Data and Engineering Service Center (NATEC)Engineering Technical Services (ETS)
Table of Contents
12.1 COMNAVAIRSYSCOM Aviation Depot Level Industrial Program................................... 1
12.1.1 Introduction ..................................................................................................................... 1
12.1.2 Depot Quality Management System (QMS) ................................................................... 1
12.1.2.1 Overview .......................................................................................................... 1
12.1.2.2 Quality Management ........................................................................................ 1
12.1.3 Depot Level Technical Support and Programs ............................................................... 4
12.1.3.1 Fleet Support Teams (FST) and FRC Maintenance, Repair and Overhaul(MRO) Engineering and Logistics ................................................................... 4
12.1.3.2 Technical Authority, Certification, and Qualification ..................................... 4
12.1.3.3 Reliability and Maintainability (R&M)/Reliability Centered Maintenance(RCM) Program ................................................................................................ 5
12.1.3.4 Structural Life Limits (SLL) Program ............................................................. 5
12.1.3.5 Integrated Maintenance Concept/Program (IMC/P) ........................................ 6
12.1.3.6 Aircraft Service Period Adjustment (ASPA) Program .................................... 7
12.1.3.7 Automatic Test Equipment (ATE) and ATE Test Program Sets (TPS) .......... 7
12.1.3.8 Mobile Facility (MF) ....................................................................................... 7
12.1.3.9 Joint Deficiency Reporting System (JDRS) .................................................... 8
12.1.3.10 System Safety Program .................................................................................. 8
12.1.3.11 Central Technical Publications Library (CTPL) ............................................ 8
12.1.3.12 Critical Item Management (CIM) .................................................................. 912.1.3.13 Material Engineering Disposition Program (MEDP) .................................. 1012.1.3.14 Nondestructive Testing and Inspection (NDT/I) Program........................... 1112.2 Depot Special Process Certification ....................................................................................... 14
12.2.1 General .......................................................................................................................... 14
12.2.2 Responsibilities ............................................................................................................. 15
12.2.3 Requirements ................................................................................................................ 16
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12.2.3.1 Miniature/Microminiature (2M) and Basic Soldering ................................... 16
12.2.3.2 Nondestructive Testing and Inspection (NDT/I) ........................................... 1712.2.3.3 Aeronautical Equipment Welding.................................................................. 18
12.2.3.4 Aircraft Taxi................................................................................................... 19
12.2.3.5 Aircraft Turn-up ............................................................................................. 20
12.2.3.6 Engine Test Cell Operators ............................................................................ 21
12.2.3.7 Aviation Life Support Systems (ALSS) ........................................................ 21
12.2.3.8 Plane Captain Basic Duties and Qualifications ............................................. 2212.3 Naval Air Technical Data and Engineering Service Center (NATEC) Engineering
Technical Services (ETS) ................................................................................................................. 24

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CHAPTER 12
COMNAVAIRSYSCOM Aviation Depot Level Industrial Program, Depot Special Process
Certification, and Naval Air Technical Data and Engineering Service Center (NATEC)Engineering Technical Services (ETS)
12.1 COMNAVAIRSYSCOM Aviation Depot Level Industrial Program
12.1.1 Introduction
COMNAVAIRSYSCOM is responsible for the management of the Aviation Depot Level Industrial
Program. Management responsibilities include planning for and developing resource capabilities tomeet industrial level material support needs for naval aviation active and reserve operating forces,
and issuing policy and procedures for the operation of Depot Fleet Readiness Centers (FRC) within
the Department of the Navy (DON).
a. The Aviation Depot Level Industrial Program provides depot level (D-level) maintenance,
rework, and manufacturing within the Depot Fleet Readiness Centers (Depot FRC). It also provides
support services to organizational level (O-level) and intermediate level (I-level) maintenanceactivities, such as providing technical expertise and repairs that exceed O-level or I-level
responsibility or capability.
b. The following sections provide information and policy regarding processes and functions thatare unique to the COMNAVAIRSYSCOM Aviation Depot Level Industrial Program.
12.1.2 Depot Quality Management System (QMS)
12.1.2.1 Overview
The Depot QMS is a single, formalized system which documents processes, procedures, andresponsibilities for achieving quality policies and objectives while conforming to aerospace standard(AS) 9110 Quality Management Systems – Requirements for Aviation Maintenance Organizations.
The Depot QMS is the system used to manage product and service quality.
12.1.2.2 Quality Management
The Depot FRC must manage quality by establishing quality policies and quality objectives,
developing, maintaining, and improving processes to achieve these quality objectives throughquality planning, quality assurance, quality control, and quality improvement. The primary quality
management positions include:a. Quality Manager (QM). The Quality Manager (QM) is responsible to the Depot FRC
Commanding Officer for ensuring conformance of the Quality Management System to aerospacestandard (AS) 9110 Quality Management Systems – Requirements for Aviation Maintenance
Organizations and for the periodic certification of conformance. The QM is responsible establishingquality policies, objectives, and processes, and for achieving quality objectives through theapplication of quality planning, quality assurance, quality control, and quality improvement. The
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QM must form Integrated Quality Teams and take such actions as may be necessary to improve
Depot QMS effectiveness and efficiency.
b. Integrated Quality Team Lead (IQTL). Integrated Quality Teams (IQT) will be formed by
the QM and assigned responsibility for improving the quality of specific products or services. Each
IQT must have a leader assigned who is overall responsible to the QM for the IQT’s performance inmonitoring and improving the quality of the IQT’s assigned products and services. The primary
responsibility of the IQT must be to collect and analyze data, conduct root cause analysis, and makerecommendations to the QM for corrective and preventative actions necessary to improve theeffectiveness and efficiency of processes, procedures, and/or policies with regard to quality.
12.1.2.2.1 Quality Planning (QP)
Quality Planning is that part of quality management focused on setting quality objectives andspecifying necessary operational processes and related resources needed to achieve the quality
objectives. The QM is responsible for quality planning and must collaborate and coordinate withappropriate Depot FRC departments when setting quality objectives and conducting quality
planning.
12.1.2.2.2 Quality Assurance (QA)
Quality Assurance is that part of quality management focused on providing confidence that quality
requirements will be fulfilled. Auditing is the primary quality assurance activity at Depot FRCs.
Audits are a systematic, independent and documented process for obtaining objective evidence andevaluating it, objectively, to determine the extent to which the audit criteria are fulfilled. There aremany tools used to conduct audits, at a minimum, audits will use Computerized Self Evaluation
Checklists (CSEC), ePower Audit Tracking System (ATS) for scheduling and Evaluation
Request/Action Request (ER/AR) for documentation of findings needed to be corrected. Audits at
Depot FRCs will be broken into four specific types: Product Audits, Process Audits, Aerospace
Audits (internal & external) and NAMP Audits.
a. Product Audits. Product audits are conducted either in-process or final product; to include
components and aircraft. Product is verified for conformance to specifications delineated intechnical data and local engineering documents. A percentage of final product will be sampled
based on a surveillance plan developed by the QM during quality planning. Product audits are
performed by the IQT as required.
b. Process Audits. D-level processes, either special processes or other processes will be audited
on a regular basis as deemed necessary based on a surveillance plan developed by the QM during
quality planning. Process focused audits utilize the NAMP, local specifications, and technical datato compare outputs to objectives to determine effectiveness and efficiency of the process, and are
conducted by competent and qualified process auditors. Processes are audited from start to finish
for conformance to the applicable industry or local specifications. The special processes audited are
identified in paragraph 12.2 and within Advanced Skills Management (ASM).

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c. Aerospace Audits. Internal and External Aerospace audits are a requirement forcertification/registration to AS9110. Internal and External Aerospace audits are performed bytrained auditors independent of the process and activity being audited thereby ensuring objectivity
and impartiality of the process audited. These audits are conducted to ensure ongoing compliancewith requirements of the QMS standards, organization's own requirements (policies andprocedures), customer requirements, and applicable external standards (e.g., AS9110). A
systematic, independent and documented process approach is used for obtaining audit evidence andevaluate it objectively to determine the extent to which audit criteria are fulfilled.
(1) Internal Audits. Internal audits, sometimes called first-party audits, must be conductedby the Depot FRC internal auditors for management review, to evaluate the effectiveness of the
QMS, to identify improvement opportunities, and for other internal purposes. Internal audits will
form the basis for the Depot FRC’s declaration of conformity to AS9110.
(2) External Audits. External audits include those generally called second and third-party
audits. Second party audits are conducted by parties external to the Depot FRC but with an interestin the organization, such as customers, or by other persons on their behalf. The QM may undertake
second-party audits for purposes of improving QMS effectiveness and efficiency. Third-party
audits are conducted by parties external to the Depot FRC, such as independent auditingorganizations providing certification and registration of conformity, or governmental agencies.
Depot FRC third party Aerospace audits are performed by a contracted Certification Body (CB) toachieve and maintain Aerospace certification status.
d. NAMP Audits. NAMP programs are managed by program managers or subject matter
experts (SME) and are audited on a regular basis by those individuals charged with their
management based on risk assessed through a surveillance plan and the NAMP Depot Auditing
Program Manager. For specific NAMP auditing roles, responsibilities, and requirements pleaserefer to COMFRCINST 4790.4.
12.1.2.2.3 Quality Control (QC)
Quality Control is that part of quality management focused on fulfilling quality requirements.
Quality control focuses on identifying defects through physical and practical inspection,
examination, and testing of product. Quality control requires determining the degree to which the
products’ inherent or acquired characteristics conform to applicable standards and specifications.
Quality Characteristics (QC) are those characteristics considered critical or which positively
determine product acceptability. QCs must be identified, classified, and integrated into work
documents. This is especially important for Safety of Flight, Flight Critical, or Critical Safety
Items. The QM is responsible to define quality control requirements for specific products andservices during quality planning.
12.1.2.2.4 Quality Improvement (QI)
Quality Improvement is that part of quality management focused on increasing the Depot FRC’s
ability to fulfil quality requirements. The QM is responsible for instituting and overseeing recurring
activity as necessary to enhance performance of the QMS in order to increase the Depot FRC’s
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ability to fulfil quality requirements. This recurring activity must include the process of establishingquality objectives and finding opportunities for improvement, continually, through the use of audit
findings and audit conclusions, analysis of data, QMS management reviews, or by any other meansthat generally leads to corrective action or preventive action.
12.1.3 Depot Level Technical Support and Programs
D-level technical support and programs include all the engineering and logistics sustainment
products and processes directly supporting Depot FRC production activities, including productionengineer support, logistics support, material disposition and special process certification.
12.1.3.1 Fleet Support Teams (FST) and FRC Maintenance, Repair and Overhaul (MRO)
Engineering and Logistics
The COMFRC FST Group enables end-to-end management and execution of sustaining engineeringand their logistics products and services. FSTs provide support to PMAs, including designing,
modifying and repairing assigned aircraft, engines, avionics and components and in-service fleet
support. They integrate engineering and logistics technical authority functions that sustain products
across the FRC enterprise, the Naval Aircraft Warfare Centers and the Naval Air Technical Data andEngineering Service Center. The FSTs are staffed for their assigned areas of equipment, systems,
and platform cognizance as a primary mission element in support of Fleet maintenanceorganizations. FSTs are assigned to various COMNAVAIRSYSCOM related weapons systems,
such as aircraft, engines, and components. The FSTs provide responsive support to Fleet
maintenance organizations when engineering and logistics technical support issues are encounteredas well as providing acquisition support to the PMAs to ensure new equipment and modifications
and upgrades to existing equipment are designed, tested and fielded with Fleet support and inservice sustainment as a primary consideration.
Each major FRC site (FRC East, FRC Southeast, and FRC Southwest) includes MRO Engineeringand Logistics Departments dedicated to providing sustaining engineering and logistics products andservices in support of the local depot level MRO function. This includes providing engineering
support for In-Service Repairs (ISRs), depot production, capability establishment, equipment andsystem troubleshooting, process improvement, repair dispositions, material analysis, technical data
and work documentation, metrology and calibration, and technology evaluation and insertion. It
also includes all phases of material management such as initial planning, provisioning andrequirements determination; acquisition and distribution; accountability; and ultimate issue for
consumption, retention or disposal.
12.1.3.2 Technical Authority, Certification, and Qualification
The COMNAVAIRSYSCOM Engineering and Sustainment Groups empower Technical Warrant
Holders, Deputy Technical Warrant Holders and subject matter experts across the COMFRC
Echelon organizations. Engineers empowered with technical authority provide:a. Safe for Flight requirements for FRC production and quality processes and FST one-time
flight recommendations.
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b. Provide engineering and technical oversight, guidance, and assistance to FRC Depots.
c. Provide engineering and technical oversight, guidance, and assistance Center for Naval
Aviation Technical Training (CENNAVAVNTECHTRA).
d. Develop and issue engineering requirements for special skill certifications for maintenancetechnologies, such as non-destructive inspection (NDI), welding and brazing, and composite repair.
e. Provide products and services in the establishment of training materials and methods, such ascourse content and testing and examination procedures, as requested by COMNAVAIRFOR,CENNAVAVNTECHTRA, and COMFRC.
12.1.3.3 Reliability and Maintainability (R&M)/Reliability Centered Maintenance (RCM)
Programa. COMNAVAIRSYSCOM has directed the application of R&M/RCM to all in-service andfuture aircraft, engines, aircrew systems, weapon systems, aircraft launch and recovery equipment,
and support equipment (SE), from technology development through disposal per NAVAIR 00-25403 and NAVAIRINST 4790.20.
b. R&M/RCM must be applied as a continuous, integrated activity based on sound engineeringand sustainment principles for developing safe and affordable failure management strategies.
Conduct of this analysis must be the basis for any effort that establishes or adjusts preventive
maintenance (PM) tasks and intervals as an element of the overall maintenance planning process.
12.1.3.4 Structural Life Limits (SLL) Program
The SLL Program provides policy and assigns responsibilities to ensure continuing structural safetyof fixed and rotary wing aircraft throughout their assigned service life. All levels of maintenanceare responsible for ensuring structural life limited items and components do not exceed the specified
limits per NAVAIRINST 13120.1 for fixed wing and NAVAIRINST 13130.1 for rotary wing
aircraft and applicable Service Life Bulletins (SLB), periodic maintenance information cards(PMIC), technical directives (TD), and interim rapid action changes (IRAC). Structuralmodification or alteration of life limited items and components may be changed by applicable TDs,
but not without determining the effect on aircraft assigned service life and approval by
COMNAVAIRSYSCOM. Responsibilities:
a. FSTs must verify all structural life limited items and dynamic components are incorporated inapplicable aircraft PMICs.
b. Depot FRCs must verify all individual aircraft logbooks and auto log-sets (ALS) reflect work
accomplished by the Depot FRC which may affect the structural life limited items or dynamic
components service life. For aircraft reworked on-site, reflect work accomplished in aircraft
logbooks or provide the documentation for aircraft logbook entry by the operating activity (asapplicable). The FST must include instructions for any required logbook or scheduled removal
component (SRC) card entries with Fleet Engineering Dispositions (FED).

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12.1.3.5 Integrated Maintenance Concept/Program (IMC/P)
IMC/P is a multi-phased (Prototype-to-Implementation) program maintenance philosophy based on
RCM analysis and focused on developing pro-active Preventive Maintenance Plans. NAVAIR AL081AO-IMC-000 is used by the PMA for planning to transition to the IMC/P and will be used in
preparing for the prototype and final approval processes to ensure all programmatic requirements
are anticipated and put in place prior to the commencement of the first PMI at the IMC/P site. This
handbook contains the general requirements which must be met for the plan before seeking
concurrence from the Integrated Maintenance Review Board and CNO (N980L). The planned
maintenance interval (PMI) Specification details inspection and processing specification
requirements necessary to perform scheduled aircraft D-level maintenance. The PMI Specification
can be used by both government and commercial contractor activities.
a. Key aspects of the IMC/P include:(1) A comprehensive RCM analysis that includes the justification of all maintenance tasks
without regard to specific levels of repair. It relies on decision logic for defining PM tasks that are
applicable and effective for a specific set of failure modes and outcomes. RCM engineering
analysis will be used to develop and identify PM tasks that will produce the highest degree ofavailability and readiness at the lowest overall life cycle cost. IMC/P targets improvement in theoverall material condition of the aircraft, optimum life-cycle costs, and reduced out-of-service time
while retaining safety considerations.
(2) The consolidation of maintenance tasks that safely minimizes the duplication of effort
among O-level, I-level, and D-level. Eliminating redundant tasks and combining multi-level artisan
skill sets will allow programs to achieve a wider range of tasks without regard to location. Thisinitiative allows programs to move D-level skilled artisans closer to the warfighter, improves Fleet
readiness through personnel training, and reduces aircraft downtime.
(3) Fixed Service Periods (FSP) are established by type/model/series (T/M/S) and are basedon RCM analysis, operational requirements, safety, and economic considerations. Fixed Induction
Dates (FID) for IMC/P events are set for the specific Month and Year. Planners may induct an
IMC/P aircraft any time during that specified month, or up to 2 months earlier if required, forscheduling purposes to support operational requirements, promote level scheduling of D-level
events, or compliment budget submission timelines.
(4) Calendar Based induction scheduling consists of Fixed Induction Dates (FID) for IMC/P
events set for a specific Month and Year. Planners may induct an IMC/P aircraft any time duringthat specified month, or up to 2 months earlier if required, for scheduling purposes to support
operational requirements, promote level scheduling of D-level events, or compliment budget
submission timelines.
(5) Block Scheduling inductions consists of prescribed blocks (i.e. induction) at each
designated repair point (D-level facility) while also allowing the flight experience of the aircraft
dictate which aircraft are to be inducted by filling the pre-determined induction blocks at said
designated repair point (DRP). The concept aligns with OPNAV requirement in that the prescribed
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blocks meet the budget forecast requirement. The concept meets the Fleet requirement where fillingthe blocks based on aircraft flight experience provides the Fleet with more flight line time andflexibility to adjust to changing mission requirements as well as eliminate the early inductions thatare taking away valuable utilization time from the Fleet.
12.1.3.6 Aircraft Service Period Adjustment (ASPA) Program
The purpose of the ASPA Program is to establish a process to evaluate the material condition of asmall number of aircraft that have not converted to the Integrated Maintenance Concept (IMC).
ASPA processes are defined in OPNAVINST 3110.11 and NAVAIR 00-25-403.
12.1.3.7 Automatic Test Equipment (ATE) and ATE Test Program Sets (TPS)
a. ATE are required to support present and future complex aircraft weapon systems. The
development of Navy organic capability to support these weapon systems includes the requirement
to support the required ATE TPS. Functionally, the TPS computer program operates within an ATE
system and is connected to a unit under test (UUT) in such a manner to isolate and detect faults
within the UUT to its defective part(s). All ATE and ATE TPS used in common by I-level or Dlevel maintenance activities in support of designated airborne weapon systems, and all D-level only
ATE and ATE TPSs are funded and developed by COMNAVAIRSYSCOM IAW OPNAVINST
3960.16.
b. The FST is the COMNAVAIRSYSCOM Technical and Certification Authority fordesignated ATE and ATE TPS. The FST has the responsibility and accountability to establish,
monitor, certify, and approve technical products and processes in conformance to higher authority
policy, requirements, architectures, and standards including Test Workaround Procedures.
c. TPS Development is provided by COMNAVAIRSYSCOM. The TPSs provided by TPS
Development are made up of hardware and software elements and all supporting documentation.
The TPSs provide the Fleet and FRCs the capability to maintain and repair complex aircraft weapon
and avionic systems using ATE. COMNAVAIRSYSCOM furnishes organic TPS Development
teams to provide Fleet introductions and on site verifications of the TPSs.
d. Consolidated automated support system (CASS), electronic (eCASS) and reconfigurable
transportable (RT) CASS Installation/Validation/Verification support is provided by
COMNAVAIRSYSCOM in the form of effective, reliable CASS and RTCASS testing and support
to the naval aviation warfighter on all aircraft carriers and amphibious assault ships (CVNs, LHAs,
and LHDs), Naval Air Stations (NAS), and Marine Corps Air Stations (MCAS) per therequirements of PMA-260, COMNAVAIRSYSCOM, Patuxent River, MD.
12.1.3.8 Mobile Facility (MF)
COMNAVAIRSYSCOM is designated as the Technical and Certification Authority on MF used by
the Navy and Marine Corps. The FST has the responsibility and accountability to establish,
monitor, certify and approve technical products and processes in conformance to higher authority
policy, requirements, architectures, and standards per NAVAIR M-13670.1.

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12.1.3.9 Joint Deficiency Reporting System (JDRS)
a. JDRS is used to report deficiencies concerning aircraft, systems, and equipment. The systemprovides notification to appropriate stakeholders and their support teams responsible forinvestigating and correcting the discrepancy, guides responses, compiles data, helps resolve
problems, and serves as a historical resource to research prior occurrences. The goal is to resolve
every safety deficiency promptly and to provide effective leading indicator metrics to prevent
reoccurrence of safety, reliability, and maintainability issues.
b. For details of the reporting tools, methods and processes for NAMDRP deficiencies refer toparagraph 10.9.
c. The CIM module in JDRS is used to report and identify item criticality (critical safety item
(CSI)/critical application item (CAI)). Details of the reporting methods and processes for CIM arein paragraph 12.1.3.12.
12.1.3.10 System Safety Program
a. The purpose of the System Safety Program is to identify, eliminate, or mitigate risks in thedesign of weapons systems to an acceptable level. This includes risks to hardware, software, andhuman systems interfaces and risks to the system, personnel and the environment.
b. DODINST 5000.02 requires program managers to establish a System Safety Program,regardless of ACAT category per the methodology in MIL-STD-882. The DODINST 5000.02 and
SECNAVINST 5000.2 identify the risk acceptance authorities for System Safety Risks. The
COMNAVAIRSYSCOM Engineering and Cyber Warfare Group Director is responsible for
implementing, maintaining, and overseeing NAVAIR System Safety Policy per NAVAIRINST
5100.3.
c. FSTs will conduct analysis to determine the high priority projects that present the greatest
cost mishaps through EI files, incident and mishap reports, and PQDRs. In addition, FSTs willconduct initial risk assessments of hazards identified as a screening process to determine if the EI issafety critical and gather, track, and trend safety data from OPNAVINST 3750.6, HAZREPs, EIs,
PQDRs, and MIL-STD-882D reports.
12.1.3.11 Central Technical Publications Library (CTPL)NOTE: Fleet Readiness Center Western Pacific (FRCWP) will manage CTPL per
Chapter 7. All other Depot FRCs will manage their CTPL per this chapter.
a. The CTPL serves two important functions. It provides a central source of up-to-dateaeronautical reference material and is a ready reference source for personnel training and individual
improvement. To perform these functions, the Central Technical Publications Librarian must
manage and control the distribution of technical publications for every T/M/S aircraft and related
equipment in the organization's physical custody consistent with the maintenance level of
responsibility involved. Retention of master copies of publications in the CTPL is optional if thesame publications are held by one or more dispersed libraries. Controlled electronic media technical
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publications and directives should be used whenever available on any approved Navy Marine Corps
Internet (NMCI) devices.
b. Management of the CTPL includes determining which technical publications are needed tosupport the organization, controlling receipt and distribution, and ensuring all publications are
current and in good condition. Internal control and distribution of this instruction is a Central
Technical Publications Librarian’s responsibility.
c. Depot FRCs must adhere to NAVAIR 00-25-100, which contains detailed information about
establishing and operating a CTPL. It also describes the requirements, functions, andresponsibilities of personnel assigned to maintain aeronautical technical publications.
12.1.3.12 Critical Item Management (CIM)
a. FSTs are designated as the Engineering Support Activity (ESA) for each aircraft platform forwhich they are defined as the cognizant authority. The term ESA is synonymous with Design
Control Activity. The ESA is responsible for CIM for their platform. CIM denotes the sourcing,
manufacturing, and repairing of naval aviation CAIs and CSIs, collectively referred to herein as CIs.
CIs are items the failure of which has been determined to result in MIL-STD-882 severity Category
I or Category II consequences.
b. Technical empowerment levels related to CIs is categorized by technical domain and isdelegated by the Technical Warrant Holder for each domain.. Engineers within an ESA that haveauthority to officially sign off on completed work related to CIs within their purview are designatedas basic design engineers (BDE). BDE tasking includes but is not limited to:(1) Item criticality determinations using Failure Modes and Effects Analysis (FMEA) anddetermination of critical characteristics for CSI items.
CIs.

(2) Development and approval of manufacturing plans for local one-time manufacture of(3) Technical review of DLA 339 (Request for Engineering Support) and provide
engineering guidance.
(4) Participation in the resolution of CIM policy issues related to the BDEs platform and areaof competence.
(5) Participation in the resolution of conflicting initial capabilities documents (ICD) for
items that are used on multiple platforms.
(6) Participation in the resolution of issues related to alternate sources for CIs.
(7) Review of Source Approval Requests (SAR).
(8) Development of Quality Assurance Provisions (QAP) for alternate source qualification.
CSI.

(9) Approving sources of supply, technical data packages and site surveys as applicable for

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c. Each FRC has a Critical Items Management Coordinator (CIMCO). The CIMCO duties fall
into the following categories:(1) CIM Oversight. The CIMCO is the local site process owner and functions as a liaison
for COMNAVAIRSYSCOM Engineering, NAVSUP WSS, and DLA for emergency or problem
issues with specific vendors. The CIMCO is a member of the Navy CIM Policy Team, and manages
CIM funding and metrics for their FRC. The CIMCO maintains the CIM database inputs for their
FRC.
(2) Engineering Request Coordination. The CIMCO or their delegated representative
provides overarching guidance and ownership of DLA/NAVSUP WSS engineering requests to the
ESAs at their FRC. This includes tracking and assigning tasks to the appropriate engineering teams,
tracking and recording all engineering responses, and expediting turn-around times, questions, etc.
(3) Source Approval Request (SAR) Package Review Coordination. SAR packages areformal proposals from vendors seeking to become alternate sources for items procured by or
repaired for the Government. The CIMCO receives all SAR packages from DLA and NAVSUPWSS that are sent to ESAs at their site. The CIMCO then verifies item criticality, FMEA, any
relevant Product Quality Deficiency Reports (PQDR), and Hazardous Materials Reports(HMR)/Engineering Investigations (EI) for the SAR packages received and then performs an indepth review of the SAR package using the SAR checklist. Once the SAR package has any
discrepancies corrected the CIMCO routes the SAR packages to the appropriate ESA. Oncecompleted, the CIMCO will review and add relevant QAP and Contract Data Requirement List
(CDRL) forms or templates then closes out the SAR packages per the SAR review process.
(4) First Article Test and Production Lot Test Process. Each FRC performs First Article
Testing and Production Lot Testing for items procured from alternate sources. Testing is performed
as required by the contract, and typically includes some combination of dimensional validation,material property validation, and form/fit/function testing. Upon completion of testing, the FRC
notifies the customer (NAVSUP WSS or DLA) of test results (pass, fail, or conditional acceptance).
(5) Item Criticality Database (ICD) System. The Navy has developed and implemented an
ICD module into the JDRS (https://www.jdrs.mil/)JDRS is the official database for item criticality
determinations. In addition to an item’s criticality, the database also contains information on an
item’s critical characteristics, its national stock number (if any), and approved sources. CIMCOs
can provide assistance with the JDRS ICD to engineering on an as needed basis. CIMCO will
review and research all ICDs including FMEA. CIMCO will verify approved source entry,
attachment of SAR packages, and verify critical characteristics entry for CSI items for any approved
alternate sources of supply and repair.
12.1.3.13 Material Engineering Disposition Program (MEDP)
a. The MEDP is used to systematically evaluate whether material that does not conform tospecification can be scrapped, reclaimed and used “as is”, reworked, or repaired withoutcompromising the end product’s quality.

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NOTE: Material disposition is performed by the cognizant Engineering Group.
b. The MEDP applies to all aeronautical material, including SE, when authorized repair has notbeen established. The MEDP may apply to material determined to be in critical supply. The MEDP
does not apply to deficient material reported per paragraph 10.9.
c. Depot FRC-caused discrepancies that affect the conformity of material will be annotated as
an ER/AR in ePower. Engineering will provide Temporary Engineering Instructions (TEIs) for the
disposition of the material.
d. When material is found to be in nonconformance of specifications or procedural requirements
and cannot be processed normally, the material will be identified by being appropriately tagged,
segregated, and stored in a designated MEDP holding area.
e. The Depot QMS must include a control system for retaining MEDP data on file for aminimum of 1 year.
f. The MEDP Request for Engineering Information (REI) form must be prepared prior to
submission of the material to the MEDP.
g. MEDP action must commence within 10 workdays of discovery. The FST will decide if thematerial will be used "as is", reworked, or scrapped. Decisions regarding acceptance of recurring
discrepancies must consider corrective action, number of items involved, and frequency ofrecurrences. If material can be made acceptable by rework or repair, it will be reworked or repairedby specific procedures designated or provided by the MEDP and reviewed by Quality Control for allnecessary work instructions and needed verification lines.
h. Material identified for scrap must be mutilated to prevent reuse, intermingling with
conforming material, or future reclamation. Depot FRCs must develop disposition procedures.
12.1.3.14 Nondestructive Testing and Inspection (NDT/I) Program
12.1.3.14.1 Purpose
The purpose of the NDT/I Program is to establish and maintain an NDT/I Program that responds tothe needs of naval aviation. The specific objectives of the Depot FRC NDT/I Program are to:a. Determine serviceability of new and used parts by using NDI techniques to check them for
hidden defects.
b. Provide training.
c. Provide technical services.
d. Maintain periodicity in all NDI disciplines.
12.1.3.14.2 Responsibilities
The following duties and responsibilities are defined and assigned.

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a. COMNAVAIRSYSCOM is responsible for managing a program of research, development,
training, and application of NDI techniques and equipment.
(1) A program manager must be designated to provide overall management direction.
(2) NAVAIRINST 13070.1 assigns responsibilities within COMNAVAIRSYSCOM.
(3) Designating an NDI Program coordinator responsible for monitoring, evaluating andstandardizing the Depot FRC NDT/I application and training program elements, including
scheduling and conducting periodic NDI Program review.
b. Each Depot FRC that maintains NDI capability is responsible for assigning an NDT/I
Program Manager to direct and implement the internal NDT/I Program. The Program Manager
must:(1) Act as the primary NDI point of contact for fleet activities and all external NDI matters.
(2) Provide technical coordination of all NDT/I functions.
(3) Develop and approve NDI procedures for dissemination both in-house and to the fleet
activities.
(4) Review and approve all outgoing directives involving NDI procedures.
(5) Ensure properly manned, equipped, qualified, and certified NDI personnel are
maintained at all Depot FRCs.
(6) Provide technical assistance to I-level and O-level activities on NDI matters related tosupported weapons systems.
(7) Coordinate with ACC or TYCOM prior to issuing NDI directives and techniques for fleet
implementation.
(8) Maintain a documented NDI training, qualification, certification, and recertification
program for assigned personnel.
(9) Maintain communication with lead NDI Program personnel at COMNAVAIRSYSCOM
and all FRCs/FSTs.
(10) Provide technical support to the Fleet NDI training program as requested by
COMNAVAIRSYSCOM, CNATT, or COMNAVAIRFOR.
c. Each Depot FRC must have a radiation safety program sufficient to ensure safe X-ray
operations. Program requirements include, but are not limited to, compliance with all X-ray
radiation safety requirements per NAVSEA S0420-AA-RAD-010. A Radiation Safety Officer andan Assistant Radiation Safety Officer must be assigned to monitor this program.
NOTE: RAD 010 takes precedence over radiation safety procedures contained in NAVAIR
01-1A-16.

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d. Written procedures for NDI directives for fleet implementation must be explicit and verified
by the ACC or TYCOM. When references are used they must be those normally available to themaintenance level involved. Whenever possible, equipment and material required must be thoselisted in NAEC-MISC 52-0385. When this is not practical, the FST will identify required
equipment and materials, for example, transducers, wedges, fixtures, probes, standards, and provide
such items to fleet activities concurrently with inspection directives. If the directed inspection is ofa continuing or repetitive nature, a support equipment recommendation data form must be submitted
by the originating FST per MIL-HDBK-2097A. Each NDI directive must indicate an NDI point ofcontact.
NOTE: When deemed necessary by the cognizant FST and NDI Program Manager, TDs
requiring complex NDI inspection techniques or where the area of interest andnonrelevant indications may be misinterpreted must be supplemented by drawings,
photographs, or video tape for clarity. This supplemental material must be dated,serialized, and controlled by the CTPL as part of the TD.
e. Depot FRCs must ensure the focus of the NDI Program is to provide a quality product not tobe compromised by production expediency.
12.1.3.14.3 Fleet Training Programa. Depot FRCs must provide NDI training examination and qualification per NAVAIRINST
1500.2 and as identified in the CANTRAC (NAVEDTRA 10500).
b. COMNAVAIRSYSCOM must:(1) Provide Depot FRCs with current, complete training courses.
(2) Monitor and update the CANTRAC.
(3) Coordinate training requests for military and civilian NDI personnel with the cognizant
Depot FRC. Quota control authority for military personnel is normally delegated to the Depot FRC
that teaches the course. A requesting activity, in receipt of ACC or TYCOM approval to obtain acourse quota, will normally contact that D-level directly. In emergency situations where course
quota conflicts cannot be resolved between the requestor's chain of command and the Depot FRC,
COMNAVAIRSYSCOM will be contacted to arbitrate a solution.
c. Depot FRCs must:(1) Provide NDI operator training.
(2) Provide NDI Technician recertification training.
(3) Submit proposed NDI course changes.
(4) Administer standardized practical and written examinations to fleet personnel. One
retake of the examination will be permitted. Repeated failure will be reported to the individual's CO
and TYCOM for appropriate action.

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12.2 Depot Special Process Certification
12.2.1 Generala. Various skills or processes performed at Depot FRCs are not readily verifiable or are of sucha critical nature as to preclude the use of normal certification requirements. For these reasons,special certification is required to ensure that artisans performing these processes meet acceptablelevels of competence. The Director of Safety, Quality & Regulatory Compliance establishes the
local program requirements with engineering, production, and career development assistance anddetermines those operations and processes which require special certification.
b. Depot FRCs must ensure a comprehensive special certification/licensing program isdeveloped, implemented, and administered. These requirements will be used as minimum
guidelines for the establishment of a special certification program. To that end, Safety, Quality &Regulatory Compliance is designated as the final approving authority in all areas concerning special
certification. Special Process certification/qualification training requirements are contained in
COMFRC M-4855.6, Advanced Skills Management (ASM)/Job Qualification Requirements (JQR),
and national local process specifications/local engineering specifications (LPS/LES).
c. Critical processes performed at Depot FRCs must be controlled by the special processcertification program. The following are engineering special processes mandated by othergoverning authority:(1) Miniature/Microminiature (2M) and Basic Soldering.
(2) Nondestructive Testing and Inspection (NDT/I).
(3) Aeronautical Equipment Welding.
(4) Composites.
(5) Hole Quality.
(6) Bearings, General and Instrument.
(7) Heat Treat.
(8) Shot Peening & Rotary Peening.
(9) Low Observable (LO) Coatings (MAG RAM).
(10) Plastic Media Blast (PMB).
(11) Electroplating and Surface Finishing.
(12) Thermal Spray.
d. These operations or functions are designated as non-engineering special processes due torequiring special licensing or certification:(1) Aircraft Taxi.
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(2) Aircraft Turn-up.
(3) Aviation Life Support Systems (ALSS).
(4) Engine Test Cell.
(5) Plane Captain.
e. Additional special process certification programs may be identified based on the following
criteria:(1) Processes which cannot readily be verified.
(2) Processes which jeopardize personal safety.
(3) Processes critical to end use, safety of flight, or critical safety items.
(4) Processes which require special training.
(5) Processes which have state-of-the-art technology and operator proficiency requirements.
12.2.2 Responsibilities
a. Safety, Quality & Regulatory Compliance must:(1) Coordinate local special process program requirements. Any changes in processes orfunctions will be forwarded to the model manager for that special process certification or licensing
program. Model manager will finalize and implement those procedures by changing ASM/JQR to
ensure effectiveness of the program. Model managers for each special process are defined in the
COMFRC M-4855.6.
with.

(2) Ensure all elements necessary for qualifying an individual are established and complied(3) Maintain and provide to management and other departments (as appropriate) records andstatistics which indicate effectiveness.
b. Aviation Maintenance/Production must:(1) Assist in the development and implementation of a comprehensive special processcertification and licensing program and provide instructors, facilities, and equipment for training.
Additionally, determine skill competency (as appropriate).
(2) Ensure requirements for qualifying or requalifying in the program are met and all
supportive documentation, for example, individual qualification records, results of training, medical
evaluations (if applicable) written and practical examinations, are provided to Safety, Quality &Regulatory Compliance prior to the qualification or requalification.
(3) Assist in providing corrective and preventive action in cases of questionable
performance. Assists in suspension or revocation actions when requested by Aviation
Maintenance/Production, Safety, Quality & Regulatory Compliance or Engineering. In each case of
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suspension or revocation, stamps (if applicable) must be immediately delivered to Safety, Quality &Regulatory Compliance. When special process or special licensing certificates are revoked theymust be immediately documented in the appropriate system of record.
(4) Notify Safety, Quality & Regulatory Compliance of any changes in certifier status, forexample, retirement, promotion, transfer (permanent or temporary) or other conditions that would
preclude the continuation of special skill certification.
(5) Maintain qualification records and ensure timely renewal of qualifications. Ensure theupkeep and accuracy of training, task and special process certification, licensing requirements, and
ASM for artisans assigned to all FRC sites.
c. Engineering must:(1) Provide specification requirements and other technical expertise required for training,
examinations, and criteria for development of qualification criteria.
(2) Provide laboratory analysis support, evaluation of practical and written examination, andtheir respective results. Additionally, determine skill category when appropriate.
d. Career Development Division or applicable office must:(1) Provide trained, qualified personnel to support Aviation Maintenance/Production’s
special processes.
(2) Coordinate input for developing training and examination requirements.
(3) Maintain training record database (ASM).
e. Occupational Safety and Health Office must:(1) Administer and monitor the occupational medical surveillance program for special
process certification.
(2) Perform audits and surveillance on safety programs in accordance with OPNAVINST
5100.23.
f. Management Controls must provide information resources support.
g. All departments must provide assistance in the development and implementation of program
requirements per this chapter to include providing for training, instructors, facilities, andexaminations.
12.2.3 Requirements
12.2.3.1 Miniature/Microminiature (2M) and Basic Solderinga. The complexity of electronic assemblies and the sensitivity of their components to physicaland electrical overstress requires repairs be performed by formally trained and certified 2M Repair
Technicians at designated 2M activities. NAVAIR SE-004-PQS-000 contains the 2M certification
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and recertification requirements, and provides guidance for managing and monitoring 2M repair
facilities and technicians.
b. Basic Soldering is currently not covered by NAVAIR SE-004-PQS-000 and will be covered
under ASM. Basic Soldering Technicians are only authorized to work on wiring, soldering ofterminals, and connectors with wires AWG 26 and larger that are not enclosed in electronic
assemblies.
c. The following are Basic Soldering certification requirements:(1) Completion of Basic Soldering Course, (COMFRC-70000-0013).
NOTE: Basic soldering will be entered into ASM or equivalent database upon completion of
the initial course and upon completion of each recertification.
(2) Basic Soldering technicians must recertify every 18 months.
(3) Basic Soldering Technicians must be recertified with Basic Soldering Proficiency Test
provided by a Depot 2M Instructor or a certified 2M Technician Recertifier.
d. Use of specialized 2M Equipment. Due to the complex nature of certain electronic systems
and the advancement of new technologies, specialized 2M equipment may be used, if the following
requirements are met:
(1) All manual or automated soldering equipment must meet the guidelines of J-STD-001E,
Appendix A, "Guidelines for Soldering Tools and Equipment." This guideline sets limits forleakage current, tip to ground resistance, temperature control, and equipment maintenance. The
equipment should also be ESD safe to equipment and personnel. Hand-held hot air tools will not be
used to remove SMT or through-hole components unless specifically designed to do so andsupported by an approved process.
(2) All automated soldering equipment should have process control capability and the ability
to duplicate the reflow process used in manufacturing. Specifically, automated equipment shouldhave the ability to control the ramp rates of the preheat, soak, dwell and cool-down cycles of therework profile. Equipment should have the ability to store known good reflow profiles.
Engineering should develop and approve profiles for each circuit card to be reworked. All rework
equipment should be used in accordance with the documented and approved processes.
(3) Initial equipment training for automated systems should be provided by the OEM withfollow-on training conducted by qualified depot personnel. Safety, Quality & Regulatory
Compliance should be involved to the extent necessary to ensure training, process and profile
development, equipment maintenance requirements and personnel equipment qualifications areproperly conducted, documented and maintained.
12.2.3.2 Nondestructive Testing and Inspection (NDT/I)
a. Minimum qualifications for an instructor to provide training qualification or requalification
for NDI personnel are:12-17

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(1) Two years of experience as an industrial NDI inspector Level II (or equivalent) working
in the methods being taught.
(2) A thorough understanding of the applications and limitations of all five basic NDI
methods.
(3) NDI instructor certification per local directives.
(4) For classroom instruction the individual must be a graduate of instructor training school.
b. Depot FRCs must ensure all candidates for the Navy NDI school at NATTC Pensacola, FL
are thoroughly screened and capable of meeting the equivalent requirements per the CANTRAC.
Special attention must be given to English comprehension and mathematical abilities.
c. Each Depot FRC must follow the COMFRC M-4855.6, ASM/NDI JQR and local LPS
defining qualification requirements and certification procedures for establishing NDI personnel aslevels I, II, III, and instructor. This procedure must be consistent with the framework of NAS 410.
12.2.3.3 Aeronautical Equipment Weldinga. Depot FRCs must provide welding training, examinations, and qualifications for civilian
welders per NAVAIR 01-1A-34 and the process defined by local written requirements. Welding
certification or recertification training is provided by qualified, certified instructors. Examination
will be performed by designated personnel. Each Depot FRC must have local written welding
qualification procedures consistent with NAVAIR 01-1A-34 defining the qualification process,documentation and acceptance criteria. Group(s) of metal(s) that require separate and distinct
certification are specified in NAVAIR 01-1A-34. Separate certification is also required for oxy-fuelsilver brazing process. Welder training is documented by the Welding Certification JQR. Uponcompletion of welding qualification training:(1) Shop supervisor recommends special skills certification.
(2) Safety, Quality & Regulatory Compliance approves special skills certification.
b. Minimum qualification for a welding instructor to provide training qualification or
requalification for welding personnel are:(1) Must maintain certification to instruct, perform, and meet recertification requirements inwelding processes and positions for which instruction is provided, on metal groups specified in
NAVAIR 01-1A-34. The welding instructor qualification is processed and documented with the
COMFRC Welding Certification JQR in ASM and recertify every two years.
(2) Must be fully qualified in all elements of the welding trade, including experience as anaeronautical welder in excess of the minimum required of a journey level welder.
(3) Must have a thorough knowledge of aircraft and maintenance welding skills andprocesses.

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c. D-level welders must requalify every two years and documented per ASM/JQR. If
applicable, D-level welders may complete equivalent non-Navy training per NAVAIR 01-1A-34,
satisfactory completion of recertification testing, and documented by JQR. Fulfilling thisrequirement must have local Materials Engineer approval.
d. Contractor (I or D-level) aeronautical welder’s certification, recertification periodicity mustcomply with NAVAIR 01-1A-34. Contractor welder’s certification processes, materials, position,and periodicity are per contract.
e. All certified aeronautical welders must weld on equipment, components, and items
manufactured from the group(s) of metal(s) for which they are currently certified and which weld
repairs are authorized by applicable maintenance technical manuals or directives. Welders must
maintain work record documentation.
f. NAVAIR 01-1A-34 contains additional information and guidance relative to qualification,
certification, recertification, periodicity, and employment of aeronautical welders. However, it is a
general series technical manual intended to be used with this instruction and with specificmaintenance, repair, overhaul manuals, and engineering documents. In cases of conflict between
certification or recertification policy of this instruction and NAVAIR 01-1A-34, this instruction willtake precedence.
12.2.3.4 Aircraft Taxia. Only personnel licensed and designated in writing by the CO may perform aircraft taxi. COs
must issue Aircraft Taxi License (OPNAV 4790/191) or ASM equivalent to civilian maintenancepersonnel. Designated personnel must be thoroughly knowledgeable and proficient in:(1) Applicable portions of the Naval Air Training and Operating Procedures Standardization(NATOPS) Manual.
(2) Capabilities, limitations, and safety precautions of the system requiring the ground
functional check and authorization to perform and certify those tasks.
b. Initial certification and periodic recertification must require a visual screening, medical
examination, written, and practical examinations that include turnaround, start, turn-up, shut down,
and emergency procedures.
c. Prior to initial certification, and annually thereafter, each candidate must pass a written andoperational test developed by a T/M/S NATOPS Officer and administered by a T/M/S Pilot
NATOPS instructor. QAS may administer written examinations.
d. Licensed Aircraft Taxi personnel must perform a taxi evolution every 90 days for the T/M/S
aircraft for which they are certified.
WARNING: DUE TO THE INHERENT DANGERS ASSOCIATED WITH TAXIINGOPERATIONS, AIRCRAFT SHOULD ONLY BE TAXIED TO FACILITATE
MAINTENANCE, IF NO OTHER MEANS ARE AVAILABLE TO POSITION
AIRCRAFT.
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NOTES: 1. The CO may not delegate the authority to sign an Aircraft Taxi License.
2. Only individuals authorized to fly helicopters may be permitted to taxi
helicopters (CNAF M-3710.7).
3. Only individuals authorized to fly tilt rotor aircraft may be permitted to taxi tilt
rotor aircraft (CNAF M-3710.7).
12.2.3.5 Aircraft Turn-up
a. Only personnel licensed and designated in writing by the CO may perform aircraft turn-up.
COs must issue Aircraft Engine or APU Turn-up License (OPNAV 4790/192) or ASM equivalent tocivilian maintenance personnel. Designated personnel must be thoroughly knowledgeable andproficient in:(1) Applicable portions of the Naval Air Training and Operating Procedures Standardization(NATOPS) Manual.
(2) Capabilities, limitations, and safety precautions of the system requiring the ground
functional check and authorization to perform and certify those tasks.
b. Initial certification and periodic recertification must require a visual screening, medical
examination, written, and practical examinations that include start, turn-up, shut down, andemergency procedures.
c. Prior to initial certification, and annually thereafter, each candidate must pass a written andoperational test developed by a T/M/S NATOPS Officer and administered by a T/M/S Pilot
NATOPS instructor or qualified functional check flight (FCF) pilot. QASs may administer written
examinations. For activities that have flight engineers or crew chiefs, the flight engineer or crew
chief NATOPS evaluator or instructor, under the direction of the NATOPS Officer, may administer
the written and operational examinations. NATOPS qualified flight engineers and crew chiefs mustcomplete the written and operational examination to be certified by the CO to turn-up aircraft.
WARNINGS: 1. ALL T/M/S AIRCRAFT MUST BE PROPERLY SECURED PER T/M/S
MAINTENANCE TECHNICAL MANUALS/NATOPS PRIOR TO ANY
MAINTENANCE TURNS.
2. ONLY NATOPS QUALIFIED NAVAL AVIATORS AND DEPOT FRC CO
AUTHORIZED PERSONNEL ARE AUTHORIZED TO ENGAGE
HELICOPTER ROTORS DURING ENGINE TURNS.
NOTES: 1. Depot FRC COs may designate qualified Aircraft Systems Inspector (ASI) in
T/M/S to administer specific written and operational examinations to engine/APU
turn-up nominees. Prior to designation, ASIs must satisfactorily pass T/M/S specific
written and operational examinations administered by a T/M/S Pilot NATOPS
instructor or qualified Functional Check Flight (FCF) pilot. Only one ASI per
T/M/S will be recommended for designation as ASI Engine/APU turn-up instructor
and allowed to administer the written and operational examinations.
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2. ASI Engine/APU turn-up licenses are valid only for engine/APU operation at theissuing FRC activity.
3. Depot FRC COs may authorize personnel to start engines and engage rotors orprops for ground system checks (CNAF M-3710.7).
4. The CO may not delegate the authority to sign an Aircraft Engine/APU Turn-up
License.
5. Activities operating Aircraft Mounted Gas Turbine Starters must comply with
APU turn-up qualification and licensing requirements.
12.2.3.6 Engine Test Cell Operatorsa. Accessories, components, and engines reworked, repaired, or overhauled normally require an
operational test or functional check in a test cell to determine performance parameters andcharacteristics. Only qualified and licensed test cell operators must be authorized to perform test
cell operations.
b. Employees certifying test cell operations that determine performance after rework, repair,modification, or overhaul and those employees certifying the Serviceable Tag-Material (DD-1574),
must be thoroughly familiar with and demonstrate a practical proficiency of the test cell capabilities,
limitations, safety precautions, and the procedure to adequately measure or determine performanceparameters and characteristics of the item being evaluated.
c. The initial certification and subsequent recertification(s) will require a written and practicalexamination that includes test cell pre-start, start, turn-up, shutdown, and emergency procedures.
12.2.3.7 Aviation Life Support Systems (ALSS)a. The ALSS Program establishes the policy and requirements for determining acceptablecivilian personnel certification qualifications for maintaining personnel parachute assemblies,
ejection seat drogues, and related egress equipment.
b. Only qualified, certified personnel must be permitted to pack, repair, and/or inspect personnel
parachutes, drogue chutes (excluding drogue chutes with non-removable head boxes), inflatablesurvival equipment, and seat survival kits. Personnel must be graduates of Navy Aircrew Survival
Equipmentman (PR) Class A School (or equivalent school from other service).
(1) Initial examination, certification requires completion of local classroom instruction or
OJT, and a written and a practical examination for specific ALSS equipment.
(2) Recertification is required annually and will be accomplished through a written and apractical examination.
c. Only qualified personnel who are certified by PMA-202/AECS FST are permitted to sign-off
both the corrected by and inspected by blocks in OOMA for Flight Test/PR work center.

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(1) Once a qualified artisan receives their certification stamp, they will receive the necessary
SMQs in OOMA to sign-off the corrected by block and/or the inspected by block.
(2) Qualified artisans are not authorized to sign-off any documents which require
verification by QAS.
d. Only qualified, certified personnel must be permitted to maintain, service, and/or inspectegress systems. Personnel must be graduates of Navy Aviation Structural Mechanic - (Safety
Equipment) (AME) Class A School (or equivalent school from other service) and one of thefollowing: CNATTU for specific T/M/S egress systems, original equipment manufacturer (OEM)training, or approved Depot FRC training curriculum. Depot FRCs must submit their training
curriculums to COMNAVAIRSYSCOM (PMA-202 or AECS FST) via COMFLTREADCEN for
initial approval and subsequent approval every 2 years.
(1) Initial certification will require completion of local classroom or OJT, and a written and apractical examination.
(2) Recertification is required annually and will be accomplished through a written and apractical examination.
NOTES: 1. AME or civilian personnel who have completed the CNATTU course for the F/A18E/F aircraft SJU-17 Navy Aircrew Common Ejection Seat (NACES) are also
qualified to perform work on SJU-17 NACES installed in F/A-18A-D and E/A-18G
aircraft. Completion of the CNATTU F/A-18E/F SJU-17 NACES course does not
qualify personnel to perform work on SJU-5A/6A ejection seat(s) installed in the
F/A-18A-D.
2. Personnel certified under the Depot FRC’s Personnel Explosives Handling
Qualification and Certification Program in accordance with OPNAVINST 8023.24,
may perform stand-alone work involving airframe fire bottle cartridges not
physically attached to ejection seats or their components.
12.2.3.8 Plane Captain Basic Duties and Qualifications
a. Modern naval aircraft are inherently complex. This complexity usually prohibits an
individual from having sufficient technical knowledge of all systems. Therefore, other techniciansmust perform those portions of the daily and turnaround inspections which are beyond the plane
captain's technical qualifications. However, this assistance does not relieve the plane captains of
their overall responsibilities. Because this assignment carries a high degree of responsibility, caremust be exercised in the selection of plane captains to ensure they possess the mechanical aptitude,
personal integrity, and motivation to accept this responsibility. The individual must possess thetechnical competence and sense of responsibility to ensure the aircraft is properly inspected andserviced before flight. Comprehensive formal and OJT programs are necessary to ensure only themost qualified individuals are designated as plane captains.

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b. To highlight the technical training required and to standardize the degree of excellence
desired, the minimum duties and basic qualifications for formal designation and assignment follow.
The Plane Captain must meet the following requirements:(1) Possess the qualities of personal integrity, maturity, judgment, and aptitude which arevital to the success of assigned tasks.
(2) Be familiar with and demonstrate practical knowledge of the particular type of aircraft
and its systems.
(3) Perform daily and turnaround inspections in conjunction with assisting personnel.
(4) Assist pilots in flight preparation and be capable of advising them of the material
condition of the aircraft.
(5) Be responsible for the cleanliness and prevention of corrosion on the aircraft, by pursuingan effective and continual preventive maintenance program.
(6) Be thoroughly familiar with and demonstrate knowledge of the aircraft cockpit, ejection
seats, controls, and systems, as well as starting and ground turn-up procedures.
NOTE: Perform starting and ground turn-up functions only when authorized in writing by
higher authority. Refer to paragraph 12.2.3.5 for additional details.
(7) Demonstrate knowledge of the ordnance and aircraft armament systems (AAS) installed
in or on the aircraft to the extent necessary to ensure during daily and turnaround inspections,
ordnance (to include CADs), AAS, and, ejection seat are in a safe and ready condition.
(8) Be thoroughly familiar with fueling and defueling procedures, have a complete
knowledge of applicable safety instructions, and demonstrate the ability to understand and comply
with them.
(9) Show knowledge of the content and be able to use the technical publications necessary
for proper servicing and maintenance of the aircraft. All personnel taking oil samples, servicing,and performing maintenance on engine/gearbox systems must be fully aware of the importance ofcorrectly documenting oil consumption and procedures to be followed when high oil consumption issuspected.
(10) Know how and when to use the methods of aircraft security required for various
weather conditions and demonstrate such knowledge. Particular attention should be given to thesecurity of control surfaces and the correct points for attaching aircraft tie-downs.
(11) Demonstrate, in writing or by practical examination, a complete knowledge of theprocedure for riding brakes and any peculiarities of the braking system of the assigned aircraft.
(12) Demonstrate, in writing and by practical application, a complete knowledge of thestandard hand and wand signals, including those signals used for controlling aircraft ashore.

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NOTE: A certified plane captain, or a flight engineer or crew chief qualified to perform plane
captain functions, will be present and supervise all launches and recoveries ofaircraft.
c. Plane Captain, Crew Chief, and Flight Engineer Qualification. To ensure personnel
designated as plane captains, crew chiefs, and flight engineers are fully qualified, COs will initiatecomprehensive instructions and establish indoctrination and training programs. Upon initialqualification each candidate must receive a thorough written and practical examination. Althoughrequalification is not required, semi-annual proficiency monitoring by a QAS is required to verify
competency.
(1) A Plane Captain Selection and Examining Board will be established by each activity.
During their training cycle, trainees must not be given full or final responsibility for inspection of
the aircraft. This responsibility rests with designated plane captains. When trainees havedemonstrated their knowledge of the aircraft to the extent that they can satisfactorily complete theplane captain's examination and are approved by the Plane Captain Selection Board, they should be
so designated. The Plane Captain Designation (OPNAV 4790/158) must be signed by the CO or
Production Officer. The form must be completed when the individual is initially qualified.
Documentation of the initial plane captain designation must be entered in the individual's training
record. Personnel qualified in aircraft T/M/S by one command must be screened, qualified, anddesignated by the new command. Plane captains must be designated using OPNAV 4790/158 orusing ASM equivalent.
(2) In commands where flight engineers or crew chiefs perform the functions of a plane
captain, completion of the training curriculum and the designation as a flight engineer or crew chiefby the CO must qualify the aircrewman for plane captain duties. In such cases, the flight engineer
or the crew chief training syllabus must include all plane captain qualifications/requirements. Flightengineers and crew chiefs, qualified as plane captains per this paragraph, are not required to take aseparate plane captain examination or appear before the Plane Captain Selection and Examining
Board. In those commands where the flight engineer or crew chief training syllabus does notinclude plane captain qualification requirements, personnel must qualify as plane captains per theparagraph above.
NOTE: The designation of plane captain in no way nullifies the requirement for designating
aircrewmen under current NATOPS instructions.
12.3 Naval Air Technical Data and Engineering Service Center (NATEC) Engineering
Technical Services (ETS)a. NATEC ETS representatives provide advanced fault isolation and troubleshooting support;
technical information research and advice; assistance in resolving complex problems; and training(on-the-job) in conjunction with the installation, operation, maintenance, modification, and repair ofapplicable aircraft weapon systems. This includes both ashore and afloat activities. Services areplanned, managed, and provided by NATEC, San Diego, CA. NATEC can provide formal training
in the absence of available alternatives, e.g. courses offered by Center for Naval Aviation Technical
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Training detachments and mobile training teams. ETS are comprised of both organic Navy ETS(NETS) and Contractor ETS (CETS). NETS personnel are federal government civilian employees,
and CETS personnel are commercial or industrial contractor employees, who perform ETS under acontract managed by NATEC. NATEC ETS personnel have the authority to provide on-site training
and technical advice but do not inherently possess the technical authority to make engineering
judgments that affect the safety or flight worthiness of a weapon system. Those decisions must be
deferred to the designated FST or other appropriate technical authority for the weapons system,
unless NATEC ETS personnel are granted this authority by name and position.
b. ETS is a logistics element required to:(1) Assist Naval Air Systems Command in performing the initial transfer of knowledge fromequipment manufacturer to organic Navy during equipment introduction.
(2) Provide OJT and technical assistance to Navy and Marine Corps technicians for thesustainment of weapons systems and associated support equipment.
(3) Provide assistance for resolution of unusual or difficult maintenance problems.
(4) Maintain technical information channels and liaison between the FST and the Navy.
c. When required, ETS will be used to complement CENNAVAVNTECHTRAU and
CNATTMARU shore-based turnaround training through mentoring, advanced troubleshooting, andon-the-job training. They are not intended to be a corrective measure for inadequate ILS planning,funding, or execution. ETS will not be used to augment maintenance manning. Use of ETS aboard
ship during routine CV and CVN work-up training periods and short term assists is an ACC andTYCOM management option. Normally, ETS will not be embarked for extended deployment.
d. In those instances where actual, unavoidable logistics or personnel training deficiencies exist,
ACCs/TYCOMs may continue to deploy ETS on a limited basis. Such support will be handled on acase by case basis where that option is the most logical cost effective alternative. Use will beclosely controlled, limited to finite periods, and kept to an absolute and justifiable minimum. In eachcase, the logistic deficiency or training objective necessitating the use of embarked ETS must be
identified to the ACC/TYCOM and NATEC by the requesting activity.
e. NETS are the primary source of ETS for equipment operators and maintainers. CETS are
authorized only when the required support is not available from NETS resources.
f. NETS duties and responsibilities include but are not limited to:(1) Provide technical advice, assistance, and training on the installation, maintenance, repair,and operation of weapon systems and equipment.
(2) Evaluate and advise on technical deficiencies in the maintenance and operation of
weapon systems or equipment and recommend methods to eliminate these deficiencies.
(3) When requested by proper authority, provide subject matter expertise inputs toinvestigation team on accidents and incidents due to system or equipment failures.
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(4) Maintain close liaison with FSTs, COMNAVAIRSYSCOM, and contractor personnel
and provide technical advice and assistance to resolve maintenance problems/design deficiencies.
(5) Provide technical advice and training to maintenance personnel in resolving difficult
maintenance problems.
(6) Relay training and equipment deficiencies to the MO and propose solutions forcorrection.
(7) Prepare and submit technical reports as required.
(8) Assist in the installation of aircraft equipment, shipboard and ashore, and provide OJT toappropriate military and civilian personnel.
(9) Perform emergency maintenance (direct assistance) on equipment to resolve technicallydifficult problems when temporary skill or manning shortages prevent accomplishment by assigned
personnel. NETS will not perform routine maintenance except under unusual circumstances andnever for prolonged periods of time.
(10) Provide technical advice and assistance in connection with operational
evaluation/technical evaluation.
(11) Participate in technical publication reviews, ILS Management Teams, MTRRs, and
NTSP conferences.
g. NETS personnel will not routinely be used for:(1) Inspections, installation of engineering changes, evaluation of new equipment
performance, or arranging for shipment of defective ACC/units.
(2) Performance of tasks considered organic to the user activity, for example, nonspecialized
training, standing duties, and performing military administrative functions.
h. Civilian NETS positions are designated as Emergency-Essential per 10 U.S.C. § 1580.
i. CETS scope of duties is identified or outlined in the terms and conditions of the contract.
(1) CETS contracts are developed by NATEC based on the requirement. CETS are provided
to augment the NETS staffing and are intended to be completely interchangeable.
(2) Point of contact for CETS is the Contracting Officer Representative, who is assigned to
the NATEC ETS Business Operations Division.
(3) Perform emergency maintenance (direct assistance) on equipment to resolve technicallydifficult problems when temporary skill or manning shortages prevent accomplishment by assigned
personnel. CETS will not perform routine maintenance except under unusual circumstances andnever for prolonged periods of time.
j. CETS personnel will not:12-26

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(1) Be appointed, employed, or placed under the supervision or direction of Navy personnel.
(2) Be placed in a policy making position.
(3) Be placed in a position of command, supervision, administration, or control over militaryor civilian personnel or personnel of another contractor.
(4) Be used to avoid manpower ceilings or other personnel rules and regulations of OPM,
DOD, or DON.
(5) Become a part of the government organization or use government facilities for normal
day-to-day CETS activities with the exception of shipboard deployments and field sites.
(6) Represent any government activity at meetings or conferences. (This does not prevent
CETS from serving as a technical advisor to the activity representative, but NETS will be used forthis function when available.)(7) Perform tasks that are considered organic to the user activity, for example,
nonspecialized training, standing duties, and performing military administrative functions.
k. Initial ETS requirements will be included in appropriate ILS and phased support plans. Fromthese, long-term programmatic ETS support plans will be developed by NATEC in conjunction withindividual Fleet customers, ACCs, TYCOMs, and APMLs. These programmatic plans will
document requirements by site/billet and will be used to justify budget requests and allocate
available resources. Additional ETS guidance and information is in NATECINST 5400.1 and other
ACC or TYCOM directives (as applicable).
NOTE: For ETS support of airborne weapons release and control, stores management
systems, expendable targets, UAS Groups 1 and 2 not governed by this instruction,and related equipment refer to OPNAVINST 8000.16.
l. Contractor maintenance services, including logistic support representative services, areprocured through Logistics and Management Department but do not fall under the definition of
ETS. Policies and responsibilities concerning other contractor maintenance are in Chapter 11.

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CHAPTER 13
Naval Aviation Logistics Command Management Information System (NALCOMIS)
Table of Contents
13.1 INTRODUCTION ..................................................................................................................... 1
13.1.1 General Information .......................................................................................................... 1
13.1.2 Program Responsibilities................................................................................................... 3
13.1.3 NALCOMIS Baseline Management ................................................................................. 4
13.1.4 Optimized Organizational Maintenance Activity (OOMA) .............................................. 7
13.1.5 Optimized Intermediate Maintenance Activity (OIMA) ................................................... 8
13.2 OOMA AND OIMA SYSTEM ADMINISTRATION ........................................................... 8
13.2.1 Introduction ....................................................................................................................... 8
13.2.2.1 SA Qualifications.................................................................................................. 8
13.3 DETACHMENT PROCESSING ........................................................................................... 1213.3.1 Introduction ..................................................................................................................... 1213.3.2 Same Organization Code Detachments ........................................................................... 1213.3.3 Different Organization Code Detachments ..................................................................... 12
Figure 13-1: NTCSS Optimized OMA NALCOMIS Replication ..................................................... 14
Figure 13-2: Program Responsibilities Flow Chart ........................................................................... 15

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CHAPTER 13
Naval Aviation Logistics Command Management Information System (NALCOMIS)
13.1 Introduction
13.1.1 General Information
13.1.1.1 The Naval Aviation Logistics Command Management Information System (NALCOMIS)
is the primary management information system (MIS) program for naval aviation maintenance andsupply. The three objectives of NALCOMIS are: 1) Increase aircraft readiness by providing timely
and accurate information required to manage maintenance and supply operations; 2) Reduce
administrative burden; and 3) Improve the quality of maintenance and supply data.
13.1.1.2 The NALCOMIS data collection system provides data to the aviation data warehouse(ADW). The ADW is used by all levels of management for data related to:a. Equipment maintainability and reliability.
b. Equipment configuration, including alteration and TD status.
c. Equipment mission capability and use.
d. Material usage.
e. Material non-availability.
f. Maintenance and material processing times.
g. Weapon system and maintenance material cost
NOTE: F-35 activities use the Automated Logistics Information System (ALIS) as theirprimary maintenance and supply Management Information System (MIS).
13.1.1.3 The NALCOMIS data collection system consists of the Foundation Tier, Mid-Tier, TopTier, and Wholesale Foundation Tier, as illustrated in Figure 13-1.
13.1.1.3.1 The Foundation Tier is located at O-level, I-level, and D-level maintenance activities andconsists of the following modules:
a. Maintenance Subsystem. The Maintenance Subsystem enables maintenance personnel todocument scheduled and unscheduled maintenance against aircraft and other end items assigned tothe activity. The maintenance subsystem provides a list of parts and enables personnel to issue
Work Orders (WO) and Maintenance Action Forms (MAF) to fix discrepancies. It provides thecapability to track tools and personnel. It also enables personnel to update or query WOs/MAFs, torequisition parts, and to sign off scheduled and unscheduled maintenance and material requirements.
b. Material Subsystem. This subsystem enables maintenance personnel to track components onorder against an activity's aircraft or other end items. It provides material control processing
interface between Optimized Organizational Maintenance Activity (OOMA) NALCOMIS and
Optimized Intermediate Maintenance Activity (OIMA) NALCOMIS.
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c. Flight Subsystem. This subsystem enables users to collect and process flight-related data.
The flight hours annotated on a flight document directly affect the Maintenance Subsystem and theConfiguration Management Subsystem.
d. Platform software interface (Self-Monitoring Analysis and Reporting Technology (SMART)
Aircraft Module). This module permits transfer of information from systems onboard SMART
aircraft directly into OOMA. It has the capability to strip data from SMART aircraft and separate itby flight. The Flight Module processes this information before up-line submission. This data
includes structure fatigue information, strain gauge data, engine LUI and diagnostics data, engine
management system data, flight control system data, position data, avionics system data, fault codes,
and component life time or cycle data. The module provides a debrief capability with fully
integrated interactive electronic technical manual (IETM), an engine and aircraft diagnostics orprognostics capability, portable electronic display device (PEDD) support, and automatic
identification technologies.
e. CM/Logs and Records Subsystem. This subsystem enables users to maintain configuration
profiles for aircraft, engines, propellers, modules, and components assigned to the maintenanceactivity. Configuration profiles are found in the following explorers or catalogs:(1) WAN Explorer(2) Group Explorer(3) Inventory Explorer(4) Log-set Retrieval(5) Assembly Catalog and Assembly Explorer (accessed from the Assembly Catalog)(6) Parts Catalog(7) DODIC Catalog(8) Reference Term Editor(9) Maintenance Plan Catalog(10) Configuration Management Report Generator(11) XRAY Explorer
f. AD HOC Subsystem. This subsystem enables users to create customized queries from theapplication database tables. The user can establish criteria for the data elements, perform
calculations, sort and group items, manually create graphs, specify print formats, and perform
analysis on data currently maintained in the database.
NOTE: Data retrieved only reflects information applicable to aircraft and equipment in
the reporting custodian’s database.
g. Personnel Subsystem. This subsystem enables authorized users to access personnel
information, special maintenance qualifications (SMQ) and task tables. Users can add or remove

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personnel, assign or remove SMQs, and make work center personnel assignments. It also provides
the capability to view aircrew data.
13.1.1.3.2 The Mid-Tier provides the link for passing data from the Foundation Tier to the Top-Tierand receives data from baseline servers. It also provides temporary storage for data whenconnectivity to the Top Tier is lost.
NOTE: When an activity is required to shift from one Mid-Tier to another, therelocating activity will change their Internet Protocol address. The Optimized
OMA System and Database Administration Guide provides detailed
instructions.
13.1.1.3.3 The Top Tier provides intermediate storage for data and the up-line link to the ADW
repository.
13.1.1.3.4 The Wholesale Foundation Tier (OMAWHOLE WHO, PAXRIVER) provides a storage
database and query capability to support movement of components from I-level to D-level or tovendors and their return to the retail system. It also provides data storage for stricken aircraft and
NALCOMIS aircraft transferred to non-NALCOMIS activities.
13.1.2 Program Responsibilities
13.1.2.1 Chief of Naval Operations (CNO). Chief of Naval Operations (CNO) (Code N98) is the
NALCOMIS functional sponsor and CNO (Code N43) is the NALCOMIS resource sponsor.
13.1.2.2 COMNAVAIRSYSCOM. COMNAVAIRSYCOM (Digital Group) Responsibilities
include:a. Maintain the Aviation Data Warehouse (ADW).
b. Maintain control of the NALCOMIS baseline through the application of configuration
management.
c. Validate system and subsystem specifications for OOMA and OIMA.
d. Coordinate conferences and meetings between the Functional Guidance Team and user
communities to ensure full and active user participation in the definition, review, and certification offunctional requirements in all aspects of module development and maintenance.
e. Prepare test plans and test analysis reports to support the functional certification of softwaremodules and certify functional adequacy of cognizant modules in acceptance tests.
f. Ensure NALCOMIS maintenance systems requirement documents are kept current and reflect
proper justification for changes to policies or business procedures, and track changes.
g. Coordinate with the Office of the Commandant of the Marine Corps (CMC) to ensure Marine
Corps peculiar expeditionary or operational functional requirements are met.
h. Act as voting member of the NALCOMIS requirements integrated product team.
i. Standardize NALCOMIS functionality for O-level, I-level, and D-level FRC maintenanceactivities.
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j. Establish criteria to ensure data validity is achieved at initial data entry and maintained
throughout the system.
k. Serve on the NAMP Policy Committee to review proposed NAMP changes for impact to
NALCOMIS hardware and software.
l. Manage the NALCOMIS baseline per 13.1.3.
13.1.2.3 Naval Information Warfare Center (NIWC) (PMW-150). NIWC (PMW-150) is theNaval Tactical Command Support System (NTCSS) NALCOMIS Program Manager and Central
Design Agency (CDA). Responsibilities include:a. Designing, developing, testing, implementing, and providing life cycle support of
NALCOMIS software.
b. Generating NALCOMIS source and object programs and Quality Assurance (QA) testing of
programs prior to fleet release.
c. Issuing NALCOMIS programs and operating instructions, tailored to the capabilities of theindividual hardware suites, to the NIWC Atlantic, squadrons, Intermediate Maintenance Activities(IMA) and Depot FRCs.
d. Maintaining all NALCOMIS applications software.
e. Providing user guides and manuals.
f. Providing assistance to activities in resolving NALCOMIS OOMA and OIMA system andapplication software problems that cannot be resolved by operating site personnel.
g. Coordinating with the Functional Manager COMNAVAIRSYSCOM (Digital Group) toensure aviation functional requirements are incorporated into the NTCSS system requirements.
PMW-150 responsibilities include:(1) Reviewing functional course curricula for incorporation in NTCSS technical training andprepare a functional annex inclusion in the NTCSS Navy Training Systems Plan (NTSP).
(2) Developing detailed functional descriptions and solutions to requirements with theassistance of user groups or Fleet Design Team.
(3) Coordinating with TYCOMs for submission of change proposals to the NTCSS
Requirements Integrated Product Team. Figure 13-2 illustrates the change process.
13.1.3 NALCOMIS Baseline Management
13.1.3.1 The baseline is the foundation of information within NALCOMIS. The baseline allows
users to manage the digital logbook aircraft and end item’s configuration functionality to track thelife of an aircraft and end items within NALCOMIS. The baseline consists of the following
components:
a. Equipment Configuration Baseline. The Equipment Configuration Baseline must accurately
track the actual configuration of the equipment.

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b. Usage Baseline. The Usage Baseline must track and accumulate usage data against theequipment, such as Life Usage Index, fatigue cycles, and thermal cycles.
c. Maintenance Baseline. The Maintenance Baseline is integrally linked with the configuration
Baseline and Usage Baseline and must contain scheduled preventive maintenance, maintenancetechnical manuals, TDs, and other service bulletins as well as the potential corrective repairs that are
anticipated such as conditional and unscheduled maintenance. Database changes, new PM task
requirements, and task interval changes must be provided to the Baseline Manager. Baseline datachanges will be electronically transmitted to data users at all maintenance activities.
13.1.3.2 COMNAVAIRSYSCOM (Digital Group) is responsible for managing NALCOMIS
baseline information. COMNAVAIRSYSCOM (Digital Group) will assign Baseline Managers foreach aircraft T/M/S and aeronautical system that uses NALCOMIS OOMA or OIMA for
maintenance management. COMNAVAIRSYSCOM Program Managers are responsible forassisting the Baseline Manager in determining the scope of the baseline for their individual
platform. NAWCAD (Digital Group) is responsible for the validation and functional testing of all
PMA NALCOMIS baselines throughout the build and sustainment phases. NAWCAD Baseline QA
is responsible for monitoring baseline managers and PMA databases and ensuring baseline data
meets the requirements listed in this instruction and applicable platform publications. Baseline
Managers will:a. Coordinate with the Program Manager to determine the scope of the baseline.
b. Maintain the accuracy and currency of the baseline at all levels of maintenance.
c. Build the OOMA baseline on the work unit code (WUC) structure for each end item
identified by a TEC. After creating the WUC structure:(1) Assign inventory classes to the WUC items.
(2) Assign inventory subclasses to the WUC items.
(3) Assign part numbers to the WUC.
(4) Identify multiple part numbers per WUC.
(5) Identify incompatibilities between parts.
(6) Identify usage data source(s) for each end item and assemblies.
(7) Create data definitions corresponding to the data sources.
(8) Assign usage parameters to each usage definition.
(9) Verify usage parameters received from automated interfaces are named in the CM
module by the same terms used by the providers of that data.
(10) Identify task class and subclass of CM module.
(11) Set task recurring and auto-create attributes.
(12) Complete contents of baseline task definition tab pages.

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(13) Set all baseline tasks to active.
(14) Set up task plans.
d. At a minimum, build the following components and records into the baseline:(1) Life limited components(2) Structural life limited components(3) Scheduled removal components(4) Aeronautical Equipment Service Records (AESR)(5) Assembly Service Records (ASR)(6) Module Service Records (MSR)(7) Equipment History Records (EHR)(8) Scheduled Removal Component Card (SRC)(9) Tracked Component Record (TCR)e. Coordinate with the respective platform FST to verify all changes and revisions to MRC
decks, TDs, part numbers, assemblies, PMICs, life limited repairs (LLR), and WUC structure arebuilt into the baseline and replicated to their respective foundation tiers when approved copies areissued.
f. Review and maintain currency in the following references:(1) Aircraft logbook, AESRs, and associated records(2) NA500C(3) NAT-04(4) TDRS reports(5) Engineering Change Proposals (ECP)(6) IRAC trackers and weekly summary of issued TDs(7) NAVICP Publication 2003
(8) AWSE Maintenance Requirement Cards (MRC)(9) Periodic Maintenance Identification Card (PMIC)(10) Maintenance Instruction Manuals (MIM)(11) WUC manual.
(12) MRCs(13) Quick Engine Change Assembly (QECA) MRCs
(14) OPNAVINST 3110.11, OPNAVINST 8000.16, NAVAIR 01-1A-509 (series), andCOMNAVAIRFORINST 4790.2.
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13.1.4 Optimized Organizational Maintenance Activity (OOMA)
13.1.4.1 Optimized Organizational Maintenance Activity (OOMA) is used by organizational level
and intermediate level Navy and Marine Corps activities. OOMA interfaces with Optimized
Intermediate Maintenance Activity (OIMA) for requisition requirements, requisition status,
requisition queries, turn-in Work Order (WO) data, and ALS (Automated Logset) data. This
integration of O-level and I-level maintenance and supply data into a common database reduces
redundancy, improves communication, and improves response time between the O-level, I-level,and supporting supply activities. IMAs use OOMA to perform Configuration Status Accounting foraircraft engines, O-level peculiar SE, personnel management baselines, and TD documentation.
13.1.4.2 The OOMA application is grouped into seven subsystems and an ad hoc query utility:a. Flight Subsystem. This subsystem captures and tracks the type and amount of flight timeagainst aircrew and aircraft, and keeps track of training for the flight crews.
b. Configuration Management and Logs & Records Subsystem. This subsystem offers tools tomanage aircraft and component configuration. It provides an accurate listing of all components on
the aircraft, maintains the history record of configuration items, forecast upcoming scheduled
maintenance for an organization's end items, and tracks all changes and technical directives
incorporated into a component. It also has the capability to track aircraft material condition through
XRAY Reporting.
c. Maintenance Subsystem. This subsystem enables personnel to document scheduled andunscheduled maintenance against aircraft and end items. It lists parts and maintenance actions
required to fix discrepancies, track tools and personnel accountability.
d. Material Control Subsystem. This subsystem enables Material Control personnel to add,
delete and update information in the Material Control Register. The Material Control Register
appears in situations that place material requisitions on order, update status, to reject or transmit
these requisitions to OIMA.
e. Personnel Subsystem. This subsystem enables authorized personnel to add or remove
personnel, to assign or remove roles and permissions, and to assign work centers for personnel. It
also allows authorized users to view and update crew data, as well as time and landing history foraircrew personnel.
f. Platform Software Interface Subsystem. This subsystem permits transfer of information fromsystems onboard "smart" aircraft directly into OOMA.
g. Technical Publications Subsystem. Reserved for future use.
h. Ad Hoc Query Utility. This utility provides the ability to create reports for specific needs.
Ad Hoc Query reports may be compiled from data resident in various databases, for example,
aviation 3M reports, flight reports, trend analysis, manpower utilization, user login ID and special
maintenance qualification (SMQ) assignments, and specific workload reports.

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13.1.5 Optimized Intermediate Maintenance Activity (OIMA)
13.1.5.1 OIMA is the primary management information system used by intermediate level Navyand Marine Corps aviation activities. OIMA provides the capability to enter, collect, process, store,
review, and report maintenance and supply information related to engine and SE repair, material
requisition, repairable management, awaiting parts (AWP) management, personnel assignment anddeployment, subcustody of equipment, use of resources, and additional miscellaneous functions
required by the IMA and supply department Aviation Support Division (ASD). These functions areintegrated into one system sharing a common database of IMA and ASD maintenance and supply
data, which reduces redundancy, improves communication, and improves response time. Internal
communications among users in the IMA and ASD are accomplished through on-line mailbox andhard copy report notices.
13.1.5.2 OIMA interfaces with OOMA to establish a link between the IMA and the O-level
Material Control and the supporting ASD, and to exchange maintenance data used to process work
requests. This OIMA-OOMA interface provides the O-level with the ability to query supply related
functions. OIMA also interfaces with Navy supply information management systems to exchange
maintenance and supply data via real time electronic data exchange or batch processing.
13.2 OOMA and OIMA System Administration
13.2.1 Introduction
Maintaining properly functioning OOMA and OIMA relies on two distinct actions at the user level:
System administration to maintaining the functional integrity of system hardware and software; andDatabase administration to maintain the accuracy of system data. These functions are performed by
System Administrators (SA) and Database Administrators (DBA). Based on the organization, size,
and workload of the activity, the SA and DBA may be the same individual.
13.2.2 System Administrator (SA). The SA is overall responsible for proper maintenance of thesystem. OOMA and OIMA activities will assign a Primary SA and at least one Assistant SA.
Additional personnel may be assigned as Assistant SAs to cover multiple work shifts or
detachments. In O-level activities, the SA normally also performs the DBA duties described in
13.2.3.
NOTES: 1. Squadrons that deploy detachments away from home base for 90 days or longer
must have one SA per detachment.
2. SAs normally also perform Data Analyst duties and are referred to as System
Administrator/Analysts (SA/A). Refer to Chapter 14 for Data Analyst duties.
13.2.2.1 SA Qualifications
a. (Primary SA, only) Must be E-5 or above paygrade and a graduate of the NALCOMIS
Aviation Maintenance Data Base Pipeline (C-555-2016 for OOMA, C-555-2015 OIMA.).
NALCOMIS Aviation Maintenance System Administrator/Analyst Optimize course (C-555-2018
NEC F02A for OOMA, C-555-2017 NEC F03A for OIMA and Marine MOS 6049), as applicable to

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the system(s) operated by the activity. Primary SA must complete the NALCOMIS OOMA System
Refresher course C-555-0055 within 12 months.
b. (Assistant SA, only) Must complete NALCOMIS OOMA System and Database
Administration Guide course (C-555-0049) and NALCOMIS OOMA System Refresher course (C555-0055) prior to being assigned to detachment SA duties.
NOTES: 1. SAs primary or assistant that obtain the required NEC F02A, F03A or MOS
6049 are not required to attend NALCOMIS OOMA System and Database
Admiration Guide course (C-555-0049).
2. SAs who have not performed SA duties for longer than 24 months must attend
the NALCOMIS OOMA System and Database Administration Guide course(Course C-555-0049) and NALCOMIS System Refresher course (C-555-0055).
13.2.2.2 Responsibilities. SAs are responsible for actions specified in the NALCOMIS OOMA
System and Database Administration Guide. Additional responsibilities include:a. Provide in-service training to maintenance personnel on NALCOMIS operations, MIS
security, and aviation 3M documentation.
b. Serve as the primary contact point with NIWCSYSCEN Norfolk, VA for server hardware
and software problems.
c. Maintain an accurate inventory of all NALCOMIS hardware assigned, ensure hardware isfunctioning correctly, and coordinate all scheduled and unscheduled maintenance.
d. Coordinate software releases, software changes, and hardware upgrades.
e. Ensure operating system utilities are executed to verify full functionality. Refer to the
System and Data Base Administration Guide on the SAILOR website (https://sailor.navy.mil) for
additional information on utilities.
f. Perform system and database backups, database restores, and detachment processing
functions (as required).
g. Coordinate and schedule all system non-availability periods such as aircraft transfers anddetachment set-up.
h. Monitor security subsystems to ensure NALCOMIS security and accreditation. Virus
protections will be kept current at all times.
i. Maintain a logbook to record system down time, hardware failures, database saves,
Information Assurance Vulnerability Alert (IAVA) and (DAP) updates, and all other system
requirements established in the OMA System Administration Guide (OMA-SAG).
j. Maintain awareness of NALCOMIS issues posted on the NIWC customer support site(https://sailor.navy.mil). Ensure Maintenance/Production Control and the DBA are aware of
NALCOMIS Technical Advisories (TA), and maintain TAs on file electronically or in hardcopy
until canceled.

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k. Submit NALCOMIS Trouble Reports (TR) and Change Proposals (CP) via the using theInformation Technology Service Management System or to NIWC Atlantic, per OMA-SAG and
TYCOM directives.
l. Oversee and coordinate with DBAs (if assigned) to ensure database integrity and validity is
maintained, including informing the DBA when database saves, system security checks, baseline
updates are performed.
m. Ensure SMQ access granted to each user is consistent with their duties.
n. Coordinate all WO or MAF delete actions with Maintenance/Production Control and ensure
all related actions are accomplished, for example, “Duplicate WO, refer to MCN SWP4826.”
o. Coordinate data transfer requirements between activities, for example, when transferring anaircraft to another activity, ensure all data stored on electronic media is transferred with the aircraft.
p. Coordinate system recovery and contingency processes to include back fit processes, per theprocedures of the OMA-SAG and contact the Naval Information Warfare Center Fleet Support
Center at DSN 646-0534 or COMM (757) 443-0534 for a data recovery push.
NOTE: Refer to 8.6.5 for contingency logs and records documentation procedures. Refer to15.4 for contingency OOMA WO documentation procedures. Refer to 16.1.2.2 forcontingency OIMA MAF documentation procedures.
q. Ensure NALCOMIS consumables (paper, printer ribbons, etc.) are available.
13.2.3 Database Administrator (DBA). The DBA is the principal advisors on NALCOMIS
matters. The DBA has overall responsibility for maintaining the accuracy of the activity’s
NALCOMIS database. Each activity must have at least one individual assigned as primary DBA
and at least one individual assigned as Assistant DBA. Additional assistant DBAs will be assigned
as needed to ensure adequate oversight of the database. In most activities, the DBA is also
responsible for performing the duties of Data Analyst per Chapter 14.
13.2.3.1 Qualifications. DBAs must have the same qualifications as an SA, per 13.2.2.1.
Additionally, DBAs should have extensive experience in maintaining aircraft and equipment
logbooks and records.
13.2.3.2 Responsibilities. The DBA is responsible for overall database accuracy in regards to:a. Assets; includes ALSS, SE, IMRL, aeronautical equipment, for example, drop tanks, aerial
refueling stores, pods, and all related inspections.
b. Maintenance; includes all WO types and job control number (JCN) or maintenance action
form control number (MCN) assignments, aircraft related inspections, and maintenance dataprocessing system (MDPS) interfaces.
c. Material Control; includes all material related functions and NALCOMIS OIMA interfaces.
d. Configuration Management; includes technical directives (TD), explosive devices, and all
aircraft, engine, and equipment logbook related databases, for example, Aircraft Inventory and

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Readiness Reporting System (AIRRS), Decision Knowledge Programming for Logistics Analysis
and Technical Evaluations (DECKPLATE), and equipment records.
e. Flight; includes all flight documents and associated aircrew records, for example,
qualification data, aircrew personnel; approval, deletion and upline reporting of all flight documents.
f. Database System; includes all system specific items, for example, time zones, organization
code, unit identification code, personnel access, assigned SMQs, and task control.
g. Data Analyst; includes all aviation 3M data collection, approval, deletions, upline
submissions; MAF audit procedures.
NOTE: Activities may further define and subdivide databases areas as required to best
accomplish their responsibilities.
13.2.3.3 I-level Maintenance Activity (IMA) Database Administrators. IMA DBAs work in the
IMA Production Control. Supply Department DBAs work in the Aviation Support Division (ASD).
Responsibilities include, but are not limited to, the following:a. Ensure database integrity, system security, and that access granted to each user is consistent
with their duties:(1) Assign, modify, or delete user access privileges, passwords and SMQs.
(2) Add, modify, and delete SMQ requirements to the transaction security file. Ensure all
Inquiry Functions are not SMQ restricted.
(3) Ensure SMQs are controlled for distinct segregation of duty (SOD) between requestor,
approver, and receiver. Each user may only have SMQs to perform one duty at a time.
(4) Validation of user roles and SMQ verification will be conducted no later than the 15th ofFebruary, May, August and November respectively. All documentation will be retained for 10 years
to support Financial Improvement and Audit Readiness (FIAR) audits.
b. Ensure the validity and reliability of the database files:(1) Run NTCSS Optimized IMA NALCOMIS (OIMA) database alignment batchedprocesses and system table reports to check the maintenance database.
(2) Maintain table data by system table addition, update or deletion.
c. Update table files to redirect hard copy notice (HCNs) to a different printer if hardware
problems occur.
d. Monitor and control the use of on-line batch reports, and release user requested on-line batch
reports (as required).
e. Troubleshoot user problems and submit TRs or CPs (as required).
f. Keep the system users and assistant DBAs informed of the status and processing requirements
for their functional area.

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g. Have a working knowledge of the software configurations and capabilities for theirfunctional area.
h. Maintain familiarity with the NTCSS Optimized IMA NALCOMIS equipment assigned intheir functional area.
i. Ensure utility programs that pertain to both functional areas are coordinated to confirm theutilities are executed in both maintenance and supply areas.
j. Periodically hold formal in-service and informal training on NTCSS Optimized IMANALCOMIS for functional users.
k. Monitor supply interface processing to ensure the accuracy of the NTCSS Optimized IMA
database as reflected against the local supply systems, for example, R-supply. Perform utility
programs (as required).
l. Implement the contingency procedures of the NIWC Contingency Manual in the event of asystem failure or down time.
13.2.4 Marine Corps Aviation Logistics Information Management and Support (ALIMS)
Department. Marine Corps Application Administrator/Analyst (MOS 6049) personnel are assigned
to ALIMS departments to provide support for OOMA/OIMA hardware, network, connectivity,
database integrity, and user rights (SMQs) and privileges up to and including workstation operating
system login. ALIMS specialist duties include installing, implementing, managing, monitoring, andsustaining aviation information systems (AIS). The ALIMS Department will support deployednetwork installation and configuration in direct support of NALCOMIS and associated systems.
MCO 2020.1 provides the standardized policy and procedures for ALIMS operations.
13.3 Detachment Processing
13.3.1 Introduction. Detachment processing consists of two types, same organizational (ORG)
code and different ORG code. Same ORG code processing includes all temporary detachments
deployed by the O-level. Different ORG code processing applies to permanent detachment
operations, where detachments are assigned different ORG codes and PUCs. OOMA can set up
detachment ORG codes using the Separate ORG code or Multiple ORG code detachment capability.
Refer to OMA-SAG for set up processes.
13.3.2 Same Organization Code Detachments. For same organization code detachments,
processing AIRS, DECKPLATE, aviation 3M, flight data, and aircrew data documentation is the
responsibility of the parent O-level activity.
13.3.3 Different Organization Code Detachments. Within different organization code
detachments, the aircraft, assets and personnel are lost from the parent O-level's custody and gainedby the detachment. The parent activity may assign detachment work center codes using the standard
maintenance organization work center codes for large detachments or identify a single work centerfor detachments with four or less aircraft, for example, Det 1 = WC 361, Det 2 = WC 362, Det
10=WC 36A. Different organization code detachments can be further subdivided into two groups:

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a. Nonactivated. Nonactivated different organization code detachments will report under theorganization code and PUC of the parent O-level activity. The O-level will use standard
organization relationships; one Maintenance Control responsible for the efforts of all work centers
including detachment work centers. The parent O-level activity will process all AIRS,DECKPLATE, aviation 3M and NAVFLIRS documentation through the local NIWC Atlantic,
including all nonactivated detachment documentation.
b. Activated. Activated different organization code detachments will report under their own
ORG and PUC. The detachment will retain the work center code previously assigned by the parent
O-level activity. Processing of AIRS, DECKPLATE, aviation 3M, and NAVFLIRS documentationis the responsibility of the activated detachment. Activated detachments will forward
documentation to the appropriate NIWC Atlantic.

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LEGACY NALDA APPLICATIONSMonthly Extract (80 Character Aviation 3M)
TOP TIER SERVER
Subscribes to all
Publishers
ActualPlatform Baseline

System Reference

Auto Log-set
Repository
WholesaleFoundation Tier

SystemReference
ServerPublisher

MID TIER SERVER
Replication Only
No Data Stored

Platform Baseline

Platform Baseline
System/Reference

System/Reference

ActualPlatform
Baseline

ActualPublish and Subscribe

FOUNDATIONTIER SERVEROMA - Squadron A

Platform
Baseline Server
Publish &Subscribe

Publish and Subscribe

Logsets

FOUNDATIONTIER SERVER
IMA - Activity A

Figure 13-1: NTCSS Optimized OMA NALCOMIS Replication

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Figure 13-2: Program Responsibilities Flow Chart

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CHAPTER 14
Naval Aviation Maintenance Data System (MDS); Maintenance Data Reports (MDR); Data
Analysis; Aviation Maintenance Metrics
Table of Contents
14.1 NAVAL AVIATION MAINTENANCE DATA SYSTEM (MDS) .................................. 1
14.1.1 Purpose .........................................................................................................................1
14.1.2 Scope.............................................................................................................................2
14.1.3 Data Sources .................................................................................................................2
14.1.4 Codes ............................................................................................................................3
14.1.5 Quantitative Data ..........................................................................................................3
14.1.6 Data Accuracy ..............................................................................................................4
14.1.7 Decision Knowledge Programming for Logistics Analysis and Technical Evaluation(DECKPLATE) ...............................................................................................................4
14.2 MAINTENANCE DATA REPORTS (MDR) ................................................................... 6
14.2.1 Purpose .........................................................................................................................6
14.2.2 Standard Reports ...........................................................................................................6
14.2.2.1 Consolidated Performance Metrics (MAINT-1 Report) ..................................6
14.2.2.2 Aircraft Readiness Degradation and Utilization Summary (MAINT-2
Report) ............................................................................................................10
14.2.2.3 Subsystem Capability Impact Reporting (SCIR) by WUC/UNS (MAINT-3
Report) ............................................................................................................10
14.2.2.4 Detailed Mission and Maintenance Data by Aircraft (MAINT-4 Report).....11
14.2.2.5 Maintenance Man-hour (MAINT-5 Report) ..................................................1214.2.2.6 Detailed Data Extract (MAINT-6 Report) .....................................................1414.2.3 DECKPLATE Flight, Maintenance, Supply, and Miscellaneous Ad Hoc Reports....15
14.2.3.1 Command Production Report (DP-0004) ......................................................15
14.2.3.2 Items Processed by Bureau/Serial Number (DP-0009) ..................................15
14.2.3.3 Man-Hours by TEC, Work Unit Code, and Transaction Code (DP-0010) ....15

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14.2.3.4 Maintenance Level 1 Man-Hours by Work Unit Code and ORG Code (DP0011) ...............................................................................................................15
14.2.3.5 Maintenance Level 1 Repairs (DP-0012) .......................................................15
14.2.3.6 Flight Hours by Operation Code (DP-0014) ..................................................15
14.2.3.7 Detailed Failed Parts H – Z (DP-0016) ..........................................................15
14.2.3.8 Detailed Flight and Inventory (DP-0017) ......................................................16
14.2.3.9 Org Maintenance Actions/Verified Failures (DP-0020) ................................16
14.2.3.10 NMC/PMC by Part Number or WUC (DP0021/26) ....................................16
14.2.3.11 Org Removals/IMA Actions (DP-0022) ......................................................16
14.2.3.12 IMA Component Action Summary (DP-0023) ............................................16
14.2.3.13 Top Degrader by TEC (DP-0024) ................................................................16
14.2.3.14 Serial Number Tracking (DP-0025) .............................................................16
14.2.3.15 Degrader Snapshot by HOF NIIN (DP-0027)..............................................16
14.2.3.16 Degrader Snapshot by HOF NIIN, Org and IMA (DP-0028) ......................17
14.2.3.17 Org Verified Failure/Non-Failure Analysis by TEC/WUC (DP-0029) .......17
14.2.3.18 Aircraft Readiness/Tracker Indicator Rates (DP-0032) ...............................17
14.2.3.19 NMC/PMC Reliability by Part Number (DP-0033) ....................................17
14.2.3.20 NMC/PMC Reliability by WUC (DP-0034) ................................................17
14.2.3.21 Part Number NIIN WUC Cross Reference (DP-0035) ................................17
14.2.3.22 Aircraft Readiness/Tracking Indicators Hours Report (DP-0036)...............17
14.2.3.23 Org Verified Failures/Non-Failures Analysis by Part (DP-0037)................17
14.2.3.24 Part Number NIIN Cross Reference (DP-0040) ..........................................17
14.2.3.25 Type Mission Requirements Report (DP-0041) ..........................................18
14.2.3.26 Technical Directives Report (DP-0042).......................................................18
14.2.3.27 Detailed Consumables Report (DP-0043)....................................................18
14.2.3.28 Top Degrader by Type/Model (DP-0044)....................................................18
14.2.3.29 AV3M AIMD Chronicle Repairable Item Disposition Summary (DP-709602) ...................................................................................................................18
14.2.3.30 AV3M AIMD Chronicle Repairable Item Turn Around Time Summary(DP-7096-03) ..................................................................................................18

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14.2.3.31 AV3M AIMD Chronicle Repairable Item Turn Around Time Recap (DP7096-04) ..........................................................................................................18
14.2.3.32 AV3M AIMD Chronicle Productivity (DP-7096-05) ..................................18
14.3 MDS ANALYSIS PRODUCTS ........................................................................................ 18
14.3.1 Introduction.................................................................................................................19
14.3.2 Job average (Direct Maintenance Man Hours (DMMH) per job) ..............................19
14.3.3 High Man-hour, Maintenance Action, and Failure Rate Items ..................................19
14.3.4 Component Reliability Trends ....................................................................................20
14.3.5 Cannibalization Trend ................................................................................................20
14.3.6 Abort Malfunctions .....................................................................................................21
14.3.7 Maintenance Man-hours by Bureau Number .............................................................22
14.3.8 Maintenance Man-hours Per Flying Hour and Sortie Chart .......................................22
14.3.9 Awaiting Maintenance (AWM) Reason Code Summary ............................................24
14.3.10 Mission Capability Degradation Summary ..............................................................24
14.3.11 Mission Capability Trend .........................................................................................24
14.3.12 Repair of Removed Components ..............................................................................24
14.3.13 High-Five EOC Degradation by Mission Capability Category Chart ......................24
14.4 O-LEVEL AND I-LEVEL DATA ANALYSIS ............................................................... 24
14.4.1 Introduction.................................................................................................................25
14.4.2 Data Analyst ................................................................................................................25
14.4.3 O-level AV3M Summary ............................................................................................25
14.4.4 I-level AV3M Summary .............................................................................................27
Figure 14-1: Elements of the Naval Aviation Maintenance Data System ................................... 29
Figure 14-2: MDS Code List ....................................................................................................... 31
Figure 14-3: DECKPLATE Flow Process ................................................................................... 32
Figure 14-4: Consolidated Performance Metrics (MAINT-1 Report) (Sample) ......................... 33
Figure 14-5: Aircraft Readiness Degradation and Utilization Summary (MAINT-2 Report)(Sample) .................................................................................................................................. 34
Figure 14-6: Subsystem Capability and Impact Reporting by WUC/UNS (MAINT-3 Report)(Sample) .................................................................................................................................. 35

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Figure 14-7: Detailed Mission and Maintenance Data by Aircraft (MAINT-4 Report) (Sample)................................................................................................................................................. 36
Figure 14-8: Maintenance Manhour (MAINT-5 Report) (Sample) ............................................. 37
Figure 14-9: Detailed Data Extract (MAINT-6 Report) (Sample) .............................................. 38

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CHAPTER 14
Naval Aviation Maintenance Data System (MDS); Maintenance Data Reports (MDR); Data
Analysis; Aviation Maintenance Metrics
14.1 Naval Aviation Maintenance Data System (MDS)
14.1.1 Purpose
14.1.1.1 The Maintenance Data System (MDS) is the principal means of collecting naval
aviation maintenance and material management (AV-3M) source data. The MDS is sponsoredby the Chief of Naval Operations (CNO). Technical support for the MDS is provided by
NAVWARINFOCEN (NIWC) Norfolk, VA, and COMNAVAIRSYSCOM Enterprise Services
Division, as described in 13.1.2.3.
14.1.1.2 The MDS provides data products and management tools to enable management
decisions.
a. COMNAVAIRSYSCOM Program Offices use MDS data to:(1) Analyze high system failures and high man-hour consuming maintenance actions byspecific weapon system.
(2) Identify needed product improvements.
(3) Analyze inspection results as a basis for adjusting inspection criteria and intervals.
(4) Adjust component scheduled removal intervals.
(5) Improve I-level repair capabilities.
(6) Identify and analyze failed items under warranty.
(7) Establish realistic manning factors.
(8) Determine and justify the need for modifications and engineering changes.
(9) Establish equipment reliability factors.
(10) Determine tooling and equipment requirements.
(11) Predict probable failures through trend analysis.
(12) Determine the status of compliance with Technical Directives (TD).
(13) Determine material cost and availability.
(14) Analyze aircraft and equipment mission capability and utilization.
(15) Determine maintenance and material processing times.
(16) Determine and justify funding requirements.

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b. TYCOM, Type Wing, Marine Air Wing (MAW), operational staffs, and maintenanceactivities use MDS data to identify:(1) High man-hour per operating hour equipment (by SERNO or type equipment).
(2) Man-hours lost to cannibalization and removal of items to facilitate other maintenance(FOM).
(3) Areas with skill or training deficiencies.
(4) Efficient or inefficient use of manpower.
(5) Items with high failure rates.
(6) Inadequate troubleshooting.
(7) Reasons for ground and in-flight aborts.
(8) High usage and high cost items.
(9) TD compliance status.
14.1.2 Scope
Compliance with MDS reporting is mandatory for all Navy and Marine Corps O and I levelaviation maintenance activities unless specifically exempted by CNO or Commander Naval Air
Forces (CNAF). Compliance with MDS also includes activities operating or maintaining
Cognizance Symbol 2O aviation training equipment, as described in NAVSUP Publication 485
Volume II. Subordinate operating or systems commands are not authorized to impose additional
maintenance data collection requirements on fleet activities or to modify the procedures
contained in this chapter without the prior approval of CNAF.
14.1.3 Data Sources
14.1.3.1 As illustrated in Figure 14-1, the MDS receives data from four interrelated sources:
Maintenance Data Reports (MDR), Subsystem Capability Impact Reporting (SCIR), Material
Reports (MR), and Naval Flight Record Subsystem (NAVFLIRS).
14.1.3.2 The data for Maintenance Data Reports (MDR) is derived from Work Orders (WO) andMaintenance Action Forms (MAF). Refer to 14.3 for detailed information on various MDRs.
14.1.3.3 Subsystem Capability Impact Reporting (SCIR) provides information on aircraft andaircraft subsystem performance per the procedures of 9.2. The degradation of equipment
mission capability is reported by recording EOC codes in the Repair Cycle and Maintenance or
Supply Record sections of the WO. EOC codes are documented when a specific system orsubsystem impacts the mission capability of that equipment.
14.1.3.4 Material Reports (MR) derive information on repairable component usage data
extracted from DD 1348 Material Requisitions. MRs merge data elements of maintenance andsupply and are provided to supply activities and intermediate maintenance activities (IMA) whenrequested. MR information permits management to relate material usage to weapon systems and

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components, by activity and by maintenance level, and to determine material expenditures, bylevel of maintenance.
14.1.3.5 Naval Flight Record Subsystem (NAVFLIRS) provides aircraft utilization data, such as
flight hours, landings, and catapults, and aircrew information. NAVFLIRS data is obtained from
Naval Flight Records (OPNAV Form 3710/4) (commonly referred to as NAVFLIRs) which arecompleted by the pilot or aircraft mission commander at the end of a flight, series of flights,
cancellation of a flight, or aircraft simulator training.
14.1.4 Codes
14.1.4.1 MDS codes may consist of one or more letters, numbers, or a combination of both.
Codes composed entirely of letters are referred to as alpha codes. Codes composed entirely of
numbers are referred to as numeric codes. Codes composed a combination of letters andnumbers are referred to as alphanumeric codes. Codes in which the letters or numbers arearranged in a systematic pattern are referred to as structured codes.
14.1.4.2 Some codes, such as work center codes, have the flexibility of allowing for additional
structuring to meet local management needs. Some codes are used in combination with otherinformation identifiers for control and other purposes, for example, a Job Control Number (JCN)
is a combination of the organization code, the Julian calendar date, and a sequence number. A
list of the various codes peculiar to this system is in Figure 14-2.
14.1.4.3 Codes may not be altered locally. COMNAVAIRFOR (N422D) controls the codesused in this system, with the exception of aircraft status codes, Total Mission Requirements(TMR) codes, Work Unit Codes (WUC), Type Equipment Codes (TEC), Assembly Codes (Assy
CD), and Equipment Operational Capability (EOC) codes. Aircraft status codes are listed inAppendix E, TMR codes are listed in OPNAVINST 3710.7, WUCs, TECs, and Assy CDs aremanaged by COMFRC FST HQ Technical Data Department, EOC codes are listed in theapplicable T/M/S aircraft MESM.
14.1.5 Quantitative Data
14.1.5.1 Quantitative data is collected to the nearest tenth unless otherwise specified. When the
final result of the data calculation must be displayed to the nearest whole number, the data points
will be in one decimal place during calculation and the result will be rounded up or down.
Results ending in .5 or greater will be rounded up, and results ending in .4 or less will be rounded
down. Example of a calculation using data collected to the nearest tenth with final result
displayed to the nearest whole number: 2.6 + 2.6 = 5.2, which is then rounded down to = 5.
(Incorrect: 2.6 + 2.6 = 3 + 3 = 6.)
14.1.5.2 Calculations for units occurring in whole numbers only (aircraft, engines, personnel,etc.) will be carried to the nearest whole number. Example of calculating the average number ofaircraft assigned over a 5 day period: (10 + 9 + 9 + 9 + 10)/5 = 47/5 = 9.4, which is thenrounded down to = 9.

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14.1.6 Data Accuracy
14.1.6.1 The integrity of the MDS depends on accurate documentation. The importance of
accurate and complete documentation cannot be overstated in consideration of the Navy wideuse of MDS. Each instance of erroneous documentation results in a loss of the effectiveness of
the MDS as a management tool for the purposes described in 14.1.1.2.
14.1.6.2 Accurate MDS data must be a command-wide concern. All personnel in the
Maintenance Department must strive for absolute accuracy.
a. Commanding Officers must foster a sense of personal responsibility for data accuracy inevery member of the command, including emphasis on the responsibility of aircrew to accurately
document NAVFLIR flight information and provide detailed WO information of discrepancies
they note before, during, or after flight.
b. Maintenance Officers must routinely review MDRs and direct corrective actions whendata errors are noted.
c. Maintenance Material Control Officers and Production Control Officers are directly
responsible for the accuracy of WO/MAF data and all other MDS source documents generated
by the maintenance department.
d. QARs, CDQARs, and CDIs are responsible for ensuring the data is accurate at the timethey certify inspection on the WO/MAF.
e. Work Center Supervisors are responsible for the accuracy of WOs/MAFs generated bytheir work center.
f. System Administrator/Analysts (SA/A) have a critical role in data integrity.
Responsibilities include:(1) Verifying their activity’s system is connected to the network and MDS source
documents are replicating to the NALCOMIS top-tier and DECKPLATE.
(2) Validating the accuracy of all maintenance reports prior to submission to
DECKPLATE and ensuring maintenance reports are submitted on time.
(3) Reviewing MDRs and other data products produced by the MDS for accuracy.
(4) Improving data accuracy by identifying error trends and providing training on
deficient areas to maintenance department personnel.
14.1.6.3 COMNAVAIRSYSCOM program offices are responsible for providing information via
naval message or other means when they detect a common data error trend in the aircraft orequipment they are responsible for managing.
14.1.7 Decision Knowledge Programming for Logistics Analysis and Technical Evaluation(DECKPLATE)
14.1.7.1 COMFRC FST HQ Technical Data Department maintains DECKPLATE, which is theauthoritative aviation data warehouse (ADW) for the MDS. Assistance with DECKPLATE is
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available from the COMNAVAIRSYSCOM National Help Desk via email(nav_helpdesk.fct@navy.mil) or phone (888-292-5919 or 301-342-3104). All activities
submitting MDS data must provide COMFRC FST HQ Technical Data Department with a pointof contact for problems with data exchange. Contact information must include activity, code or
position, telephone number and extension, and, if desired, the individual's name.
14.1.7.2 Figure 14-3 illustrates the process for collecting DECKPLATE data from the following
systems:a. Aircraft Inventory and Readiness Reporting System (AIRRS) (Chapter 9). DECKPLATE
receives a quarterly data extract from AIRRS histories and a daily extract of XRAY and flightsummary data (RT-79).
b. Configuration Management Information System (CMIS). DECKPLATE receives CMIS
data by WUC structures.
c. Federal Logistics Information System (FLIS). DECKPLATE receives FLIS part number
cross reference and cost data for consumables and SMICs for NAVAIR modification kits.
d. Naval Supply Weapons System Support (NAVSUP WSS). DECKPLATE receives
Uniform Inventory Control Point (UICP) Tier II direct connect for part number cross reference
and cost repairable assets are performed monthly. Also performed daily for UICP NAVAIR
modification kit requisition sales orders, stock point transactions, and managed inventory.
e. NALCOMIS Optimized Organizational Maintenance Activity (OOMA) and Optimized
Intermediate Maintenance Activity (OIMA) maintenance and flight data is submitted to
DECKPLATE each day. Up-line submission to DECKPLATE is accomplished by data
replication. DECKPLATE receives the data in the form of reproduced (replicated) OOMA Work
Orders (WO) and OIMA Maintenance Action Forms (MAF) generated by maintenance activities
and processed through their supporting NIWC ATLANTIC site.
f.. Engine Management. DECKPLATE is the primary information source for engine
management. DECKPLATE enables inventory tracking and management of aircraft engines andengine modules, and provides timely data on Engine/Propulsion Systems Module (EPSM) status,
location, and condition. DECKPLATE replicates engine/module data twice each day.
g. Technical Directive Reporting System (TDRS). TDRS provides TD information via the
TD/KIT Management Module. Users access the TD Management section to add, change, andupdate TDs. Kit Item Managers use the Kit Management section to manage kit issuance, receipt,
and tracking.
NOTE: In the event of machine or software failure at NIWC Atlantic, transactions will bebacklogged until service is restored. Accordingly, no special consideration, suchas backup modes, is necessary. Programs should contain adequate safeguards
against accidental file destruction because no redundant or backup base isemployed.

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14.1.7.3 DECKPLATE stores MDS data indefinitely. Data can be retrieved by using Ad Hoc(when necessary or needed) capability on the local system and by downloading the standardized
reports described in paragraphs 14.2.3.1 through 14.2.3.32.
14.2 Maintenance Data Reports (MDR)
14.2.1 Purpose
MDRs provide standardized reports of information collected in the MDS. MDR data is derived
from active and completed WOs, MAFs, and Naval Aircraft Flight Record (OPNAV 3710/4).
MAINT-1 through MAINT-6 MDRs are prepared at the end of each month and posted to
DECKPLATE (https://deckplate.navair.navy.mil/#/). Ad hoc reports (14.2.3) may be run fromDECKPLATE at any time.
14.2.2 Standard Reports
NOTES: 1. When report examples are for both O-level and I-level, the work center codesin the example report starts with an "X". The report downloaded fromDECKPLATE will contain the actual work center codes.
2. NALCOMIS OOMA and OIMA activities can use ad hoc capabilities on theirlocal system or the standardized reports available in DECKPLATE.
3. MAINT-1 through MAINT-6 Reports may not match Foundation Tier reports
due to detachment data or inventory corrections incorporated in up-line
reporting.
4. METCAL data is not collected in MDS. METCAL data can be accessed using
MEASURE software on the TMDE Lab’s MEASURE terminal. A list of
METCAL reports is available in the MEASURE Software User’s Manual.
14.2.2.1 Consolidated Performance Metrics (MAINT-1 Report)
a. The MAINT-1 report (Figure 14-4) is produced for each Assembly Cd when more than
one aircraft type/model/series (T/M/S) is assigned to provide separation among type aircraft
maintained during the reporting period. An overall organizational report is produced to reveal
aggregated squadron metrics. Data for the MAINT-1 is extracted from WOs and Naval Aircraft
Flight Records (OPNAV 3710/4) and flight documents submitted during the reporting period.
NOTE: WOs with Transaction Code (TRCODE) 30, 31, 32, or 39 and all Type
Maintenance (TM) codes that are equal to F, but not equal to TRCODE 72 are notused in MAINT-1.
b. The MAINT-1 report contains the following data:(1) Total number of hours aircraft were In Service (Total EIS)
(2) Average number of aircraft in service.
(3) Average aircraft readiness (MC/FMC).
(4) Impact of maintenance and supply on aircraft readiness (NMCS/M and PMCS/M).
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(5) Total flight hours.
(6) Total number of flights.
(7) Average number of flight hours per aircraft (Average Utilization).
(8) Average flight hours per flight (Average flight duration).
(9) Total number of cannibalization actions.
(10) Total man hours documented for cannibalizations.
(11) Average cannibalization actions per 100 flight hours.
(12) Total number of A-799 (No Defect) maintenance actions.
(13) Total man hours used for A-799 (No Defect) maintenance actions.
(14) Total number of discrepant items received from Supply (Discovered Code Y).
(15) Total Direct Maintenance Man Hours (DMMH).
(16) Average DMMH per aircraft.
(17) Total man hours used for corrosion prevention.
(18) Total man hours used for corrosion treatment.
(19) Total flight hours performed from a ship.
(20) Total number of flights from a ship.
(21) Total number of flights aborted before flight.
(22) Total number of flights aborted during flight.
c. MAINT-1 report fields:(1) TOTAL EIS: Sum total EIS hours for each aircraft maintained. For the purpose ofthis calculation the count begins on the date and time an aircraft is gained and the count ends at
2400 on the last day of each report or on the date and time an aircraft is transferred or lost.
(2) AVG Aircraft: The average number of aircraft available, based on total accumulated
EIS hours. Formula:
AVG Aircraft =TOTAL EIS HRS# DAYS IN MONTH X 24

NOTE: The following readiness percentages are computed using total accumulated EIS
hours during the reporting period. Hours while in an Out of Reporting (OOR)
status are not used.
(3) MC%: The percentage of all aircraft that were capable of performing at least one, but
not all missions. Formula:
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MC% =TOTAL EIS HRS - (NMCS + NMCM) HRS

X 100

TOTAL EIS HRS(4) FMC%: The percentage of all aircraft that were capable of performing all missions.
Formula:FMC% =TOTAL EIS HRS - (NMCS + NMCM + PMC)
HRS

X 100

TOTAL EIS HRS(5) NMCM%, NMCS%, PMCM%, PMCS%: Aircraft system degradation, as apercentage of time impacted in any of the listed categories. Formula:
SELECTED CATEGORY %= TOTAL (SELECTED CATEGORY)

X 100

HRS
TOTAL EIS HRS(6) FLTHRS: Total number of flight hours accumulated from Naval Aircraft Flight
Record (OPNAV 3710/4) and flight documents.
(7) FLTS: Total number of flights accumulated from Naval Aircraft Flight Record(OPNAV 3710/4) and flight documents.
(8) AVG UTIL: Average number of flight hours expended, per aircraft. Formula:
AVG UTIL= TOTAL FLTHRS
AVG Aircraft(9) AVG FLT DURATION: Total flight hours divided by total flights.
(10) TOTAL CANN Items/P and TOTAL CANN MHRS: Total number ofcannibalization actions and related man-hours. Data is based on maintenance level one WOs
with:(a) Assembly Cd beginning with A.
(b) TRANS Code 18 or 19.
(c) AT Code T.
(d) MAL Codes 812 through 820.
(e) TM Code B.
(11) CANNS/100 FLTHRS: The number of cannibalization actions per 100 flight hours.
The use of 100 flight hours as a standard divisor enables normalized comparisons and statisticalconsistency. Formula:
CANNS / 100 FLTHRS =TOTAL CANN ITEMS

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(TOTAL FLTHRS /100)(12) A-799 Items/P and A-799 MHRS: Total No Defect (A-799) items processed andrelated man-hours. Data is based on maintenance level one WOs with:(a) Assembly Cd beginning with A.
(b) AT Code A.
(c) MAL Code 799.
(13) TOTAL W/D ‘Y’. Total number of parts, components, or assemblies received orwithdrawn from supply and found to be discrepant upon installation.
(14) TOTAL Aircraft DMMH: Total man-hours directly attributed to maintenance of
aircraft during the selected reporting period. Data is based on maintenance level one
WOs/MAFs with an Assembly Cd beginning with A.
(15) Aircraft DMMH/FLTHR: Total Aircraft DMMH divided by Total FLTHRS.
(16) TOT MAINT MHRS: Total man-hours attributed to the maintenance of the aircraft.
(17) CORR Prevention HRS: Total man-hours expended in the prevention of aircraft
corrosion. Data is based on maintenance level one WOs/MAFs with:(a) Assembly Cd beginning with A.
(b) WUC equals 04.
(c) AT Code 0.
(d) MAL Code 000.
(18) Corrosion (CORR) Treatment HRS: Total man-hours expended in the treatment ofaircraft corrosion. Data is based on maintenance level one WOs/MAFs with:(a) Assembly Cd beginning with A.
(b) WUC not beginning with 04.
(c) AT Code Z.
(d) MAL Code (See Appendix E for appropriate MAL Code).
(19) FLTHRS - SHIP: Lists total number of shipboard flight hours accumulated from
Naval Aircraft Flight Record (OPNAV 3710/4) or flight documents submitted during theselected reporting period. Selection criteria is based on Naval Aircraft Flight Record (OPNAV
3710/4) or flight documents with an Operations Code of A, B, or C.
(20) FLTS - SHIP: Lists total number of shipboard flights accumulated from Naval
Aircraft Flight Record (OPNAV 3710/4) and flight documents submitted during the selectedreporting period. Selection criteria is based on Naval Aircraft Flight Record (OPNAV 3710/4)
and flight documents with an Operations Code of A, B, or C.
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(21) BEFORE FLT ABORTS Items/P: Reflects the number of flights that were aborted
before flight during the selected reporting period. Selections for this data element is based on
maintenance level one WOs/MAFs with When Discovered (WD) Code A.
(22) IN-FLT ABORTS Items/P: Reflects the number of flights that were aborted inflight during the selected reporting period. Selections for this data element is based on
maintenance level one WOs/MAFs with WD Code C.
14.2.2.2 Aircraft Readiness Degradation and Utilization Summary (MAINT-2 Report)
a. The MAINT-2 report (Figure 14-5) lists, by aircraft BUNO, the total number of
discrepancy hours limiting the aircraft from performing its mission or function during thereporting period. The MAINT-2 report also lists equipment utilization. All TRCODEs are used
except TRCODEs 30, 31, 32, or 39, and all TM codes that are equal to F, but not equal to
TRCODE 72. The MAINT-2 shows the impact to mission capability while performing
scheduled and unscheduled maintenance and while awaiting parts. EIS hours, flight hours, andnumber of flights are also listed. Total SCIR hours are the accumulation of all SCIR related
gripe life hours extracted from WOs/MAFs by aircraft BUNO.
b. The MAINT-2 is sorted by:(1) ORG code.
(2) Assembly Cd (Type Equipment Code).
(3) Aircraft BUNO.
c. All lines are a summation of aircraft BUNO within Assembly Cd and ORG.
d. An Assembly Cd TOTAL is entered upon a change in Assembly Cd.
e. An ORG TOTAL is entered upon a change in ORG code.
14.2.2.3 Subsystem Capability Impact Reporting (SCIR) by WUC/UNS (MAINT-3 Report)
a. The MAINT-3 report (Figure 14-6) lists SCIR hours by mission category and AWM hours
by reason codes, summarized for a given EOC code and associated WUC. The MAINT-3 isprepared from WOs/MAFs that have an EOC code. All TRCODEs are used except TRCODEs
00, 02, 03, 30, 31, 32, or 39 and all TM codes that are equal to F, but not equal to TRCODE 72.
b. The MAINT-3 is sorted by:(1) ORG code (major sort).
(2) Assembly Cd.
(3) EOC code.
(4) WUC or UNS.
c. All lines represent summations of maintenance actions by WUC to a specific EOC code
within an Assembly Cd and ORG code. The MAINT-3 shows total SCIR hours and distribution

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of SCIR hours by the degradation PMCM, PMCS, NMCMS, NMCMU, NMCS, and total AWM
hours. A decimal is assumed on all entries on detail lines.
d. A CAT TOTAL line is printed upon change of EOC code mission capability category(PMC and NMC). Total SCIR hours and AWM hours are depicted as 100.0 percent for mission
capability category (PMCM, PMCS, NMCMS, NMCMU, NMCS, and Assembly Cd). Total
SCIR hours, PMC, and NMC hours are a summation of the SCIR category totals. Total AWM
hours and individual reason code totals are a summation of the SCIR category totals.
Percentages are based on total SCIR hours and AWM hours for the individual Assembly Codes.
A decimal is assumed on all entries except percentages.
e. An ORG TOTAL is printed upon change of ORG code. Total SCIR, PMC, and NMC
hours are a summation of the Assembly Cd TOTAL. Total AWM hours and individual reason
code totals are a summation of (Assembly Cd TOTAL) totals. Percentages are based on total
SCIR hours and AWM hours for Assembly Cd within the ORG. A decimal is assumed on all
entries except percentages.
14.2.2.4 Detailed Mission and Maintenance Data by Aircraft (MAINT-4 Report)
a. The MAINT-4 report (Figure 14-7) lists mission capability and maintenance data for each
WO/MAF submitted for a given EOC code and associated WUC by aircraft BUNO within
Assembly Cd and ORG code. All TRCODEs are used except TRCODEs 00, 02, 03, 30, 31, 32,
or 39 and all TM codes that are equal to F, but not equal to TRCODE 72.
b. The MAINT-4 is sorted by:(1) ORG code (major sort).
(2) Assembly Cd.
(3) Aircraft BUNO.
(4) EOC code.
(5) WUC or UNS.
(6) MCN.
c. All lines show total SCIR hours and distribution of hours by type degradation (PMCM,
PMCS, NMCMS, NMCMU, NMCS) and JCN, WC, TR, WD, TM, AT, MAL, IP, MHRS, EMT,
and MCN documented on the WOs/MAFs. A decimal is assumed on mission capability data
entries.
d. A CAT TOTAL is printed upon change of EOC code mission capability category (PMC
and, NMC). Total SCIR hours are depicted as 100.0 percent for mission capability category(PMCM, PMCS, NMCMS, NMCMU, NMCS, and aircraft BUNO). Total aircraft BUNOTOTAL SCIR hours are a summation of the CAT TOTAL for PMC, and NMC. Percentages are
based on total SCIR hours for that aircraft BUNO. A decimal is assumed on mission capability
data entries except percentages.

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e. An Assembly Cd TOTAL is printed upon change of Assembly Cd. A decimal is assumed
on mission capability data entries except percentages.
f. An ORG TOTAL is printed upon change of ORG code. A decimal is assumed on mission
capability data entries except percentages.
14.2.2.5 Maintenance Man-hour (MAINT-5 Report)
a. The MAINT-5 Report (Figure 14-8) lists DMMH per FLTHR for aircraft assigned during
the report period. All TRCODEs are used except TRCODEs 30, 31, 32, or 39, and all TM codesthat are equal to F, but not equal to TRCODE 72. Data is based on WOs/MAFs submitted during
the report period.
b. The DMMH/FLTHR figure is an index of the man-hour cost of supporting an hour ofaircraft flight (the lower the DMMH/FLTHR, the lower the man-hour cost).
c. The MAINT-5 report is used to determine:(1) Which aircraft required a large amount of direct maintenance man-hours, and what
type of maintenance was performed during the report period.
flown.

(2) The maintenance man-hours spent per aircraft as opposed to the number of hours(3) The ratio of look phase man-hours to fix phase man-hours per type of inspection.
(4) The ratio of unscheduled to scheduled man-hours.

(5) When MAINT-5 data is trended, the results assist in determining which aircraft arehigh man-hour consumers compared to other aircraft.
d. Typical factors that cause fluctuations in DMMH/FLTHR:(1) A reduction of flying hours will not always result in an immediate and corresponding
drop in maintenance (a high index may result).
(2) Shortening the sortie length can materially reduce the total hours flown while
maintenance remains stable (a high index may result).
(3) Lengthy maintenance actions, such as major Phase inspections and in-depth
modifications, ground the aircraft and may consume a substantial number of man-hours (a highindex may result).
(4) Decreased maintenance may occur as the result of reduced inspection requirements,
improvements in work methods or facilities, etc., while flying hours remain stable (a lower index
may result).
(5) An increase in total flying hours will not always result in additional maintenance (alower index may result).
e. All lines are sorted by:(1) ORG code (major sort).
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(2) Assembly Cd.
(3) Aircraft BUNO.
f. When more than one T/M/S is assigned, a MAINT-5 report is produced for each Assembly
Cd to provide separation among type aircraft maintained.
g. An overall organizational report is produced to provide aggregated metrics.
h. Field calculations:(1) UNSCH MAINT: Unscheduled aircraft maintenance man-hours reported on level
one WOs/MAFs where the Assembly Cd begins with A and TM is equal to B.
(2) PHASE or PDM LOOK: Total man-hours expended in performing the look portionof phase or PDM, or IMC/P inspections. Data is based on level one WOs/MAFs with a TM
Code of G and a WUC beginning with 03.
(3) PHASE/PDM FIX: Total man-hours expended in repairing discrepancies discovered
during the look portion of phase, PDM, or IMC/P inspections. Data is based on level one
WOs/MAFs with a WD Code of M, TM Code of G, and a WUC not beginning with 03.
(4) ACPT/XFER INSP: Total man-hours consumed in performing acceptance or transfer
inspections. Data is based on look and fix man-hours from level one WOs/MAFs, where TM
Code equals E.
(5) COND INSP: Total man-hours consumed in performing conditional inspections.
Data is based on combined look and fix man-hours from level one WOs/MAFs, where TM Codeequals S.
(6) SPECIAL INSP LOOK: By aircraft BUNO, total man-hours expended in performing
look portion of special inspections. Data is based on level one WOs/MAFs with a W/D Code of0, TM Code containing D, K, M, or N, and a WUC beginning with 03, 04, or 05.
(7) SPECIAL INSP FIX: Total man-hours expended in repairing discrepancies that werediscovered during look portion of special inspections. Data is based on level one WOs/MAFs
with a TM Code containing D, K, M, or N and a WUC not beginning with 03 or 04.
(8) TDC: Technical Directive Compliance. Total man-hours expended complying withTechnical Directives. Data is based on total man-hours documented on level one WOs/MAFs
where TRCODE is 41 or 47.
(9) TOT MHRS: The sum of all man-hours from previous fields on the MAINT-5 report.
(10) Aircraft FLTHRS: Total flight hours documented on Naval Aircraft Flight Record(OPNAV 3710/4)/flight documents submitted during the reporting period.
(11) DMMH/FLTHR: Average number of man-hours expended per flight hour.
Formula:DMMH / FLTHR =TOTAL MHRS

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Aircraft FLTHRS
14.2.2.6 Detailed Data Extract (MAINT-6 Report)
a. The MAINT-6 report (Figure 14-9) provides key detailed data in electronic format toenable statistical analysis equipment capability, reliability, and maintainability. Data is based on
all maintenance level one documents for all Assembly Codes assigned.
b. All lines are sorted by:(1) ORG code (major sort).
(2) Assembly Cd.
(3) Aircraft BUNO.
(4) Work Center.
(5) WUC/UNS.
c. The MAINT-6 report is used to:(1) Identify systems or subsystems that require disproportionate maintenance actions or
man-hours. (Example: Total man-hours by WUC, Assembly Cd, aircraft BUNO, MAL code,etc.)(2) Determine recurring problems in a particular system or subsystem as indicated by alarge number of repeat discrepancies. Selection of repeat failure items can be used to establish
the cause of the failures, for example, structural design or improper maintenance.
(3) Compare and determine the man-hour cost of maintaining a specific type ofequipment, system, or subsystem, or of isolating components that might be causing the entire
system to consume high man-hours.
(4) Rank maintenance actions by any category. (Example: High man-hour consumers orhigh failure items, by WUC, Assembly Cd, aircraft BUNO, etc.)(5) Measure the maintenance impact of FOD.
(6) Measure maintenance attributable to the prevention and treatment of corrosion, anddetermine whether any specific section of an aircraft needs additional attention.
(7) Track removal and replacement of items and the P/Ns of repairable parts andassemblies.
(8) Determine the amount of time expended on maintenance where there is nomalfunction or alleged malfunction. Examples: Cannibalization actions, matched set removals,
FOM actions, or items removed/installed due to forced removal or scheduled maintenance.
(9) Determine possible training or deficient test equipment problems, as indicated by No
Defects (A-799) actions.
(10) Identify TD actions for a particular WUC, Assembly Cd, aircraft BUNO, etc.

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(11) Determine the number of flight aborts caused by mechanical failures, what caused
them, when the malfunctions occurred (before flight or while in flight).
(12) Identify the number of items processed and man-hours expended for discrepancies
discovered during acceptance inspections.
(13) Identify the number of malfunctions discovered during functional check flights(FCF), indicating possible poor quality maintenance or need for training.
14.2.3 DECKPLATE Flight, Maintenance, Supply, and Miscellaneous Ad Hoc Reports
DECKPLATE and On-Line Analytical Processing Cubes facilitates the creation, storage andsharing of reports. DECKPLATE reports can be substituted for MDR, SCIR, NAVFLIRS and
MR Reports.
14.2.3.1 Command Production Report (DP-0004)
The DP-0004 report lists all completed maintenance data for a selected period.
14.2.3.2 Items Processed by Bureau/Serial Number (DP-0009)
The DP-0009 report lists, by aircraft BUNO, the total number of items processed, and thecorresponding MAL Code limiting the equipment from performing its assigned mission orfunction during the reporting period.
14.2.3.3 Man-Hours by TEC, Work Unit Code, and Transaction Code (DP-0010)
The DP-0010 report lists Man-Hours in relationship to the ORG Code, TEC, WUC, andTransaction Code.
14.2.3.4 Maintenance Level 1 Man-Hours by Work Unit Code and ORG Code (DP-0011)
The DP-0011 report lists Maintenance Level 1 Man-Hours by WUC, then by ORG Code fromthe JCN.
14.2.3.5 Maintenance Level 1 Repairs (DP-0012)
The DP-0012 report lists Maintenance Level 1 maintenance actions, by WUC, that required
repairs to be done on an aircraft.
14.2.3.6 Flight Hours by Operation Code (DP-0014)
The DP-0014 report lists total number of flight hours by Operation Code, grouped by Owner
ORG Code, depart date, and TEC.
14.2.3.7 Detailed Failed Parts H – Z (DP-0016)
The DP-0016 report lists total failures by WUC and P/N from the failed material section (blocks
H through Z) of the MAF or WO. Further details are provided by MAL Description and AT
codes.

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14.2.3.8 Detailed Flight and Inventory (DP-0017)
The DP-0017 report lists totals of aircraft inventory, aircraft utilization activity levels, aircraft
flight hours, and readiness information. Report data comes from RT79 data with the exceptionof Landings, Arrested Landings, and Catapult/JATO counts, which come from individual flightrecords.
14.2.3.9 Org Maintenance Actions/Verified Failures (DP-0020)
The DP-0020 report identifies equipment problems defined in terms of verified failures, total
man-hours, total elapsed Maintenance time, NMC hours, PMC hours, and aborts at the O-level.
14.2.3.10 NMC/PMC by Part Number or WUC (DP0021/26)
The DP-0021/26 report identifies equipment problems defined in terms of total NMC hours,
NMCM hours, Component NMCS hours, total Component PMC hours, Component PMCM
hours and Component PMCS hours by P/N or WUC.
14.2.3.11 Org Removals/IMA Actions (DP-0022)
The DP-0022 report lists the removed P/N from the O-level, and the AT and MAL Code done at
the I-level. MAL Description and AT codes from the I-level provide information on component
repair actions and component failure history.
14.2.3.12 IMA Component Action Summary (DP-0023)
The DP-0023 report provides information by Action Org and head of family (HOF) national item
identification number (NIIN) of all IMA ATs to enable comparison of all organizations for aparticular TEC/HOF NIIN.
14.2.3.13 Top Degrader by TEC (DP-0024)
The DP-0024 report is a ranked and weighted report based on Total Degradation. The reportassigns a weighted value to aviation depot level repairable (AVDLR) Cost, Component NMC
Hours, and Total Maintenance Man-Hours, and then adds up the weighted values to assign an
overall total Degradation Value. The report is based on the user-selected HOF NIIN. Each lineof the report will reflect information for a single CAGE/P/N.
14.2.3.14 Serial Number Tracking (DP-0025)
The DP-0025 report lists the Removed/Installed Serial Number for both O-level and I-level, and
the P/N from the O-level and what AT and MAL Description Code was done at the I-level. The
report provides a close look at component repair actions taken on removed items and facilitates
examination of component failure history.
14.2.3.15 Degrader Snapshot by HOF NIIN (DP-0027)
The DP-0027 report provides information on component failures by HOF NIIN. Combined with
the DP-0028 report, the DP-0027 provides a detailed snapshot of one item from the Top
Degrader Report (DP-0044, paragraph 14.2.3.28).

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14.2.3.16 Degrader Snapshot by HOF NIIN, Org and IMA (DP-0028)
The DP-0028 report combines component failures by HOF NIIN, specific ORG and IMA
information. Combined with the DP-0027 report, the DP-0028 provides a detailed snapshot of
one item from the Top Degrader Report (DP-0044, paragraph 14.2.3.28).
14.2.3.17 Org Verified Failure/Non-Failure Analysis by TEC/WUC (DP-0029)
The DP-0029 report separates each maintenance action and NMC action by selected TEC/WUC,
with an AT/MAL Description Code combination, to enable analysis by "verified failures" and"non-failures".
14.2.3.18 Aircraft Readiness/Tracker Indicator Rates (DP-0032)
The DP-0032 report provides monthly aircraft inventory and readiness levels in terms of flight
hours, average number of aircraft in the reporting inventory, and percentages of EIS hours
reported. Also displayed are utilization rate, organizational direct maintenance man-hours, andI-level RFI and BCM rates.
14.2.3.19 NMC/PMC Reliability by Part Number (DP-0033)
The DP-0033 report provides information on NMC and PMC maintenance actions, man-hours,
and EMT for equipment, by P/N.
14.2.3.20 NMC/PMC Reliability by WUC (DP-0034)
The DP-0034 report provides information on NMC and PMC maintenance actions, man-hours,
and EMT for equipment, by WUC.
14.2.3.21 Part Number NIIN WUC Cross Reference (DP-0035)
The DP-0035 report associates NIIN to P/N/Cage to WUC combinations that have reported
maintenance actions. Each line represents a single combination and the number of times it
occurs within the filtered parameters.
14.2.3.22 Aircraft Readiness/Tracking Indicators Hours Report (DP-0036)
The DP-0036 report provides monthly aircraft inventory and readiness levels in terms of flight
hours, average number of aircraft, and EIS hours report for: NMCM, NMCS, MC, PMC, PMCS,
FMC. Also displayed are utilization rate, organizational Direct Maintenance Man-hours, and Ilevel RFI and BCM.
14.2.3.23 Org Verified Failures/Non-Failures Analysis by Part (DP-0037)
The DP-0037 report lists each OOMA Maintenance action and NMC action by selected Part inan AT, MAL Code combination to enable analysis of verified failures and non-failures.
14.2.3.24 Part Number NIIN Cross Reference (DP-0040)
The DP-0040 report is a cross-reference from a P/N to a NIIN for Removed Parts reported in
Maintenance Tasks having TEC beginning with A, B, K, or N and lists the HOF NIIN, FGC,
COG, and related cost information.

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COMNAVAIRFORINST 4790.2D
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14.2.3.25 Type Mission Requirements Report (DP-0041)
The DP-0041 report lists number of flights, flight hours, number of ship flights, and ship flight
hours, and the Type Mission Requirements (TMR) codes and associated TMR flight hours bydate, owner ORG code, TEC, and BUNO for a specified time frame. Catapult shots, arrested
landings, and ship operations data are drawn from the raw flight data. The DP-0041 report
should not be used for periods prior to 1985.
14.2.3.26 Technical Directives Report (DP-0042)
The DP-0042 report lists all TDs completed by a unit during the selected reporting period.
14.2.3.27 Detailed Consumables Report (DP-0043)
The DP-0043 report lists all H - Z consumable data during the selected reporting period.
14.2.3.28 Top Degrader by Type/Model (DP-0044)
The DP-0044 report is a ranked and weighted report based on Total Degradation. The reportassigns weighted value to AVDLR Cost, Component NMC Hours, Total Maintenance ManHours and then adds up the weighted values to assign an overall total Degradation Value. The
report is based on the user selected HOF NIIN. Each line of the report reflects information for asingle CAGE/P/N.
14.2.3.29 AV3M AIMD Chronicle Repairable Item Disposition Summary (DP-7096-02)
The DP-7096-02 report lists 12 months of summarized information on an IMA’s production. Its
purpose is to highlight areas requiring additional investigation or corrective action and to provide
a measurement of IMA production.
14.2.3.30 AV3M AIMD Chronicle Repairable Item Turn Around Time Summary (DP7096-03)
The DP-7096-03 report lists 12 months of summarized information on an IMA’s TAT. Its
purpose is to highlight areas requiring additional investigation or corrective action and to provide
a measurement of IMA production.
14.2.3.31 AV3M AIMD Chronicle Repairable Item Turn Around Time Recap (DP-709604)
The DP-7096-04 report lists summarized information on an IMA’s productivity. Its purpose is tohighlight areas requiring additional investigation or corrective action and to provide ameasurement of IMA production.
14.2.3.32 AV3M AIMD Chronicle Productivity (DP-7096-05)
The DP-7096-05 report lists 12 months of summarized information on an IMA’s productivity by
Action Taken B/C/Z/1/2/3/4/5/6/7/8 and 9 item process. Its purpose is to highlight areas
requiring additional investigation or corrective action and to provide a measurement of IMA
production.
14.3 MDS Analysis Products
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14.3.1 Introduction
The MDS provides the ability to analyze the performance of a single activity, aircraft, or system,and the aggregated performance of the entire population. This section discusses typical analysis
products.
14.3.2 Job average (Direct Maintenance Man Hours (DMMH) per job)a. Purpose: Analysis of the job average (the average number of man-hours required toaccomplish a specific job) is often used in conjunction with manning studies, workload
scheduling, and similar managerial applications. Job averages may be limited to the man-hours
contributed by a single work center or include the man-hours documented by all work centers.
b. Sources of Data: DP-0033/DP-0034.
c. The following describes a typical method of computing a job average when only one work
center and one maintenance action are involved:(1) The WUC, AT code, and MAL code defining the job will be determined locally.
(2) Using the DP-0033/DP-0034, extract the items processed and man-hours shown on alllines listed for the specific job (Columns WUC, AT, MAL, IP, and MHRS).
(3) To compute job average, divide the total man-hours by the total items processed. To
ensure best results, data for an extended period should be used.
14.3.3 High Man-hour, Maintenance Action, and Failure Rate Itemsa. Purpose: Analysis of items that consume the most man-hours, require the highest numberof maintenance actions (items processed), or have a high failure rate may reveal material
deficiencies, improper maintenance practices or lack of personnel proficiency.
b. Sources of Data: DP-0033/DP-0034.
c. Extraction of Data.
(1) High Man-hour Consumers. Select the five systems that consumed the highest
number of man-hours. To do this, compare each total for subsystem line on the DP-0033/DP0034. The DP-0034 report sorts by WUC in rank order from highest man-hours to lowest manhours.
(2) High Maintenance Action Items. Select the five systems with the highest number of
items processed. From each of these systems, select the five WUCs with the highest number ofIP.
(3) High Failure Rate Items. To identify high failure rate items, it is first necessary toeliminate data on non-failure entries as indicated by the AT and MAL codes listed below. Aftereliminating non-failure items, select the five high systems by comparing system totals. Fromthese five systems, select the five high WUCs (items) by comparing the items processed totals
obtained for each WUC (Columns WUC, AT, MAL, and IP). The DP-0033 report sorts by partnumber in rank order from highest NMC and PMC impact to lowest NMC and PMC impact.
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d. Special Instructions:(1) The actual number of systems and items to be extracted will be governed by the needsof management. The high-five selection outlined in this manual is only one of the many
combinations that may be used.
(2) All duplicate entries for the same failure must be lined out.
lists):(3) A list of non-failure codes is as follows (Appendix E contains the complete code(a) AT Code A, D, J, L, N, P, Q, S, T, and Y.

and 818.

(b) MAL Code 799, 800, 801, 804, 805, 806, 807, 811, 812, 813, 814, 815, 816, 817,

(4) Extracted data are normally provided to management in a tabular format. Items may
be sequenced by magnitude of man-hours or items processed within their respective system.
Descriptive terminology, part numbers or CAGE may be used in lieu of the WUC.
14.3.4 Component Reliability Trends
a. Purpose: Analysis of The reliability of components and parts of components can be
determined by the use of DECKPLATE reports. Using the reports and analyzing the datacontained within, it is possible to compare the number of failures documented for a specificcomponent or its parts to a computed control limit and thus identify items having an excessive
rate of failure. Corrective measures to lower the failure rate for these items should then be
started by management.
b. Sources of Data. DP-0033/DP-0034.
c. Further purification of data contained in the DP-0033 or DP-0034 should not be required.
Items Processed is used in the report and includes verified failure information by either P/N or
WUC respectively.
14.3.5 Cannibalization Trend
a. Cannibalization Trending provides information on the extent of cannibalization, identifies
the aircraft or equipment or parts involved, and provides detail on man-hours expended forcannibalization actions. The cannibalization man-hours per flight hour figure, when compared tothe direct maintenance man-hour per flight hour figure, indicates the additional cost in manhours attributed to cannibalization.
b. Sources of Data: MAINT-6/DP-0017/DP-0041(1) Cannibalization Trend:(a) To obtain the total items cannibalized, select the total items processed for AT
Code T or select MAL Codes 812, 813, 814, 815, 816, 817 and 818 (MAINT-6).
(b) To obtain the total man-hours spent in cannibalization, select total man-hours
listed for AT Code T (Columns AT and MHRS, on MAINT-6).
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(c) To obtain cannibalization man-hours per flight hour divide total man-hours
expended due to cannibalization by TOTAL FLIGHT HOUR (BUNO total hours on DP0017/DP-0041).
c. Cannibalization Summary. To identify items cannibalized, extract WUC, TEC,
BU/SERNO, items processed, man-hours, CAGE, and part number for all lines containing AT
Code T (Columns WUC, TEC, BU/SERNO, AT, Items/P, MHRS, MFG, and part on the DP0017/DP-0041).
d. Examination of Data.
(1) A review of trend chart will show overall status of cannibalization within activity.
(2) Data in the summary are used to identify specific items cannibalized, quantity of eachtype item involved, which type items are repeats, and equipment from which items were
removed.
(3) Any increase in rate of cannibalization should be of immediate concern tomanagement. Those items that are frequently cannibalized merit special investigation todetermine the cause.
(4) Special Instructions.
(a) The cannibalization summary may be modified to include additional data.
(b) Include comments on significant problem areas discovered during analysis.
14.3.6 Abort Malfunctions
a. This chart is designed to show which aircraft failed to fulfill their scheduled mission(abort) because of malfunctioning equipment. It identifies, for management, aircraft
systems/components causing aborts, number of items involved, and when abort malfunctions
occurred (before or in flight).
b. Sources of Data: MAINT-6.
c. Extraction of Data.
(1) Select WD Codes A and C from the MAINT-6 query menu.
(2) Use only those lines containing the applicable TEC.
(3) Section I - When Malfunctions Occurred:(a) Total abort malfunctions. Sum of items processed with WD Codes A and C.
(b) Before flight-abort. The sum of IP with WD Code A.
(c) In flight-abort. The sum of IP with WD Code C.
(4) Section II - Malfunction by System. To obtain these figures, determine number of IP
with WD Codes A and C within each system. The system is identified by first two positions of
the WUC.

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(5) Section III - Maintenance Required.
(a) Required maintenance. The sum of IP with WD Codes A and C except thoselisted in conjunction with AT Code A.
(b) Required no maintenance. The sum of IP with WD Codes A and C listed inconjunction with AT Code A.
d. Examination of Data.
(1) This summary does not identify the number of aircraft aborts occurring during thereporting period. The figures represent only the reported number of items (or malfunctions)involved in aborts. In some cases, more than one item or malfunction will be attributed to thesame abort. Weather and other factors may also cause aborts, hence, the apparent inconsistency.
(2) Possible trouble areas may be revealed by study of the data. For example, a highnumber of malfunctions discovered before flight may indicate inadequate turnaroundinspections; numerous defects in a certain system may point out a need for engineering changes;
and a substantial number of reported malfunctions that require no maintenance may be anindication of poor troubleshooting or improper equipment operation.
14.3.7 Maintenance Man-hours by Bureau Number
a. This information enables maintenance managers to determine which aircraft required alarge amount of direct maintenance man-hours, and what type of maintenance was performed.
b. Source of Data: MAINT-5.
c. Extraction of Data. Further data extraction is not required when using the MAINT-5
report. This report computes DMMH per flight hour automatically by BUNO.
14.3.8 Maintenance Man-hours Per Flying Hour and Sortie Charta. In this paragraph are guidelines for computing the number of maintenance man-hours
required to produce a single flying hour or sortie for a given type of aircraft. These man-hour
figures, or factors, may be developed for individual work centers or an entire squadron
maintenance department. The same method of computation will apply to each.
b. Sources of Data: MAINT-5 or MAINT-6(1) Total hours flown. Total flight hours listed for the selected type aircraft from the FH
column on the MAINT-5.
(2) Total sorties flown. Total flights listed for the selected type aircraft from the FLT
column on the MAINT-5.
(3) Maintenance Man-Hours Expended.
(a) For a work center, the sum of production man-hours listed for the TEC identifying
the selected type of aircraft. The MAINT-6 report can be run for a single work center (ifrequired).

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(b) For a squadron maintenance department, the total production man-hours listed for
the TEC identifying the selected type of aircraft.
(4) Computation of maintenance man-hours per flying hour and sortie. To obtain themaintenance man-hours per flying hour and sortie, use the following formulas:
Total Maintenance Man-hours
Total Hours Flown
Total Maintenance Man-hours
Total Sorties Flown= Maintenance Man-hours Per Flying Hour

= Maintenance Man-hours Per Sortiec. Examination of Data.
(1) Maintenance man-hour per flying hour figure is generally employed as an index of
cost, in terms of maintenance, of supporting an hour of aircraft flight (the lower the index, thelower the man-hour cost).
(2) Typical factors that may cause fluctuations in the maintenance man-hour per flying
hour figure are:(a) A reduction in flying hours (a high index may result due to fewer flight hours todisperse the man hours expended on special inspections, and fewer flight-hour based
inspections).
(b) An increase in flying hours (a lower index may result due to more flight hours todisperse the man hours expended on special inspections, or a higher index could occur due toincreased hourly-based inspections).
(c) Shortening the sortie length can materially reduce the total hours flown while
maintenance remains stable (a high index may result).
(d) Unforeseen maintenance, such as airframe or engine modification, can ground theaircraft and at the same time cause increased maintenance (a high index may result).
(e) Decreased maintenance may occur as the result of reduced inspection
requirements, improvements in work methods or facilities, etc., while flying hours remain stable(a lower index may result).
(f) An increase in total flying hours will not always necessitate additional
maintenance (a lower index may result).
(3) The maintenance man-hours per sortie can be used essentially in the same manner as
described for flying hours. Fluctuations in this man-hour figure can result from increases ordecreases in sorties flown, changes in sortie length, unforeseen maintenance, and similar factors.

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14.3.9 Awaiting Maintenance (AWM) Reason Code Summarya. An AWM Reason Code Summary is designed to show the various AWM codes by reason.
It provides the manager with an overall picture of where and how much time was consumed
awaiting maintenance.
b. Source of Data: MAINT-3.
c. Extraction of Data. The MAINT-3 report provides EOC Code, WUC and all associatedman-hours including a break-down of each AWM Code and associated man-hours.
d. Special Instructions. The MAINT-3 report lists total hours AWM by EOC and associated
WUC, and total number of hours for each AWM Code is displayed.
14.3.10 Mission Capability Degradation Summarya. The Mission Capability Degradation Summary reflects the degradation of mission
capability by maintenance condition. This data will provide managers of equipment the reasons
equipment was NMC, that is, NMCMS, NMCMU, or NMCS.
b. Sources of Data: MAINT-2 and MAINT-3.
(1) The MAINT-3 shows the maintenance conditions that impaired the mission capabilityof the equipment for that reporting period, based on the EIS hours.
(2) Total SCIR hours column denotes the total hours documented to a valid EOC by
WUC. The SCIR system has the capability to include all discrepancies that impact the mission
capability of equipment; therefore, the total SCIR hours column may be greater than the aircraftin service hours column which shows the total EIS hours. Enter appropriate comments, as
required, to explain the data.
14.3.11 Mission Capability Trend
a. The Mission Capability Trend may be used to portray equipment mission capabilities.
b. Source of Data: MAINT-4.
14.3.12 Repair of Removed Components
a. This report provides a detailed look at component repair actions taken on removed items
and facilitates examination of component failure history and a snapshot by Action Org and Headof Family NIIN of all IMA ATs. A comparison may also be made of all organizations for aparticular TEC or Head of Family NIIN.
b. Sources of Data: DP-0022 and DP-0023.
14.3.13 High-Five EOC Degradation by Mission Capability Category Chart
a. The High-Five EOC Degradation by Mission Capability Category Chart may be used topresent the high-five EOC degradation by mission capability category (FMC, PMC, NMC).
b. Source of Data. MAINT-3.
14.4 O-level and I-level Data Analysis
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14.4.1 Introduction
The primary purpose of O-level and I-level data analysis is to identify unsatisfactory trends inperformance and provide information to support management actions to improve performance.
This section directs minimum data analysis requirements. Commanding Officers andMaintenance Officers should direct additional requirements as deemed necessary to fully
monitor maintenance performance.
14.4.2 Data Analyst
Activities will assign at least one individual qualified as a System Administrator/Analyst(13.2.2.1) as their Data Analyst. Duties:
a. Produce the Aviation Maintenance and Material Management (AV3M) Summary (14.4.3
or 14.4.4).
b. Review MDRs (14.3) for accuracy and conduct training to reduce the error rate.
c. (O-level) Review NAVFLIR data and validate flight hours and landings weekly.
d. Screen and validate the NALCOMIS Exception Report.
e. Conduct training in documentation procedures and the use of MDS reports.
f. Maintain files (electronic or hardcopy) of any MDRs (14.2), analysis products (14.3) the
activity has reviewed, and the Monthly Maintenance Summaries for, at a minimum, the last 24
months.
g. Ensure data is reported up-line to the top-tier and DECKPLATE central repository.
h. Stay current with MDS issues by reviewing information on the NIWC Atlantic customer
support site (https://sailor.nmci.navy.mil).
i. Provide a NALCOMIS MAINT-2 report for each aircraft transfer.
14.4.3 O-level AV3M Summary
14.4.3.1 No later than the 10th working day of each month, O-level activities utilize OOMA Ad
Hoc capabilities on the local system, MAINT 1-6 reports, or standardize reports available in
DECKPLATE and produce a monthly AV3M Summary and trend charts with a minimum of 6months of data. The summary will contain:
a. Aircraft Readiness and Utilization Metrics(1) MC%(2) FMC%(3) Total Flights(4) Total Flight Hours(5) Average Utilizationb. Mission Capability Impact Metrics
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(1) Equipment In Service Hours(2) Equipment Out of Service Hours(3) Total SCIR Hours(4) NMCM Hours(5) NMCS Hours(6) NMCD Hours(7) PMCS Hours(8) PMCM Hoursc. Manpower Utilization Metrics(1) Total DMMH
(2) DMMH per Flight Hour(3) NMC Scheduled Man Hours(4) NMC Unscheduled Man Hours(5) PMC Scheduled Man Hours(6) PMC Unscheduled Man Hours(7) Corrosion Prevention Man Hours(8) Corrosion Treatment Man Hours(9) PDM/IMC Man Hours(10) Conditional Inspection Man Hours(11) Technical Directive Compliance Man Hours(12) Total AWM Hours(13) AWM M1/M2/M3/M4/M5/M6/M7/M8 Hours(14) Total Cannibalization Actions per 100 Sorties(15) Total Cannibalization Man Hours per 100 Sorties
d. Material Support Metrics(1) NMC Supply Hours(2) Top Five NMCS WUCs
(3) PMC Supply Hours(4) Top Five PMCS WUCs
(5) Total Cannibalizations

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(6) Cannibalization Rate per 100 Sorties(7) Top Five Cannibalization WUCs
(8) Number of A799 (no defect) items processed and WUC
e. Data Integrity Metrics(1) NMC Hours documented on WUC 1000000(2) NMC Hours documented on Special Inspections(3) NMC Hours documented on System Level WUCs (XX000)(4) NMC Hours documented on OOR aircraft(5) NMC Hours documented on TDs
14.4.3.2 The AV3M Summary charts will contain a timeline with information on events that
influenced operations during the period, such as deployments, training detachments, and holiday
stand down periods.
14.4.3.3 The MMCO and MMCPO will brief the AV3M Summary to the MO and AMO. The
brief will include:a. Analysis of the causes of increased or decreased performance.
b. Recommendations for actions to improve performance.
c. Forecast of future performance based on upcoming events and actions required to prevent
unsatisfactory readiness.
14.4.3.4 Activities will provide a copy of their AV3M to their Type Wing or MAG.
The Type Wing/MAG will compile an aggregate AV3M Summary and perform statisticalanalysis of average rates and standard deviation ranges, by T/M/S aircraft. The data will be
provided to squadrons to enable them to compare their performance against the Wing/MAG
average.
14.4.3.5 To further assist in evaluating performance, COMNAVAIRSYSCOM will performstatistical analysis of the average rates and standard deviation ranges for the metrics for the entire
T/M/S population.
14.4.4 I-level AV3M Summary
14.4.4.1 No later than the 10th working day of each month, I-level activities will utilize OIMA
Ad Hoc capabilities on their local system, standardize reports available in DECKPLATE, or
Buffer Management Tool (BMT) data to produce a monthly AV3M Summary and trend chartswith a minimum of 6-months of data. The summary will contain:
a. Productivity Metrics(1) Total Inductions(2) Overall RFI Rates
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(3) Total Inductions Per Division(4) Division RFI Rate
(5) Total Inductions by Work Center(6) Work Center RFI Rate
b. Customer Support Metrics(1) Total EXREPs Processed(2) Top Five (5) EXREP WUCs
(3) Total EXREPs Per Division(4) Top Five EXREP WUCs Per Division
WUC(5) Number of When Discovered Y code (Defective Upon Receipt) items processed, byc. Manpower Utilization Metrics(1) Total DMMH
(2) DMMH Per Division and Work Center(3) Technical Directive Compliance Man Hours(4) Total AWM Hours(5) AWM M1/M2/M3/M4/M5/M6/M7/M8 Hours(6) Total Cannibalization Man Hours
14.4.4.2 The AV3M Summary charts will contain a timeline with information on events that
influenced operations during the period, such as deployments and holiday stand down periods.
14.4.4.3 The MMCO and MMCPO will brief the AV3M Summary to the MO and AMO. The
brief will include:a. Analysis of the causes of increased or decreased performance.
b. Recommendations for actions to improve production.
c. Forecast of future production based on upcoming events, and actions required to prevent
unsatisfactory production.

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Figure 14-1: Elements of the Naval Aviation Maintenance Data System

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COMNAVAIRFORINST 4790.2D
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CODE

NO. OF
CHAR

Action Taken Code1

ALPA
NUMERICOR
ALPHA/NUMERIC
A/NTechnical Directive Code2

N

MAF orWO

Malfunction Description
Code

3

A/N

MAF orWO

Organization Code

3

A/N

All

Permanent Unit Code6

N

MAF orWO

System Code2

N

TD Status Code1

A

MAF orWO
DD 1348
MAF orWO

Type Equipment Code

4

A/N

All

Type Maintenance Code1

A/N

MAF orWO

When Discovered Code1

A

MAF orWO

Work Center Code3

A/N

MAF orWO

Work Unit Code1, 3, 5,or 7, 8thru 32

A/N

MAF orWO
DD 1348
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SOURCEDOCUMEN WHERETS
LISTED
USED ON
MAF orWORESPONSIBLEFORASSIGNMENTANDCONTROL

Appendix E
COMNAVAIR
WUC Manual FOR(N422D)
Appendix E
COMNAVAIR
FOR(N422D)
Appendix E
COMNAVAIR
WUC Manual FOR(N422D)
Appendix E
COMNAVAIR
FOR(N422D)
OPNAV
CNO
NoticeWUC Notice

COMFRC FSTHQ Tech Data
Dept
Appendix E
COMNAVAIR
FOR(N422D)
Appendix E
COMNAVAIR
FOR(N422D)
Appendix E
COMNAVAIR
WUC Manual FOR(N422D)
Appendix E
COMNAVAIR
WUC Manual FOR(N422D)
Appendix E
COMNAVAIR
FOR(N422D)
Appendix E
COMFRC FSTWUC Manual HQ Tech Data
DeptCOMNAVAIRFORINST 4790.2D
1 Feb 2021
Time/Cycle Prefix Code1

A

MAF orWO

AWM Reason Code1

N

MAF or
WO

Transaction Code2

N

MAF orWO

Total Mission
Requirement

3

A/N

Inventory Code

1

A/N

Naval
Aircraft
FlightRecordMAF orWO

Position Sensitive
Indicator

2

A/N

MAF orWO

EOC Code

3
(NOTE
1)
4

A/N

MAF orWO

A/N

WO

Assembly Code (OOMA
NALCOMIS application
use only)

Appendix E

COMNAVAIR
FOR(N422D)
Appendix E
COMNAVAIR
WUC Manual FOR(N422D)
Appendix E
COMNAVAIR
WUC Manual FOR(N422D)OPNAVINST CNO
3710.7
Appendix E

COMNAVAIR
FOR(N422D)
WUC Manual COMFRC FSTHQ Tech Data
Dept
MESM
CNO
(NOTE 2)OOMA
Assembly
Catalog

COMFRC FSTHQ Tech DataDept

NOTES: 1. The first character (alpha) is recorded on the MAF or WO. The second
and third characters (numeric) are computer generated from the WUC
documented on the MAF or WO.
2. T/M/S MESMs are provided on CNAP SharePortal website
https://cpf.navy.deps.mil/sites/cnap/default.aspx under Quick Links,
MESMs.

Figure 14-2: MDS Code List

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COMNAVAIRFORINST 4790.2D
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PMA
Baseline
ServerUser
enteredNaval
Messages

X-Ray

OOMA

Legacy
AV-3M

FLIS
(DLA)

RT-79

X-Ray

Flat File
Transmission
via “SALTS”
email message

RT-79(3303)

X-Ray
RT-79

Maintenance,
Flight Detail,& Supply

AIRRS

Cost
Consumables

TD Compliance

Baseline
WUC
ADS

NAVSUP
WSS
Organization, Aircraft, TEC Reference
RT-79

CMIS

Cost
Repairables

Aircraft, X-Ray, History

Maintenance & Flight Detail (76)

TD ComplianceEngine Transaction Reports (ETR)

TD/KIT

User
enteredEngineManagement

Aircraft Inventory
TD Compliance

Data Warehouse

Aircraft Inventory

Engine Transaction Reports (ETR)

DECKPLATE

Figure 14-3: DECKPLATE Flow Process

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COMNAVAIRFORINST 4790.2D
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ORG

: AP2

ORG Name : VS-24
Assy Cd: AEBCTMS: E - 2C

Modex

: 812

BUNO

: 165812

NALCOMIS OMA
MAINT - 1 REPORT(CONSOLIDATED PERFORMANCE METRICS)
01 JAN 2007 0000 – 31 JAN 2007 2359

DATE

: 28 FEB 2007

TIME

: 1807REQ BY : CIV F DOOLEY
PAGE: 1 of 10

NOTE: THIS REPORT ONLY REFLECTS DATA THAT IS CURRENTLY RESIDENT ON YOUR ACTIVITY’S FOUNDATION TIER DATABASE. IT WILL NOT REFLECT ANY DATA ASSOCIATED
WITH ASSETS THAT ONCE RESIDED BUT ARE NOW TRANSFERRED FROM YOUR ACTIVITY. FOR A MORE COMPREHENSIVE REPORT THAT WILL INCLUDE ADDITIONAL DATA THAT IS
NOT AVAILABLE DURING TIME OF REPORT EXECUTION, PLEASE UTILIZE THE ‘OFFICIAL’ REPORTS THAT ARE AVAILABLE AT THE NAVAIR LOGISTICS WEB SITE.

BUNO Detailed Information
TOTAL EIS:

744

FLTHRS:

0.0

TOTAL W/D “Y”

0

AVG ACFT:

1.0

FLTS:

0

TOTAL ACFT DMMH:

0.0

MC%:

100.0

AVG UTIL:

0.0

ACFT DMMH/FLTHR:

0.0

FMC%:

100.0

AVG FLT DURATION:

0.0

CORR PREV MHRS:

0.0

NMCS%:

0.0

TOTAL CANN I/P:

0

CORR TREAT MHRS:

0.0

NMCM%:

0.0

TOTA L CANN MHRS:

0.0

FLTHRS – SHIP:

0.0

PMCS%:

0.0

CANNS/100 FLTHRS:

0.0

FLTS – SHIP:0

PMCM%:

0.0

A- 799 I/P:

0

BEFORE FLT ABORTS I/P:

0

A- 799 MHRS:

0.0

IN- FLT ABORTS I/P:

0

Figure 14-4: Consolidated Performance Metrics (MAINT-1 Report) (Sample)
14-33

COMNAVAIRFORINST 4790.2D
1 Feb 2021:
ORG
ORG Name :
:
PUC

KC7
VAW-78001151NALCOMIS OMA
MAINT-2 REPORT(AIRCRAFT READINESS DEGRADATION AND UTILIZATION SUMMARY)
01 JUN 2003 0000 – 30 JUN 2003 2359

DATE : 16 JUL 2003
TIME : 0716
REQ BY : CIV A DBADMIN
PAGE : 1 of 1

NOTE: THIS IS A LOCAL REPORT FROM THE FOUNDATION SERVER. IT MAY NOT INCLUDE DETACHMENT DATA OR INVENTORY CORRECTIONS INCORPORATED IN UPLINE REPORTING.

Aircraft
StatusEOS Code

Total
Total
Ship
Flight Number Flight
Hours Flights Hours

Operation Total
Number SCIR
Flights
Hours

Assy
Code

MODEX

AEBC

600

161229

14

346

45

0

291

24

0

720

0

A

31.5

9

0

0

8548

601

162619

44

159

137

0

253

127

0

720

0

A

46.9

16

0

0

3769

NMC
NMC
NMC
PMC
PMC
BUNO Scheduled Unscheduled Supply NMCD Maintenance Supply FMC

EIS

602

162802

14

108

17

0

504

3

74

720

0

A

78.3

25

0

0

1744

604

163028

115

239

9

0

334

23

0

720

0

A

30.9

10

0

0

7422

* TOTALS

187

852

208

0

1382

177

74

2880

0

187.6

60

0

0

21483

** TOTALS

187

852

208

0

1382

177

74

2880

0

187.6

60

0

0

21483

Figure 14-5: Aircraft Readiness Degradation and Utilization Summary (MAINT-2 Report)(Sample)14-34

COMNAVAIRFORINST 4790.2D
1 Feb 2021
NALCOMIS OMA
MAINT-3 REPORT(SUBSYSTEM CAPABILITY IMPACT REPORTING BY WUC/UNS)
09 JUN 2003 0000 – 30 JUN 2003 2359

: WA6
ORG
ORG Name : VX-20
Assy Cd: AEBC
E-2C

TMS

DATE

: 09 JUL 2003

TIME

: 0937REQ BY : AZ1 R SMITH
PAGE: 4 of 4

NOTE: THIS IS A LOCAL REPORT FROM THE FOUNDATION SERVER. IT MAY NOT INCLUDE DETACHMENT DATA OR INVENTORY CORRECTIONS INCORPORATED IN UPLINE REPORTING.

EOC WUC/UNS
C 56251
C 67X2D00
D 6361700
D 67X2D00
E 726DL00
E 726E400
J 4191260
L 631U0
L 734H500

Total
SCIR
Hours
528
19
528
27
101
109
528
71
13

* TOTALS

1924

Z
Z
Z
Z
Z
Z
Z

030 Conditional Insp
030000A
030000B
030000E
03A0000
12220
13G1400

10
392
52
340
304
5
16

Z
Z
Z
Z

51E2100
63610
6361300
6361700

17
17
10
49

* TOTALS** TOTALS*** TOTALS

PMC
Maint
Hours
528
19
528
27
1
9
528
70
13

PMC
Supply
Hours

NMC
Schd
Hours

NMC
UnschdHours

NMC
Supply
Hours

NMCD
Hours

M1
M2
Hours Hours

100
100

M4
Hours

M5
Hours

M7
M8
M6
Hours Hours Hours

5
528
68
11

1

1723

201

0

0

0

0

0

89.55%

10.45%

0.00%

0.00%

0.00%

0.00%

0.00%

392
52
340
304

0

0

0

0.00% 100.00% 0.00%

0.00%

0.00%

0

10

5
15

14
17
10
49

1

3

0

0

1088

5808

1180

0

0

0.00%

0.00%

13.47%

71.92%

14.61%

0.00%

0.00%

8076

M3
Hours
528
18
528
25

1711

0

1711

0.00% 0.00%

2
383
48
326
301
4
11

2
383
48
326
301
4
11

7
16
8
28

7
16
8
28
0

0

0

0.00% 100.00% 0.00%

0.00%

0.00%

0

0

Total
AWM
Hours
528
18
528
25
0
5
528
68
11

6652

0

6652

0

0.00% 0.00%
02

8363

10000

1723

201

1088

5808

1180

0

0

0

0

0

15186

17.23%
5237

2.01%
1711

10.88%
1088

58.08%
5958

11.80%
1192

0.00%
0

0.00%
0

0.00% 100.00% 0.00%
0
0 11968

0.00%
0

0.00%
0

0.00% 0.00%
02 11968
034.49%

11.27%

7.16%

39.23%

7.85%

0.00%

0.00%

0.00% 100.00% 0.00%

0.00%

0.00%

0.00% 0.00%

0

8363

0

Figure 14-6: Subsystem Capability and Impact Reporting by WUC/UNS (MAINT-3
Report) (Sample)

14-35

COMNAVAIRFORINST 4790.2D
1 Feb 2021
ORG
ORG Name
Assy Cd
TMS
BUNO

NALCOMIS OMA
MAINT - 4 REPORT(DETAIL MISSION AND MAINTENANCE DATA BY AIRCRAFT)
01 JUN 2003 0000 – 30 JUN 2003 2359

: KC7
: VAW-78: AEBC:

E-2C:

163028

DATE: 16 JUL 2003

TIME

: 0718REQ BY : CIV A DBADMIN
PAGE: 13 of 13

NOTE: THIS IS A LOCAL REPORT FROM THE FOUNDATION SERVER. IT MAY NOT INCLUDE DETACHMENT DATA OR INVENTORY CORRECTIONS INCORPORATED IN UPLINE REPORTING.
EOC
C
C
D
E
E
E
E

WUC/UNS
94192
94192
728E0
65320
65Y2700
65Y2700
726D0

Total
SCIR
Hours
44
121
720
4
37
21
36

PMC
Maint
Hours
37
118
720
4
31
21
7

L
L
L

734H500
734H600
734H600

3
34
28

3
34
27

* TOTALS

4607

Z
Z
Z

030
030
030000A

0
1
8

Z
Z
Z
Z
Z
Z
Z
Z
Z
Z
Z
Z
Z

1111D00
12146
14F2300
22300
223D0
223D1B0
223D1J0
223D33042518
45E232A
49110
6418K00
726G300

138
223
1
181
39
72
70
43
27
24
19
54
3

* TOTALS

2815** TOTALS

7422*** TOTALS

21506

PMC
Supply
Hours
7
3

NMC
Sched
Hours

N MC
NMC
Unsched Supply NMCD
Hours
Hours Hours

29

JCN
KC7162181
KC7164208
KC7061496
KC7167257
KC7157067
KC7159103
KC7168288

Work TRANS When
Type Action
CenterCD
DISCVD MAINT Taken
23
210
B
R
B
23
210
Y
R
B
210
12
H
B
B
210
11
D
B
C
210
18
O
B
T
23
210
Y
R
B
210
12
H
B
B

MAL
CD
374
374
160
127
815
374
160

Items
Prcsd
1
1
1
1
1
1
1

MHRS
2.3
1.5
22.6
0.8
1.0
1.2
3.8

EMT
2.3
1 .5
22.6
0.4
1.0
1.2
3.8

MCN
0G4VFWN
0G4VFXT
0G4VCZJ
0G4VG0D
0G4VFS1
0G4VFTF
0G4VG11

1

KC7167254
KC7114485
KC7156036

220
220
220

11
11
18

D
O
O

B
B
B

C
S
T

160
800
815

1
0
1

1.2
2.0
0.5

1.2
2.0
0.5

0G4VGDB
0G4VEIS
0G4VFQG

KC7161127
KC7163187
KC7138307

210
120
120

11
11
11

O
O
O

S
S
D

0
0
0

000
000
000

1
1
0

0.4
0.7
0.6

0.4
0.7
0.6

0G4VFUB
0G4VFWU
0G4VF4F

KC7107341
KC7128134
KC7161129
KC7133D01
KC7148A02
KC7156023
KC7155011
KC7159102
KC7175452
KC7163199
KC7152553
KC7164207
KC7170341

120
110
220
110
110
110
110
110
220
120
220
210
210

12
23
12
23
11
23
23
12
12
12
11
18
23

H
H
A
M
M
H
H
H
H
H
H
O
D

B
B
B
G
G
B
B
B
B
B
B
B
B

B
R
B
R
C
R
R
B
B
B
C
T
R

381
127
374
190
127
314
900
127
070
381
105
815
374

1
1
1
1
1
1
1
1
1
1
1
1
1

3.5
0.3
2.4
78.3
2.8
20.2
11.2
12.9
0.4
2.5
0.7
0.1
0.8

3.5
0.3
1.2
62.8
2.8
16.7
11.2
12.9
0.4
2.5
0.7
0.1
0.8

0G4VFAZ
0G4VEV4
0G4VFUL
0G4VF100G4VF01
0G4VFP1
0G4VFV0
0G4VFT1
0G4VFG8
0G4VFXL
0G4VFGM
0G4VFYZ
0G4VG3K

6

4006

601

0

0

0

0

86.95%

13.05%

0.00%

0.00%

0.00%

0.00%

8

1
102
223
1
181
39
72
70
43
27
24
19
51
3

36

3

0

0

1377

1369

69

0

0.00%

0.00%

48.92%

48.63%

2.45%

0.00%

4006
53.97%
12183

601
8.10%
3947
18.35%

1377
18.55%
2013

1369
18.45%
2875
13.37%

69
0.93%
488
2.27%

0
0.00%
0
0.00%

56.65%

9.36%

Figure 14-7: Detailed Mission and Maintenance Data by Aircraft (MAINT-4 Report)(Sample)14-36

COMNAVAIRFORINST 4790.2D
1 Feb 2021
: KC7
ORG
ORG Name : VAW-78

NALCOMIS OMA
MAINT-5 REPORT(MAINTENANCE MANHOURS)
01 JUN 2003 0000 – 30 JUN 2003 2359

DATE

: 16 JUL 2003

TIME

: 0721REQ BY : CIV A DBADMIN
PAGE: 1 of 1

NOTE: THIS IS A LOCAL REPORT FROM THE FOUNDATION SERVER. IT MAY NOT INCLUDE DETACHMENT DATA OR INVENTORY CORRECTIONS INCORPORATED IN UPLINE REPORTING.

Assy
Cd
AEBC

BUNO

UNSCH
MAINT

PHASE/PDM/IMC
LOOK
FIX

ACPD/XFER
INSP

COND
INSP

SPECIAL INSP
LOOK
FIX

TDC

TOTAL
MHRS

ACFT
FLTHRSDMMH/FLTHRS

161229

206.9

0

0

0

6.4

52.9

28.4

3.6

298.2

31.5

9.5

162619

120.6

65.9

1.8

0

11.3

90.1

21.1

27.0

337.8

46.9

7.2

162802

127.1

0

0

0

1.3

34.3

7.6

1.0

171.3

78.3

2.2

163028

183.3

9.6

22.5

0

5.6

87.3

10.5

1.0

319.8

30.9

10.3

* TOTALS

637.9

75.5

24.3

0

24.6

264.6

67.6

32.6

1127.1187.6

6** TOTALS

637.9

75.5

24.3

0

24.6

264.6

67.6

32.6

1127.1

187.6

6

Figure 14-8: Maintenance Manhour (MAINT-5 Report) (Sample)

14-37

COMNAVAIRFORINST 4790.2D
1 Feb 2021
NALCOMIS OMA
MAINT- 6 REPORT(DETAILED DATA EXTRACT)
01 JUN 2003 0000 – 30 JUN 2003 2359

: KC7
ORG
ORG Name : VAW-78

DATE

:

TIME

:

16 JUL 2003
0722

REQ BY :CIV A DBADMIN

PAGE :

26 of 26

NOTE: THIS IS A LOCAL REPORT FROM THE FOUNDATION SERVER. IT MAY NOT INCLUDE DETACHMENT DATA OR INVENTORY CORRECTIONS INCORPORATED IN UPLINE REPORTING .

Completed
WC
Date

Assy
Cd BUNO WUC/UNS

24 JUN2003 220 AEBC 163028

44210

ML TR AT MAL IP MHRS EMT WD TM
1 11 C 105 1

0.2

CAGE

REMOVED

Part Number

INSTALLED
Serno

CAGE

Part Number

Serno

0.2 J DMCN
0G4VG86

24 JUN 2003 220 AEBC 163028

44210

1 11 C 105 1

0.3

0.3 D B

0G4VG7Z

20 JUN 2003 220 AEBC 163028

4422B

1 12 B 080 1

3.6

3.6 J D

0G4VG46

24 JUN 2003 220 AEBC 163028

4422K

1 12 B 080 1

0.5

0.5 D B

0G4VG7Y

16 JUN 2003 220 AEBC 163028

47A1140

1 11 C 160 1

0.3

0.3 C B

0G4VGOF02 JUN 2003 220 AEBC 163028

49110

1 11 C 105 1

0.7

0.7 H B

0G4VFG3

11 JUN 2003 220 AEBC 163028

56250

1 11 A 799 1

0.3

0.3 D B

0G4VFUH

22 JUN 2003 220 AEBC 163028

734H100

1 23 R 374 1

1.0

1.0 H B

06481

68010020

HHX28206481

68010020

GUG091

0G4VG3T

13 JUN 2003 220 AEBC 163028

734H100

1 18 T 815 1

4.9

4.9 O B

06481

68010020

PQB07406481

68010020

HHX282

0G4VFXG

06481

68050012

SDT00506481

68050012

SDT00507 JUN 2003 220 AEBC 163028

734H300

1 18 T 812 1

0.8

0.8 O B

16 JUN 2003 220 AEBC 163028

734H500

1 11 C 160 1

1.2

1.2 D B

02 JUN 2003 220 AEBC 163028

734H600

1 11 S 800 0

2.0

2.0 O B

07 JUN 2003 220 AEBC 163028

734H600

1 18 T 815 1

0.5

0.5 O B

0G4VFPH
0G4VG0B
0G4VE1806481

680400-6

MHB00406481

680400-6

LNE025

0G4VFQG

08 JUN 2003 310 AEBC 163028

030000A

1 11

0 000 02.5

2.5 O D

07 JUN 2003 310 AEBC 163028

030000A

1 11

0 000 026.1

2.9 O D

0G4VFT1
0G4VFEP

01 JUN 2003 310 AEBC 163028

030000A

1 11

0 000 00.3

0.3 O D

0G4VF41

22 JUN 2003 310 AEBC 163028

030000A

1 11

0 000 018.0

3.0 O D

0G4VG6X

03 JUN 2003 310 AEBC 163028

03A0000

1 11

0 000 00.5

0.5 O G

0G4VEY6

Figure 14-9: Detailed Data Extract (MAINT-6 Report) (Sample)
14-38

COMNAVAIRFORINST 4790.2D
1 Feb 2021
CHAPTER 15
Organizational Level (O-Level) Maintenance Documentation Procedures
Table of Contents
15.1 INTRODUCTION ..................................................................................................................... 5
15.2 GENERAL WO PROCEDURES ............................................................................................. 7
15.2.1 Data Entry.......................................................................................................................... 7
15.2.2 Maintenance Control ......................................................................................................... 7
15.2.4 WO Initiation..................................................................................................................... 8
15.2.5 WO Completion ................................................................................................................ 9
15.2.6 Work Order History........................................................................................................... 9
15.3 WORK ORDER DATA FIELDS ............................................................................................. 915.3.1 Work Order Identification ............................................................................................... 10
15.3.2 Removed/Old Item .......................................................................................................... 13
15.3.3 Installed/New Item .......................................................................................................... 13
15.3.4 Maintenance Information ................................................................................................ 14
15.3.5 Failed/Required Material Data (H-Z) .............................................................................. 15
15.3.6 Discrepancy and Corrective Action ................................................................................ 16
15.3.7 Names/Signatures ............................................................................................................ 16
15.3.8 Miscellaneous Entries...................................................................................................... 1715.4 CONTINGENCY PROCEDURES ........................................................................................ 18
15.4.2 Pre-recovery procedures: ................................................................................................. 19
15.4.3 Procedures: ...................................................................................................................... 19
15.4.4 Post Recovery Procedures: ............................................................................................... 21
15.5 SPECIFIC WORK ORDERS ................................................................................................. 22
15.5.1 Aircraft Repair ................................................................................................................. 22
15.5.2 Inspections ....................................................................................................................... 27
15.5.3 Aircraft Preservation. ...................................................................................................... 30
15.5.4 Work Order (WO) Work Request ................................................................................... 31
15.5.5 Technical Directive (TD) Compliance ............................................................................ 31
15-i

COMNAVAIRFORINST 4790.2D
1 Feb 2021
15.5.6 Aircraft Engine and Auxiliary Power Unit (APU) Maintenance Documentation........... 32
15.5.6.1 General Information............................................................................................ 32
15.5.6.2 Modular Engine TD Compliance........................................................................ 33
15.5.7 Engine Cannibalization ................................................................................................... 33
15.5.8 Engine Inspections .......................................................................................................... 33
15.5.9 Support Equipment Maintenance Documentation .......................................................... 33
15.5.10 Standard Rework Documentation ................................................................................. 34
15.5.11 In-Service Repair (ISR) Documentation ....................................................................... 35
15.5.12 Modification Documentation. ....................................................................................... 37
15.5.13 Excessive Troubleshooting Documentation. ................................................................. 38
15.5.14 On-Equipment Repair Documentation. ......................................................................... 39
15.5.15 On-Equipment Repair (Repairable Component Replacement) Documentation. .......... 40
15.5.16 Turn-In Document. ........................................................................................................ 42
15.5.17 Component Received Missing SRC Card. .................................................................... 43
15.5.18 Component Received Non-RFI and Installed Documentation. ..................................... 44
15.5.19 Cannibalization Action WO Documentation. ............................................................... 46
15.5.20 Matched System (Component 1) Documentation. ........................................................ 47
15.5.21 Matched System (Component 2) Documentation. ........................................................ 48
15.5.22 Assisting Work Center Documentation......................................................................... 49
15.5.23 Facilitate Other Maintenance (FOM) Action Documentation. ..................................... 51
15.5.24 Tire and Wheel Documentation. ................................................................................... 52
15.5.25 Hosting Activity Repair Documentation. ...................................................................... 53
15.5.26 Transient Maintenance SCIR Data Documentation. ..................................................... 55
15.5.27 Removal and Replacement of Cartridges (CART), Cartridge Activated Devices (CAD),
and Propellant Actuated Devices (PAD) (O-Level Maintenance) Documentation. .......... 56
15.5.28 Aircraft Mission or SE Reconfiguration Documentation. ............................................. 57
15.5.29 Acceptance Inspection Control and Look Phase Documentation. ................................ 58
15.5.30 Acceptance Inspection (Fix Phase Discrepancy) Documentation. ................................ 59
15.5.31 Acceptance Inspection (Repairable Required) Documentation. ................................... 61
15.5.32 Transfer Inspection Control and Look Phase Documentation. ..................................... 62

15-ii

COMNAVAIRFORINST 4790.2D
1 Feb 2021
15.5.33 Aircraft Phase Inspection (Check Crew Not Integrated) Control Document
Documentation. .................................................................................................................. 63
15.5.34 Aircraft Phase Inspection Man-Hours (Control and Look Phase) Documentation. ...... 64
15.5.35 Aircraft Phase Inspection Fix Phase Documentation. ................................................... 65
15.5.36 Special Inspection Control and Look Phase Documentation. ....................................... 66
15.5.37 Aircraft Special Inspection (Fix Phase) Documentation. .............................................. 68
15.5.38 Aircraft Conditional Inspection Control and Look Phase Documentation. .................. 69
15.5.39 Aircraft Conditional Inspection (Fix Phase) Documentation. ....................................... 70
15.5.40 Aircraft Preservation Control Documentation. ............................................................. 71
15.5.41 Aircraft Depreservation Control Documentation. ......................................................... 73
15.5.42 Removal and Replacement for Scheduled Maintenance/High-time Documentation. ... 74
15.5.43 WO Work Request Documentation. .............................................................................. 75
15.5.44 Standard Rework Control Documentation. ................................................................... 76
15.5.45 Standard Rework Look Phase Documentation. ............................................................. 77
15.5.46 Standard Rework Fix Phase Documentation. ................................................................ 78
15.5.47 Unscheduled Maintenance (Installed APU/Engine) Repairable Replacement
Documentation. .................................................................................................................. 79
15.5.48 Unscheduled Maintenance (Installed APU/Engine) Repair Documentation. ............... 80
15.5.49 Installation Action (Nondefective Repairable Engine Component) Documentation. ... 82
15.5.50 Removal Action (Nondefective Repairable Engine Component) Documentation. ...... 83
15.5.51 Engine Component Cannibalization Documentation. ................................................... 84
15.5.52 TD Removals Documentation ....................................................................................... 85
15.5.53 Engine TD Compliance Documentation. ...................................................................... 86
15.5.54 TD Compliance Documentation.................................................................................... 87
15.5.55 TD Assist Compliance Documentation. ........................................................................ 88
15.5.56 Reinstallation After Check, Test, and Service Documentation. .................................... 90
Figure 15-1: OOMA Work Order Form (Example) .......................................................................... 92
Figure 15-2: OPNAV 4790/60 VIDS/MAF Form (Example) ........................................................... 93
Figure 15-3: NALCOMIS Contingency JCN Log ............................................................................ 94
Figure 15-4: In-Service Repair (ISR) (Example) .............................................................................. 95

15-iiiCOMNAVAIRFORINST 4790.2D
1 Feb 2021
Figure 15-5: Modification (Example)................................................................................................ 96
Figure 15-6: Excessive Troubleshooting (Example) ......................................................................... 97
Figure 15-7: On-Equipment Repair (Example) ................................................................................. 98
Figure 15-8: On-Equipment Repair (Repairable Component Replacement) (Example) .................. 99
Figure 15-9: Turn –In Document (Example)................................................................................... 100
Figure 15-10: Component Received Missing SRC Card (Example)............................................... 101
Figure 15-11: Component Received Non-RFI and Installed (Example) ......................................... 102
Figure 15-12: Cannibalization Action (Example) ........................................................................... 103
Figure 15-13: Matched System (Component 1) (Example) ............................................................ 104
Figure 15-14: Matched System (Component 2) (Example) ............................................................ 105
Figure 15-15: Assisting Work Center (Example) ............................................................................ 106
Figure 15-16: Facilitate Other Maintenance Action (Example) ...................................................... 107
Figure 15-17: Tire and Wheel Documentation (Example) .............................................................. 108
Figure 15-18: Tire and Wheel Turn-In (Example) .......................................................................... 109
Figure 15-19 Hosting Activity Repair (Example) ............................................................................ 110
Figure 15-20: Transient Maintenance (Example)............................................................................ 111
Figure 15-21: Removal and Replacement of Cartridges, Cartridge Activated Devices, andPropellant Actuated Devices (Organizational Maintenance) (Example) ................................... 112
Figure 15-22: Aircraft Mission Configuration (Example) .............................................................. 113
Figure 15-23: Aircraft Acceptance Inspection (Example) .............................................................. 114
Figure 15-24: Acceptance Inspection (Fix Phase) (Example) ......................................................... 115
Figure 15-25: Acceptance Inspection (Fix Phase Repairable Required) (Example) ....................... 116
Figure 15-26: Aircraft Transfer Inspection (Example).................................................................... 117
Figure 15-27: Aircraft Phase Inspection (Check Crew Not Integrated) Control Document (Example).................................................................................................................................................... 118
Figure 15-28: Aircraft Phase Inspection Man-Hours (Look Phase) (Example) .............................. 119
Figure 15-29: Aircraft Phase (Fix Phase) (Example) ...................................................................... 120
Figure 15-30: Aircraft Special Inspection Control Document (Example) ...................................... 121
Figure 15-31: Aircraft Special Inspection (Fix Phase) (Example) .................................................. 122
Figure 15-32: Aircraft Conditional Inspection Control Document (Example) ............................... 123

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Figure 15-33: Aircraft Conditional Inspection (Fix Phase) (Example) ........................................... 124
Figure 15-34: Aircraft Preservation Control Document (Example) ................................................ 125
Figure 15-35: Aircraft Depreservation Control Document (Example) ........................................... 126
Figure 15-36: Removal and Replacement for Scheduled Maintenance/Hi-Time (Example) ......... 127
Figure 15-37: Work Request (Example) ......................................................................................... 128
Figure 15-38: Standard Rework Control (Example) ....................................................................... 129
Figure 15-39: Standard Rework Look Phase (Example) ................................................................. 130
Figure 15-40: Standard Rework Fix Phase (Example) .................................................................... 131
Figure 15-41: Unscheduled Maintenance (Engine Installed) Repairable Replacement (Example) 132
Figure 15-42: Unscheduled Maintenance (Engine Installed) Repair (Example) ............................ 133
Figure 15-43: Installation of Nondefective Engine Component (Example).................................... 134
Figure 15-44: Removal of Nondefective Engine Component (Example) ....................................... 135
Figure 15-45: Engine Component Cannibalization (Example) ....................................................... 136
Figure 15-46: TD Removal (Example)............................................................................................ 137
Figure 15-47: Engine TD Incorporation (Example) ........................................................................ 138
Figure 15-48: TD Incorporation (Example) .................................................................................... 139
Figure 15-49 TD Assist (Example) .................................................................................................. 140
Figure 15-50: Reinstallation After Test and Check (Example) ....................................................... 141
CHAPTER 15
Organizational Level (O-Level) Maintenance Documentation Procedures
15.1 Introduction
15.1.1 This chapter provides detailed documentation procedures applicable to Naval Aviation
Logistics Command Management Information System Optimized Organizational Maintenance
Activity (NALCOMIS OOMA) Work Orders (Figure 15-1). NALCOMIS OOMA is a management
tool that provides essential, real time information on a continuing basis through online visualelectronic display (VED) and reports. The system correlates aircraft status information, particularly
NMC or PMC, flyable discrepancies, non aircraft-related discrepancies, for example, ALSS status,
SE status, mission mounted equipment (MME) status, and assigns a relative importance to each
item. The ability to review the overall situation and determine the resources available enables
maintenance managers to carry out their duties more effectively and efficiently.

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NOTE: To be concise, NALCOMIS OOMA is referred to as OOMA, and OOMA Work
Orders are referred to as Work Orders or WO throughout this chapter.
15.1.2 Work Orders (WO) are used to document the following maintenance actions performed byorganizational level (O-level) activities:
a. Scheduled maintenance and modifications required to keep aircraft, serial numberedequipment, and components in operable condition.
b. Inspections, including special (scheduled) inspections and unscheduled (on-condition)
inspections (acceptance, transfer, conditional, etc.). The performance of the inspection is commonlyreferred to as the “look” phase of the inspection, and the repair actions related to the findings of theinspection are commonly referred to as the “fix” phase of the inspection.
c. Unscheduled maintenance requirements (discrepancies), including when and how thediscrepancy was discoveredd. Corrective actions taken to resolve the maintenance requirements, including determined
malfunctions
e. Parts and material requirements used to perform maintenance and correct discrepancies
f. Status of the maintenance action (In work, Awaiting Maintenance, Awaiting Parts, Complete)
g. Accumulated man hours and elapsed maintenance time to complete maintenance, including
inspection and troubleshooting timeh. Who performed and who inspected the maintenancei. Readiness (up, down, partial mission capable) and inventory status of aircraft, including data
used for Subsystem Capability Impact Reporting (SCIR) and Aircraft Inventory Readiness
Reporting System (AIRRS) per Chapter 9.
j. Removal and replacement of installed components for any reason, including cannibalization.
k. On-equipment work not involving removal of defective or suspected defective repairables.
l. Maintenance performed by an assisting work center in support of a primary work centerm. Incorporation of Technical Directives (TD) and associated maintenance actions
n. Removal or installation of system components for mission configuration changes
o. Parts ordered and issued
p. Preservation and depreservation
q. O-level maintenance in support of D-level maintenance actions
r. Weapons support functions
s. Assistance from an I-level maintenance activity for actions that do not involve repair.
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(1) I-level non-destructive inspection (NDI) performed either on-site or at the I-level activity,
when a TD is not involved.
(2) Check, test, service, local manufacture, or fabrication of items removed from aircraft,equipment, or SE for scheduled maintenance when the requirement is beyond the capability of therequesting O-level activity.
NOTE: Work requests for check, test, service, and local manufacture or fabrication must be
approved and signed by the requesting activity's Maintenance Control and the
supporting activity's Production Control.
(3) Induction of Aviation Life Support Systems (ALSS) equipment for I-level check, test,
and service, for example, aviator personal equipment, oxygen masks, life preservers, and parachutes.
(4) Induction of items stocked by the Supply Department for I-level check, test, service orbuildup, such as engines, Quick Engine Change Kits (QECK), and tire and wheel assemblies.
(5) Induction of items for check, test, and ready for issue certification prior to reinstallationin aircraft returned from standard rework.
(6) Induction of items for incorporation of I-level Technical Directives (TD)15.2 General WO Procedures
15.2.1 Data Entry
a. WO data entry will be made only by personnel that have been granted OOMA Special
Maintenance Qualification (SMQ) privileges. Personnel with SMQ privileges will only perform theWO functions they are authorized and currently designated to perform.
NOTE: Maintenance personnel with inspector SMQs in their profile such as CDI or QAR will
only have the designated work centers listed on their qualifications via ASM.
b. Data will be entered per the procedures of this instruction and the OOMA Users Guide(OMA-UG).
15.2.2 Maintenance Control
a. Maintenance Control will review the WO for correct and complete annotation prior toapproving the WO for automatic population in the Aircraft Automated Discrepancy Book (AADB)
and Work Center Workload Report.
NOTE: Maintenance Control has the option to modify all fields of the WO except BUNO,
Assembly Cd, and TM. Per 9.5, Maintenance Control must validate the correct EOC
code and U/P/D status has been applied per the T/M/S Mission Essential Subsystem
Matrix (MESM).
b. When corrective action has been completed, Maintenance Control must review and approveor reject the WO corrective action block. Upon approval of the completed WO, OOMA
automatically updates the AADB, where it will remain for 10 subsequent flights following the
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completion date. Once the WO is approved by Maintenance Control and waiting in the ALS Queue,
the Data Analyst must screen the WO and correct any errors, per the following steps:(1) Click Online Processing.
(2) Select ALS Queue from the dropdown options.
(3) Double click on each Work Order one at a time.
(4) Screen each Work Order for accuracy, specifically WUC, WD, TM, MAL, SCIR
documentation, and logbook documentation requirements. Correct available fields as required.
(5) Once all data elements of the Work Order are verified for accuracy, click the Approve
button on the bottom right side of the Work Order.
NOTES: 1. All data elements not grayed out can be corrected at the Data Analyst level
2. The Configuration Management Auto Log-set (CM ALS) administrator will
review completed WOs and ensure CM ALS entries are complete per 8.6.
c. When parts or materials are required, Maintenance Control will assign the appropriate projectcode and priority designator on the WO using the project or priority assignment online process. The
Material Request is electronically forwarded to Material Control's online DDSN assignment process.
The DOD 4140.1-R provides proper application of priority designators and NAVSUP Publication
485 project codes.
15.2.3 Work Center Supervisors. Each time a change of job status occurs, the Work Center
Supervisor must immediately update the WO.
15.2.4 WO Initiation
15.2.4.1 OOMA prompts the user to complete required data fields during WO initiation. The JCN
is automatically assigned when the WO is approved by Maintenance Control. The Type WO Code,Assembly Cd, BUNO, T/M, MODEX, received date, and received time are prefilled. The received
date and time can be changed. Work center, discrepancy, initiator, WD code, and up, partial, or
down status field will be filled in prior to saving to the database.
15.2.4.2 WOs for scheduled maintenance will be initiated by Maintenance Control.
15.2.4.3 WOs for unscheduled maintenance will be initiated as soon as possible after the need formaintenance is discovered.
a. WOs for unscheduled inspections (acceptance, transfer, conditional) will be initiated by
Maintenance Control.
b. WOs to correct defects or damage will be initiated by the technician, pilot, or aircrew that
discovered the discrepancy.
c. WOs for discrepancies discovered by aircrew during pre-flight, in-flight, post-flight, between
flights, functional check-flight, and inspection (When Discovered code A, B, C, D, E, F, and P) will

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normally be initiated by the aircrew that discovered the discrepancy. The pilot or aircrew will
initiate a WO for each discrepancy, and annotate the following blocks:(1) DISCREPANCY.
(2) PILOT/INITIATOR. The name and rank or rate of who wrote the WO.
(3) RECEIVED-DATE-TIME. The date and time the WO was written.
(4) BUNO.
(5) U/D/P. Select Up, Down, Partial status as appropriate to the end item status.
(6) DISCOVERED CODE. A, B, C, D, E, F, P as appropriate per Appendix E.
(7) EOC. Maintenance Control will assign the appropriate Equipment Operational
Capability (EOC) code per the T/M/S aircraft Mission Essential Subsystem Matrix (MESM), 9.4.
d. Upon completion of a flight, the pilot or aircrew initiates a WO for each discrepancy. For
discrepancies discovered by other than pilot or aircrew, the person who discovered the discrepancy
will initiate the WO. In the case of when discovered (WD) Code O, Maintenance Control will
initiate the WO. Corrosion Prevention WOs may be initiated by any pilot, aircrew, or maintenancepersonnel.
15.2.5 WO Completion
a. Received. System automatically defaults to system date and time upon initiation. The
initiator has the capability to modify prefilled date and time prior to Maintenance Control approval.
b. In Work. System assigns prefilled date and time upon assignment of worker. This field is
modifiable.
c. Awaiting parts. AWP status requires an open supply requisition and the absence of In Workstatus. Once a part is received, the default job status will be M3.
d. Completed. The job status code of JC and date and time are automatically applied when the
CDI/QA signs the Inspected by block. This field is modifiable. The computer displays the current
system time as the completion date and time, but also provides a pop-up window that advises the
CDI as to the earliest completion date and time that the WO can be modified to. The date and time
will not be able to be backdated prior to the last job status on the WO or the date and time on the
Removed/Installed records, whichever is later.
15.2.6 Work Order History
Completed WOs are stored in the local database for 12 months from the date of completion, and canbe viewed in the DECKPLATE Aviation Data Warehouse (ADW) indefinitely. Historical WOs areassociated to the aircraft by BUNO and to equipment by SERNO and are automatically transferredwith the aircraft and equipment database.
15.3 Work Order Data Fields

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This section provides descriptions of the data entered in a WO. The paragraphs in this section list
the data fields on the WO Form (Figure 15-1) in sequence from left to right, top to bottom.
15.3.1 Work Order Identification
The following data fields identify the WO, the organization initiating the WO, the specific aircraft,
engine, or equipment that is the subject of the WO, the Work Center performing the maintenance,
check flight requirements, and QA requirements.
a. MCN. The Maintenance Action Form Code Number (MCN) is a seven-characteralpha/numeric identification number to enable tracking of the WO through the maintenance process
and to research the NALCOMIS database. The MCN is automatically assigned by the OOMA
system.
b. JCN. The Job Control Number (JCN) is the 9-character alpha-numeric code that serves as abase for maintenance data retrieval and Maintenance Control procedures. The JCN allows forseparate identification of each maintenance action, and provides a link with the maintenance actions
performed by the IMA in support of an O-level maintenance discrepancy. The JCN is auto filled in
OOMA and is composed of three parts:(1) ORG CODE. The Organization Code is a 3-character code that identifies theorganization that originally assigned the JCN to a maintenance action. Except in the case oftransient aircraft maintenance, the JCN will contain the ORG code of the aircraft-reporting
custodian. When an activity is assigned more than one ORG code, for example, separate codes
assigned to operations department and IMA, the ORG code of the department directly responsible
for O-level maintenance will be used in the JCN.
NOTE: For sub custody SE that requires I-level repair, the JCN will be assigned by the IMA
Production Control, reflecting the IMA’s organization code.
(2) DAY. The three-character Julian calendar day of the year. Example: 010 indicates the
10 day of the year (10 January) and 031 indicates the 31st day of the year (31 January). This is the
day the JCN was assigned to the maintenance action and does not necessarily reflect the date on
which work was actually started.
th(3) SER. The JCN serial number. The JCN serial number is either a three-character numberthat runs sequentially from 001 to 999, or a three-character alpha/numeric number. This number isnormally assigned in sequence as new jobs are initiated, for example, 001, 002, 003. When 999 has
been assigned, the next number in sequence will be 001. Alpha/numeric serial numbers are used
only when documenting inspections other than turnaround, daily, special, conditional, corrosion, andacceptance/transfer.
c. TYPE WO. The two-character Type Work Order code corresponding to the type of
maintenance action for which the WO is initiated. Type WO codes are in Appendix E.
d. ORG CODE. The three-character alpha/numeric Organization Code that identifies theorganization that is initiating the WO. ORG codes are listed in the DECKPLATE website(https://deckplate.navair.navy.mil//)
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e. MODEX. The locally assigned side number of the aircraft or leave blank for non-aircraft
discrepancies i.e. SE or ALSS.
f. BUNO/SERNO. The 6-digit Bureau Number of the aircraft or the Serial Number of theequipment or end item on which work is being performed. If the serial number is more than six
digits, enter the last six; if less than six digits, prefix with sufficient zeros to total six characters.
This block must not be blank. For ALSS equipment, enter the initials of the member's first and last
name and the last four digits of their DOD ID Number (as listed on the member’s ID card).
g. ASSY CD. The Assembly Code (Type Equipment Code (TEC)) that identifies a specific end
item on which work is being performed. Assembly/TEC structuring is explained in Appendix E,
and specific Assembly/TECs are found at https://deckplate.navair.navy.mil//.
h. WORK CENTER. The code of the work center performing the maintenance action describedon the WO. Work Center codes are in Appendix E.
i. CF REQ. Indicates the maintenance performed requires a Functional Check Flight (FCF).
j. QA REQ. Indicates a Quality Assurance Representative (QAR) or Collateral Duty Quality
Assurance Representative (CDQAR) is required to inspect the work.
k. Technical Directive Information. This section of the WO documents Technical Directive(TD) information related to the work performed. All TD information is inserted by the Baseline
Manager and upon initiation of a TD WO; all TD information is auto-filled from the CM/Baseline
tables.
(1) INTRM CD. Indicates the WO is for an Interim TD, otherwise blank.
(2) CODE. Two-character Technical Directive code that denotes the type of TD being
incorporated. TD codes are in Appendix E.
(3) BASIC NO. The Basic Number listed on the TD, preceded by zero(s) to complete thefour-digit data field.
(4) REV LTR. The one-alpha character Revision Letter of the basic TD. Leave blank if notapplicable.
(5) AMEND. The one-numeric number of the TD Amendment. Leave blank if notapplicable.
(6) PART. The two-character numeric part number as listed on the TD. Leave blank if notapplicable.
(7) KIT NO. The two-character alpha/numeric TD Kit Number. If no kit is required, enter
00 in this section.
l. TURN-IN DOC . The turn-in document (requisition number) for the replacement item for
failed/required material required to complete the maintenance action. The turn-in document number
is automatically assigned in OOMA.

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m. WUC/UNS. The Work Unit Code (WUC)/Unified Numbering System (UNS) that identifies
the system, subsystem, or component on which work is being performed. All repairable items musthave a WUC assigned, which can be found by querying the NALCOMIS OOMA or the
DECKPLATE WUC Baseline Report.
NOTES: 1. General WUCs 030 (inspection) and 049 (preservation and depreservation) areused for conditional, acceptance, or transfer inspections and preservation or
depreservation WOs. Appendix E contains a complete list of these codes.
2. If a WUC cannot be found for a repairable item, submit a Baseline Trouble
Report (BTR) via Joint Deficiency Reporting System (JDRS) to the NAVAIR TEC
or WUC Manager.
3. For consumables not identified by a specific WUC, use the Next Higher Assembly(NHA) WUC.
n. TRANS. The two-character numeric Transaction Code used to identify the type of data being
reported. Transaction Codes are in Appendix E.
o. M/L – MAINTENANCE LEVEL. The level of maintenance (1 – O-level, 2 – I-level, or 3 –D-level) performed (not necessarily the level assigned to the activity).
p. ITEM PRC - ITEMS PROCESSED. The number of times that an action, indicated by an AT
code, is applied to the item identified by the WUC recorded on a WO. For example, since the fuelnozzle of a jet engine has a WUC, replacement of five fuel nozzles would be documented as fiveitems processed. In contrast, replacement of several transistors in an electronic assembly would be
documented as one item processed, with the WUC identifying the electronic assembly being
repaired and the Action Taken (AT) code indicating repair. Items processed will be 0 for any lookphase inspection WO.
q. ACTION TAKEN. The one-character alpha /numeric Action Taken (AT) code which
describes the action taken against the discrepancy. AT codes and rules for use of specific codes arelisted in Appendix E.
r. MAL CODE. The three-character alpha/numeric malfunction (MAL) code that best describes
the malfunction which caused the maintenance action on the item described by the WUC. MAL
codes and rules are listed in Appendix E. For engine identification, enter 000. MAL code will beblank for TD documentation.
s. DISC CODE. The one-character alpha/numeric Discovered code that identifies when theneed for maintenance was discovered. Discovered code definitions and explanations are in
Appendix E.
t. TYPE MAINT. The one-character alpha/numeric Type Maintenance (TM) code used todescribe the type of work being accomplished, for example, scheduled, unscheduled, supply support.
Definitions and explanations of TM codes are in Appendix E.

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15.3.2 Removed/Old ItemThe Removed/Old Item section documents data on components/items removed from the aircraft.
This data field is also entered when identifying serialized components on a TD WO, not necessarily
removing the component. The CDI must verify the accuracy of the fields prior to signing. Data
fields:a. CAGE. The five-position Commercial and Government Entity (CAGE) code assigned to the
manufacturer or commercial supplier of the item.
b. SERIAL NUMBER. The serial number of the removed item. If the serial number is morethan 15 characters, enter the last 15.
NOTE: If serial number displays system default XXX, the CDI must ensure Auto-Logset(ALS) Serial Number is updated in Configuration Management by Logs and Records
personnel prior to CDI signature. Manual Entry in this field by the CDI does not
auto-populate CM ALS.
c. PART NUMBER. The part number of the removed item. If the part number is more than 32
characters, enter the last 32. Use the lot number for CARTs, CADs, or PADs.
d. DATE REMOVED. Date removed is automatically filled in OOMA once the CDI completes
signature.
15.3.3 Installed/New Item
This section documents data on components/items installed on the aircraft. This section documents
data on components/items installed on the aircraft. This data field is also entered when identifying
serialized components on a TD WO, not necessarily installing/replacing the component. CDI
verifies the accuracy of the fields prior to signing. Data fields:a. CAGE. The five-position code assigned to the manufacturer or commercial supplier of theitem.
b. SERIAL NUMBER. The serial number of the replacement item. If the serial number is morethan 15 characters, enter the last 15.
NOTE: If serial number displays system default XXX, the CDI must ensure Auto-Logset(ALS) Serial Number is updated in Configuration Management by Logs and Records
personnel prior to CDI signature. Manual entry in this field does not auto-populate
CM ALS.
c. PART NUMBER. The part number of the replacement item. If the part number is more than
32 characters, enter the last 32. Use the lot number for CARTs, CADs, or PADs.
d. DATE INSTALLED. Date installed is automatically filled in OOMA once CDI completes
signature.

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15.3.4 Maintenance Information

This section identifies the entire time cycle of the WO from initiation to completion, mission impact
and man-hours to correct the discrepancy.
a. MAN HRS. The number of man-hours auto calculated in the WO that were expended tocorrect the discrepancy (in hours and tenths).
b. ELAPSED HRS. The elapsed maintenance time (EMT) in clock hours involved in making
the repair (in hours and tenths) is auto calculated in the WO. EMT does not include cure time,
charging time, or leak test when they are being conducted without maintenance personnel actuallymonitoring the work. Although EMT is directly related to job man-hours, it is not to be confusedwith total man-hours required to complete a job, for example, if three persons worked together for
2.5 hours to make a repair, the total man-hours would be 7.5 and the EMT would be 2.5 hours.
c. RECEIVED. Enter the date (DD MMM YYYY) and time (TTTT) the WO was initiated.
d. EOC. Assign appropriate Equipment Operational Capability (EOC) code as identified by theapplicable TMS aircraft MESM that defines current operational capability and material condition.
Refer to Chapter 9.
NOTES: 1. When aircraft mission capability is degraded during a maintenance action, a new
EOC code is assigned to reflect the change in the capability. A change of mission
capability is documented by using the SCIR change option in the Basic Work Order
Update in OOMA by selecting the appropriate aircraft status from U (up) to D
(down) or P (partial) and entering the revised EOC code in the EOC field.
2. If the MESM identifies an EOC code, but the code is not assigned to a WUC,
submit a BTR via JDRS to the OOMA Baseline Manager (BLM).
e. IN WORK. The date and time is automatically entered once a worker is added and the WO
was first placed In Work (IW).
f. EOC. The EOC code as applicable at the time an aircraft system or subsystem is degraded
impairs the aircraft capability to perform assigned mission.
g. COMPLETED. The date (DD MMM YYYY) and time (TTTT) WO was completed.
h. WO STATUS CD. The alpha character that identifies the aircraft status U (up), D (down) or
P (partial).
i. METER. The number of accumulated hours on equipment as shown on the hour meter. (Enter
whole hours only.) The meter time is preceded by the applicable Time or Cycle Prefix Code in
Appendix E. Mandatory when the TEC for on-equipment work is G, H, or S, and maintenance levelis 1.
j. IN PROCESS INSPEC. Documented in-process inspections are indicated with a Y.
Otherwise this field is auto filled with a N.

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k. SAFETY/EI. Enter the locally assigned four-digit Report Control Number (RCN) per
paragraph 10.9.3.2 if the WO documents a discrepancy reported per the Naval Aviation
Maintenance Discrepancy Program (NAMDRP).
l. POSIT. Auto-filled based on the WUC/UNS selected.
m. FID. The Fixed Induction Date (Leave blank, reserved for future use.)
n. TECH. Enter an N for all maintenance actions involving Engineering Technical Services(ETS) support.
o. SYSTEM REASON. Enter a short description of the discrepancy. Example: FOM PORTENGINE
15.3.5 Failed/Required Material Data (H-Z)
This WO section is used to document: 1) A failed part without an AWP situation, 2) A supply
request only, with no failed part or AWP situation. For each failed part, enter the following data:
a. INDEX. Letters H - Z. The letters represent a specific record type to be extracted from theWO for failed parts, AWP, and engine identification reporting. Index letters H - Z must be assigned
automatically in alphabetical order. This allows the 19 most significant failed parts to be reported
against a specific maintenance action, for example, assignment of index H indicates the first failed
part record, Z indicates the last and 19th failed parts record against the maintenance action. The
purpose of this block is to flag engineering data items only, not supply usage data. Therefore, only
significant failed parts will be annotated in this block, such as those items, which are known orsuspected to have contributed to the discrepancy reported in the discrepancy block of the WO.
There is no limit to requisitioning parts. This section will also be used for engine identification andsubsequent failed parts reported against the identified engine, for example, repairable componentsthat are an integral part of the basic engine (excluding propellers but including the T56 or T76
gearbox) or receive their primary source of power from the basic engine.
b. Failed/Part. Enter a Yes (Y) or No (N) to denote a failed part if the failed material or parts
replaced during the repair are piece parts that have failed in a major component. Common
hardware, nuts, screws, safety wire, seals, gaskets, washers, fittings, etc., routinely replaced during amaintenance action will be documented only if their failure is known or suspected to havecontributed to the discrepancy.
NOTES: 1. Pre-expended bin (PEB) items, such as common hardware, nuts, bolts, screws,
safety wire, seals, gaskets, fittings, and washers, that are routinely replaced during amaintenance actions that do not contribute to the discrepancy, will be listed formaterial ordering purposes only. Data fields Index, Failed Part AT Code, and MAL
Code will be left blank. Do not document items available in the PEB (only those
items that are not in stock for material ordering purposes) unless PEB items caused
the failure or were suspected of contributing to the discrepancy. The Supply request
only will not have a letter in Index field.

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2. This section will also be used for engine identification and subsequent failed parts
reporting against the identified engine, for example, repairable components that are
integral part of the basic engine (excluding propellers, but including the T56
gearbox) or receive their primary source of power from the basic engine.
c. A/T. Enter the Action Taken code that applies to the FAILED part.
d. MAL. Enter the Malfunction Code that applies to the FAILED part.
e. CAGE. Enter the CAGE of the REQUIRED part.
f. PART NUMBER. Enter the Part Number of the REQUIRED part.
g. QTY. Enter the quantity required. For engine identification, enter 0.
h. PROJ. Enter the applicable Project Code per NAVSUP Publication 485.
i. PRI. Enter the applicable Priority Code per DOD 4140.1-R.
j. DATE ORD. The Day (DD) Month (MMM) Year (YYYY) Time (TTTT) the material was
requisitioned. This is auto-filled upon Material Control approval.
k. DDSN. MILSTRIP requisition number of the material required completing the maintenanceaction. This is auto-filled upon Material Control approval.
l. DATE RCVD. The Day (DD) Month (MMM) Year (YYYY) and Time (TTTT) that
requisitioned material is received.
m. NOMEN. The Nomenclature of the material is auto-filled upon selection of part number.
15.3.6 Discrepancy and Corrective Action
a. DISCREPANCY. Discrepancies for unscheduled maintenance will include a full descriptionof the problem and related information that could assist in troubleshooting the fault. Example:“Engine oil pressure fluctuating approximately 50 PSI while in afterburner. No problems noted inother operating conditions.” Discrepancies for calendar inspections will include current due dateand next due date. Discrepancies for hourly inspections will include current aircraft time, expired
time and next due time.
b. CORRECTIVE ACTION. The corrective action will include discrepancy found, a fullsummary of actions taken to correct the discrepancy, publication used, the statement“FOD/corrosion free”, the statement “operational check or leak check performed”, and PEMA serno
used. Example: “Found oil pressure sensor not reading on #2 engine during high power groundturn. Replaced oil sensor in accordance with (publication used) operation check with in limits
during ground turns. Area FOD/Corrosion free. PEMA Serial #162.”
15.3.7 Names/Signatures
a. INITIATED BY: The rank and name of the individual initiating the discrepancy.

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b. CORRECTED BY. Corrected By will be signed by the worker assigned to the maintenanceaction. Signature indicates the individual performed the work, and the WO documentation iscorrect.
c. INSPECTED BY. Inspected By will be signed by the QAR, CDQAR, and CDI (asapplicable) certifying all required tasks were performed IAW applicable maintenance publications,and all data entered in the WO is correct.
NOTE: No further WO modification is allowed after CDI signature is applied to the inspectedby field.
d. MAINT CONTROL. Maintenance Control will be signed by designated MaintenanceControl personnel authorized to certify WOs.
15.3.8 Miscellaneous Entries
NOTE: The following WO data is entered or automatically calculated in an OOMA Work
Order, but is not shown on a hardcopy WO.
15.3.8.1 ACCUMULATED WORK HOURS. This section documents who is performing work,
total man hours performed, and verification of the inventory of the tools used to perform the work.
The calculation of AWM hours is automated.
a. NAME. The SMQ electronic signature name of the technician(s) performing work.
b. TOOL BOX (tool container inventory verification). The tool box number and SMQ
electronic signature of the technician that performed the tool container inventory.
NOTE: OOMA allows deletion of the tool box number and SMQ signature after the CDI has
initialed the appropriate data fields. This permits personnel with a QAR, CDQAR,
CDI, or work center supervisor SMQ to delete and reenter the corrected data in thetool box number and initials data fields. Work center supervisors, QARs, CDQARs
and CDIs must strictly control changes to the Tool Box data field.
15.3.8.2 WO Update Job Status/Worker Hours:
a. ACCUMULATED AWM HOURS. OOMA automatically calculates the AWM hours
accumulated during SCIR related time of the discrepancy. OOMA records the beginning date andtime of the AWM period associated with the applicable AWM reason code. AWM codes are listed
in Appendix E.
NOTE: AWM is only accounted for during the time an end item's mission capability isimpaired. AWM time is not accumulated on maintenance actions when an EOC code
is not documented.
b. Job Status History. JS history of the WO from start to finish. STATUS – A two-charactercode used to determine the status of a specific task. DATE (DD) MONTH (MMM) YEAR (YYYY)TIME (TTTT).

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c. Worker Hours. Enter last name of worker and tool box assigned to the task. Upon return to
the work center the CDI, Supervisor, or QA will conduct a sight inventory of the tool container(s)and verify Tool Control Program requirements have been complied with. If no tools are required
enter NTR. Start date and time - enter the beginning of the worker start date and time. Day (DD)Month (MMM) Year (YYYY) Time (TTTT) and end date and time - enter the end date time of theworker end task Day (DD) Month (MMM) Year (YYYY) Time (TTTT). CDI initials are entered
here.
NOTES: 1. A worker cannot be in work on more than one WO at a time.
2. CDIs may account for man-hours expended while performing on equipment
inspections. If no tools were used to perform inspection, the CDI will enter CDISUP
in the toolbox block. CDI initials are not required. Work center supervisors may
also account for man-hour expenditure involving research and ordering parts, using
the same procedures as above.
d. Current Job Status – Displays the current job status of the WO in the following format: status,
date, time, and EOC code.
15.3.8.3 OMA/IOU Turn-in notice. An OMA/IOU Turn-in notice is auto generated in OOMA ofa removed item being inducted into the IMA for repair. (Figure 15-9)
15.3.8.4 Local Use. This field is used to note serial numbers with type WO FO.
15.3.8.5 Logset. Maintenance Control may select Logset block required. The entry is automatedfor items that have tasks in CM.
15.4 Contingency Procedures
15.4.1 If OOMA is unavailable or is malfunctioning, activities will use either blank hardcopy
OOMA WO forms (Figure 15-1) or 5-part OPNAV 4790/60 VIDS/MAF forms (Figure 15-2)(https://forms.documentservices.dla.mil/order/) to manually document maintenance.
NOTE: In the event the system is unrecoverable, contact the Naval Information Warfare
Center Fleet Support Center at DSN 646-0534 or COMM (757) 443-0534 for a data
recovery push.
a. All applicable data fields (15.3) will be legibly printed in ink.
b. The JCN must be entered by Maintenance Control when a WO (hard copy or electronic) or
VIDS/MAF is initiated. The JCN is a 9, 10, or 11 character number that serves as a base forMonthly Maintenance Reports and Maintenance Control procedures. The JCN allows for separate
identification of each maintenance action, and provides a link with maintenance actions performedby the IMA in support of an organization. The JCN is composed of four parts:(1) Organization (ORG) Code. This is a three-character alphanumeric code that identifies anorganization. It is used in the JCN to identify the organization that originally assigns a JCN to a
maintenance action. In the case of transient aircraft maintenance, the JCN will contain the ORG
code of the aircraft reporting custodian. When an activity is assigned more than one ORG code, for
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example, separate codes assigned to an air station Operations Department and Aircraft Intermediate
Maintenance Department or Detachment (AIMD), the ORG code of the department directly
responsible for O-level maintenance will be used in the JCN on all source documents for aircraft andequipment assigned to the activity. The general format structure of ORG codes is in Appendix E.
NOTE: All supported organization codes must reside in the OOMA database.
(2) Day. This is a three-character numeric code specifying the day of the year, for example
01 January is day 001 and 15 January is day 015. This is the date the JCN was assigned to a
maintenance action and does not necessarily reflect the date on which the work was actually started.
(3) Serial Number. The serial number is either a three character number that runs
sequentially from 001 to 999, or a three character alphanumeric number. This number is normallyassigned in sequence as new jobs are initiated, for example, 001, 002, and 003. When 999 has been
assigned, the next number in sequence will be 001. Alphanumeric serial numbers are used only
when documenting inspections other than turnaround, daily, special, conditional, corrosion,
acceptance, and transfer.
c. Where signatures are required, the individual will print their rank followed by their first initialand last name in the bottom of the signature block, and sign in the top of the signature block.
d. When additional space is required on the hardcopy WO or VIDS/MAF to document
information on multiple entries in a data field, such as in the Failed Parts section, attach a second
blank hardcopy WO or MAF, label “page 2”, “page 3”, etc., and continue to document in theaffected field.
e. If using OOMA WO forms (Figure 15-1), WO forms will be retained in a hardcopy aircraft
discrepancy book (ADB).
f. If using 5-part OPNAV 4790/60 VIDS/MAF forms, Maintenance Control will send copies 1
and 5 to the appropriate work center. Copy 2 is sent to QA for trend analysis. Copy 3 and 4 areretained in Maintenance Control in a hardcopy ADB.
15.4.2 Pre-recovery procedures:a. Work Center 020 must print or save Aircraft Equipment Workload and Inspections by
Assembly reports daily. At a minimum, the Automated Aircraft Discrepancy Book (AADB)
Summary page backups must be performed prior to each flight, after the aircrew signs the Aircrew
Inspection and Acceptance Record, and at the end of each shift.
b. All Work Centers will print Work Center Work Load Reports at the beginning of every shift
and update as changes occur throughout the work shift.
15.4.3 Procedures:
a. Maintenance Control:(1) Coordinate and decide when to implement the following contingency procedures.

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(2) Hold a meeting with key personnel (e.g., System Administrator, Operations, Quality
Assurance, and Work Center Supervisors) to coordinate documentation tracking for future backfitting.
(3) All maintenance data will be documented using the OPNAV 4790/60 (VIDS/MAF) formor equivalent. All flight data will be documented using the OPNAV 3710/4 (NAVFLIR) form orequivalent.
b. If using OOMA WO forms (Figure 15-1), WO forms will be retained in a hardcopy aircraft
discrepancy book (ADB).
c. If using 5-part OPNAV 4790/60 VIDS/MAF forms, Maintenance Control will send copies 1
and 5 to the appropriate work center. Copy 2 is sent to QA for trend analysis. Copy 3 and 4 areretained in Maintenance Control in a hardcopy ADB.
(1) (Figure 15-3) will be used during contingency operations to document and track
maintenance actions. Job Control Number (JCN) assignment will consist of “ORG-Three Digit
Julian Date-Sequence number” (e.g. KH1-091-600). Sequence number must be numbered from 900
through 999 regardless of Julian date. Once 999 is reached the sequence will start back over at 900.
NOTE: All supported organization codes must reside in the OOMA database.
(2) The Aircraft and Work Center Workload Reports in conjunction with the Scheduled
Inspections, Component Removal Due Reports, rough flight log, and Support Equipment reports
will be utilized to track all aircraft and non-aircraft maintenance requirements.
(3) When NALCOMIS generated discrepancies are corrected, hand write the corrective
action and signatures on the outstanding VIDS/MAF in the Aircraft Discrepancy Book (ADB) andmove the VIDS/MAF to the left side of the ADB. Do not purge these documents until the
NALCOMIS OOMA system is repaired and the backfit process is complete.
NOTE: Where signatures are required, the individual will print their rank followed by theirfirst initial and last name in the bottom of the signature block, and sign in the top of
the signature block.
(4) CM ALS for assemblies and parts received during contingency operations will beobtained and added to the Primary folder in CM Inventory Explorer prior to commencing the backfit of electronic A sheets, WOs and flight documents.
NOTE: Activities receiving CM ALS from the OMAWHOLE (WHO, PAXRIVER) areresponsible for back fitting all logbook historical data not previously entered into the
CM ALS module while the aircraft/asset was in the custody of a non-NTCSS
Optimized OMA NALCOMIS activity.
(5) Once OOMA is available, data on the hardcopy forms must be back fitted into OOMA.
Hardcopy forms for conditional inspections will be kept on file for 6 months. Hardcopy forms for
special inspections will be kept on file until the next like inspection is completed in OOMA.

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NOTE: Special attention must be made when back fitting hardcopy WOs and VIDS/MAFs
into OOMA to ensure correct data is entered in the correct sequence with flightrecord data being applied to the correct logsets.
(6) Upon completion of the back fitting process, a verification of the Flight module, theMaintenance module and the ALS CM Inventory Explorer must be performed for the affectedaircraft, assemblies or tracked assets.
15.4.4 Post Recovery Procedures:
a. Maintenance Control(1) Coordinate the backfitting of the Maintenance Action Forms (MAF), validate theWorkload Reports, both aircraft and non-aircraft, and completed documents against the ADB and SE
Records.
(2) Review all outstanding VIDS/MAFS to ensure validity.
(3) Review VIDS/MAFs that were signed off during the system failure and ensurecompletion.
(4)Validate the Aircraft Material Status Report against all Awaiting Parts (AWP)
VIDS/MAFs.
b. Work Center Supervisor(1) Validate the new Work Center Workload Report with the old Work Center Workload
Report. Notify Maintenance Control of all completed VIDS/MAFs to be backfitted into
NALCOMIS OOMA.
(2) Ensure all VIDS/MAFs have parts on order, as required. The Work Center will ensurethat VIDS/MAFs with repairable parts on order have removed/installed blocks filled out, as
required, job status is reflected in proper sequence, and any in-process inspections are documented.
Report.

(3) Notify Maintenance Control with all changes annotated on the Work Center Workload(4) Material Control will validate the electronic Material Control Register Report against theMaterial Control VIDS board. Document numbers that are not on the VIDS board should be
removed and held until after all MAFs are backfitted/re-initiated.
c. Logs and Records(1) Validate all NALCOMIS OOMA Reports affected during the period of contingency toinclude the Scheduled Inspections Report (Aircraft and Assets), Flight Summary Report,
Component Removal Near Due Report, etc., for correctness.
(2) Validate the database flight data against the Flight Summary Report. Any outstanding
NAVFLIRS will be entered in NALCOMIS OOMA.

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(3) Upon completion of the back fitting process, a verification of the Auto Log-Set (ALS)
Queue must be performed for applicable logs and records entries.
(4) After all the above steps have been completed, resume all normal NALCOMIS OOMA
processing.
15.5 Specific Work Orders
Aircraft Maintenance Documentation. The following paragraphs provide details for documenting ofvarious maintenance actions. Each maintenance action described below is initiated using a specific
type WO code. Type WO codes are designed to auto-fill WO data fields with the correct
information per NAMP policy and aviation 3M MDS VALSPEC Guide in Appendix F. If an
improper code is selected for a field not auto-filled, the on-line validation specifications pop-up
window appears with the proper code(s) for that data field or reference to the appropriate Appendix.
15.5.1 Aircraft Repair
15.5.1.1 Troubleshooting. Type WO code: TS – Troubleshooting. The troubleshooting time will
be documented separately when the time expended in locating a discrepancy is considered to begreat enough to warrant separating the troubleshooting time from the repair time. Separating
troubleshooting time requires completion of two WOs, one for troubleshooting and one for the repair
phase. When recording the troubleshooting time separately from the repair time, the total time taken
to isolate the primary cause of the discrepancy is recorded on a separate WO using the system,
subsystem, or assembly WUC, as appropriate (paragraphs 15.5.14 and 15.5.13).
15.5.1.2 On Equipment Repair (Repairable Component Replacement). Type WO code: DM –Discrepancy Maintenance. A WO is used to document the removal and replacement of repairable
components while performing on equipment repair. Refer to paragraph 15.5.15 for documentation
procedures.
15.5.1.3 Turn-In of Repairables and Locally Repaired Consumables. No Type WO code
assigned. A Turn-In Notice is used to document the removal and subsequent I-level activity
processing of a repairable component. These procedures will also apply to consumable componentsthat are inducted into an IMA for repair. Turn-in is auto generated in OOMA when item is turned
into local supply or IMA for repair.
NOTE: 1. If an item is still under warranty at the time of failure, ensure that CM ALS
records indicate removal of a warranty item and the contract number.
2. All ALSS turn-ins will be delivered directly to the ALSS pool. Requisition andturn-in procedures for ALSS assemblies and repair parts must be as established inthis instruction, the OMA-UG, or Online Help.
15.5.1.4 Receipt of Unsatisfactory Material from Supply. When components received fromsupply prove unsatisfactory, the following procedures will be followed:
a. Type WO code: DM – Discrepancy Maintenance with discovered code Y.

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b. Component Received NRFI and Not Installed or Improper Replacement Received. If NRFI
before installation or an improper replacement is received, notify Material Control. The original
WO remains outstanding and the NRFI component will be turned in on a DOD Single Line Item
Release Receipt Document (DD 1348-1) prepared by Material Control. Ensure all accompanying
documentation, for example, RFI tag, SRC card, and WO are returned with all items. CM ALS
records will be returned to Supply via the CM Group Explorer in OOMA.
c. Component Received NRFI and Installed. Complete the original WO per paragraph 15.5.16.
Initiate a new WO Type WO DM with a new JCN and discovered code Y. Figure 15-11 is an
example of a WO documented when a component is received non-RFI and installed. A replacement
component is requisitioned using the new WO and a new WO turn-in document will be
automatically created to accompany the NRFI component to the IMA.
d. Component Received Missing SRC Card, ASR, MSR, EHR or AESR. Components,
assemblies, or equipment received from supply missing SRC cards, ASRs, MSRs, EHRs or AESRs
must be considered as NRFI and turned in on a DOD Single Line Item Release Receipt Document(DD 1348-1) prepared by Material Control. If the component is installed and cannot be determined
to be new, it must be considered faulty. Figure 15-10 is an example of a WO documented for turn-inof a component that is missing the SRC card. Items missing ASRs, MSRs, or AESRs are
documented in a similar manner.
NOTE: Refer to Chapter 8 for missing records procedures.
15.5.1.5 Cannibalization. Only Maintenance Control will issue cannibalization WOs.
Maintenance Control will use the automated cannibalization wizard in OOMA for the removal andreplacement of the component being cannibalized. The procedures listed in this paragraph apply to
all cannibalizations from end items, for example, aircraft and SE. Egress system related cartridges,
CADs, or PADs will not be cannibalized without prior cognizant wing (ashore) or CVW (afloat)
approval. Personnel and drogue parachutes and SSKs are excluded from this policy (paragraph15.5.17). Cannibalization of consumable parts using the Consumable Cannibalization Wizard does
not require documentation in the removal and installation blocks.
15.5.1.6 Matched System Documentation. Type WO code: DM – Discrepancy Maintenance.
Documentation of maintenance actions on components removed as a matched system, for processing
at the IMA, for example, ASA-13A and APN-22/117, is performed as follows. Each component isremoved on a separate WO using procedures in paragraphs 15.5.12 and 15.5.13. Each component
must have a separate JCN assigned by Maintenance Control. Each component within a matchedsystem that must be removed during a maintenance action will be assigned the same MAL code that
describes the system defect. In addition to the brief narrative, a statement will be added to theDiscrepancy block, such as, "Matched Set, See JCN_____". An additional WO turn-in control
document is initiated for each component. The turn-in document accompanies the component forprocessing and has all maintenance actions documented per (Figure 15-8).
15.5.1.7 Assisting Work Center Documentation. Type WO code: AD – Assist Maintenance.
When it becomes necessary for another work center to assist the work center primarily assigned to a
maintenance action, an assist WO will be prepared by Maintenance Control and processed per
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paragraph 15.5.22 with the following except as noted in Figure 15-15. These procedures do not
apply to look phase inspections, the removal and reinstallation to FOM, or cannibalization.
15.5.1.8 Facilitate Other Maintenance (FOM) Action. Type WO code: FO – Facilitate Other
Maintenance. A FOM action is the removal and subsequent reinstallation of an RFI engine orcomponent from an end item in support of, or to permit access to, another maintenance action on thesame end item. The component removed is not identified in the REMOVED/OLD ITEM or
INSTALLED/NEW ITEM field of the FO WO. When a component has been removed, note its
serial number (if any) in the "local use" field for reference when the item is reinstalled. This
notation will provide positive accountability of serialized RFI components removed to FOM. If thecomponent that is removed and reinstalled does not have a serial number place “0” in the local use
block. This will demonstrate a non serialized component was removed and reinstalled. (paragraph15.5.23).
NOTE: FOM WOs will be assigned U (Up) status if removal of the component does not affectaircraft mission capability (MC). Once the removal of the component is the single
driver degrading mission capability to P (Partial) or D (Down), the proper EOC code
must be entered to update mission capability.
15.5.1.9 Aircraft Tire and Wheel Documentation. Aircraft tire documentation is unique in thatthe required information varies throughout the life cycle of the tire carcass. A structured partnumber, indicating the cycle the tire is presently in and the serial number and manufacturer's code of
the original tire carcass, is required for continuity. Built-up tire/wheel assemblies are documented
treating the assembly as a major repairable component, and the tire itself and the wheel as separate
repairable subassemblies of the tire/wheel assembly (paragraph 15.5.24).
15.5.1.10 Hosting Activity/Transient Maintenancea. Type WO codes: HA – Hosting Activity and TM – Transient Maintenance. Maintenanceactions completed on transient aircraft (Navy/Marine Corps or non-Navy/Marine Corps) are
documented using the hosting activity WO code by the activity actually performing the transientmaintenance. The activity performing transient maintenance must provide the aircraft reporting
custodian with documentation necessary to report all maintenance actions and to update CM ALS
records.
b. The reporting custodian of an aircraft receiving transient maintenance must, upon receipt ofapplicable records, update CM ALS records, report maintenance actions, and submit the completed
maintenance action using the Transient Maintenance WO code. See 7.5.2.5
NOTES: 1. In the absence of designated QA expertise during transient maintenance, the pilot
in command is authorized to either sign as inspector or designate a qualified memberof the aircrew to function in this capacity. See 7.5.2.5.
2. The activity performing transient maintenance must provide the aircraftreporting custodian with documentation necessary to report SCIR and to update
aircraft logbooks and records. This documentation must include, but is not limited
to, copies of the WO for each maintenance action performed, SRC Cards, AESRs,
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etc. These documents must be forwarded to the reporting custodian via the most
expeditious means to ensure timely reporting of aviation data. To supply thetransient aircraft parent organization with necessary records of aircraft and engine
repair or TD that may have been initiated or completed, ensure the WO, with alltransactions completed, are sent with the transient aircraft when it departs.
15.5.1.11 In-Flight Maintenance. Type WO code: DM – Discrepancy Maintenance. All in-flight
maintenance will be documented on a VIDS/MAF or blank WO and back fitted in OOMA upon
return from flight. In the absence of designated QA personnel during in-flight maintenance, thesenior aircrew maintenance person is authorized to sign as the inspector. The work performed must
be inspected from a technical standpoint to ensure sound maintenance procedures and practices were
followed, and areas where maintenance was performed are free of foreign objects (paragraph15.5.14) except work center must be X20.
15.5.1.12 Away From Home Maintenance. Multi-Type WO codes can apply. Most organizations
occasionally deploy single aircraft or small units away from the parent organization for short periodsof time, for example, hurricane evacuation, cross-country flight, and rocket and gunnery training. If
maintenance personnel are deployed with the aircraft, all maintenance actions accomplished while
they are deployed are documented against work center X30 or the parent work center.
15.5.1.13 Induction into Standard Rework. Components authorized to be removed from anaircraft prior to induction into standard rework and retained by the squadron will be documented on
a WO, issued by Maintenance Control, using Type WO code: DM – Discrepancy Maintenance,
Transaction code 16, Malfunction Code 805 and AT code P. Prior to reinstallation, thosecomponents should be inducted into IMA for check, test, or service, using a WO work request.
Components authorized to be removed from aircraft for pool stock will be processed to the IMA
using AT code P and Malfunction Code 805. Components, when reinstalled, will be documented on
a WO using TR Code 17, Malfunction Code 805, and AT Code Q.
15.5.1.14 Aircraft CARTs, CADs, and PADs. Type WO code: DM – Discrepancy Maintenance.
Replacement of aircraft installed explosive devices requires an individual WO for removal andreplacement of each device. For scheduled removals, use Transaction Code 18, AT Code R, andMalfunction Code 804. The WUC block must reflect the assigned WUC that is in OOMANALCOMIS baseline. The Part Number in the remove and install blocks must reflect the lot
number of the devices being removed and installed. Time/Cycle blocks in the remove and install
blocks and must have an entry using Time/Cycle Prefix Code H and the container open date for
CARTs or CADs and the propellant manufacture date for PADs (paragraph 15.5.27).
15.5.1.15 Corrosion Prevention and Treatment. Corrosion prevention and treatment isperformed as part of a scheduled maintenance requirement, or when the need for prevention ortreatment is discovered while performing unscheduled maintenance. Corrosion prevention andtreatment must be documented as directed in the following paragraphs:
a. Scheduled corrosion prevention performed per direction in MRCs will be documented on theinspection Look Phase WO or on the Daily/Turnaround maintenance record. This includes aircraftwashing, cleaning, and application of Corrosion Preventative Compounds (CPC) performed as part
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of a scheduled inspection. Any additional corrosion prevention tasks not listed on the MRCs, but
discovered while complying with the MRCs, will be documented as discrepancies on Fix Phase
WOs (SF, PF, CF) or as Daily/Turnaround (DF) WOs if discovered while performing a Daily or
Turnaround Inspection. The temporary touch-up of bare metal surfaces with no visible corrosion is
included in this category. Use the item's specific WUC, AT code C, applicable MAL code, and TM
code per Appendix E. For bare metal without visible corrosion use MAL code 425(Nicked/Chipped/Bare Metal).
b. Unscheduled corrosion prevention performed when the need for prevention is discovered
while performing unscheduled maintenance is documented on a Corrosion Prevention (CP) WO.
Unscheduled aircraft cleaning, and the temporary touch-up of bare metal surfaces with no visible
corrosion are included in this category. Multiple items processed may be documented on a single
CP type WO. Use WUC 040, AT code 0, MAL code 000, DISC code O, and TM code per
Appendix E.
c. Treatment of corrosion found during the look phase of an inspection will be documented as
discrepancies on fix phase WOs (e.g., SF, PF, CF) or as Daily/Turnaround (DF) WOs if discovered
while performing a Daily or Turnaround Inspection. The treatment of bare metal with visible
corrosion is included in the category. Use Action Taken (AT) code Z and the applicable MAL code
identified in Appendix E.
d. Treatment of corrosion found during unscheduled maintenance will be documented as adiscrepancy on a Corrosion Treatment (CT) WO. The treatment of bare metal with visible corrosion
is included in this category. Use AT code Z and applicable MAL code identified in Appendix E.
e. Aircraft with Awaiting Maintenance (AWM) corrosion discrepancies (regardless of WO type)over 28 calendar days will be restricted from flight by coding the WO as a DOWN discrepancy.
This includes, but is not limited to, discrepancies with Form-In Place (FIP) seals, sealants and all
untreated bare metal discrepancies.
f. The permanent repair of corrosion discrepancies, including FIP seals, sealants and bare metal
should be accomplished at the first maintenance opportunity. If the permanent repair is not feasible
within 28 calendar days, the discrepant area will be cleaned, inspected and re-protected at least once
every 28 days until the permanent repair can be completed. In lieu of a WO sign off or coding the
WO as a DOWN discrepancy, an In-process inspection may be entered on the discrepancy WO eachtime a cleaning, inspection and re-protection action is performed. This will allow the WO to beextended for another 28 days if all corrosion has been arrested. If corrosion is present in theuntreated bare metal, refer to applicable TMS aircraft maintenance manual for disposition.
15.5.1.16 Reconfiguration. Reconfiguration is the installation or removal of equipment toreconfigure an aircraft or item of SE to perform a new or different mission tasking than last
performed using Type WO code: DM – Discrepancy Maintenance. It includes, but is not limited to,equipment identified as mission mounted equipment in Appendix E. It does not include materials,
which are consumed, expanded, or undergo changes in their physical properties during use. MME
may exhibit one or more of the following characteristics: (1) installation or removal generally takes
longer than a typical turnaround cycle; (2) installation required electrical, electronic, hydraulic, or
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mechanical checks to ensure functionality; (3) classified as repairable or contains repairable
components; (4) requires CM ALS; (5) periodic maintenance intervals have been established; or (6)once installed, equipment is likely to remain installed for extended periods of time, for example,
longer than one day (paragraph 15.5.28).
15.5.2 Inspections
15.5.2.1 Major Scheduled Inspections. All aircraft scheduled inspections (except repetitive
inspections, such as daily and turnaround) are documented on a WO. Control, look phase, and fix
phase documents (as necessary) are the principal WO documents for major scheduled inspections.
a. Major scheduled inspections use a unique coding system to identify the total effort expended
as a continuous maintenance event, as explained in the following:(1) The JCN is constructed by using the activity's organization code, the Julian date on which
the aircraft was inducted for inspection, and an alpha/numeric serial number. The first aircraft orengine inspection, on any given day, will be assigned the JCN serial number A00. When this serial
number is assigned to an aircraft major inspection each engine major inspection will be assigned thenext alphanumeric serial number in sequence, for example, if A00 is assigned to the first aircraft
inspection of the day, B00 is assigned to the first (or only) engine due for inspection, C00 is
assigned to the second engine. The second aircraft inspection on that day will be assigned D00. The
first (or only) engine from that aircraft would be assigned E00, etc.
(2) WUC. OOMA will auto-assign the seven position WUC of the inspection WO issued by
Maintenance Control. This WUC will be used for both control and look phase WOs related to theinspection, and is constructed as follows:(a) The first two positions will be "03." The third through seventh positions will be
constructed to identify the specific type of inspection(s) being performed.
(b) Position 3. For aircraft under phase maintenance, indicate with the appropriate alphacharacter the aircraft inspection phase being performed, as listed in the applicable MRC deck, forexample, 03A0000 (Phase A Inspection). All conditional and special inspections will be 0.
(c) Positions 4 through 6. The fourth, fifth, and sixth positions will reflect the hour levelof the major engine inspection (divided by 10) being performed. Engine and aircraft inspections
may be documented concurrently or separately as required. On multiple engine aircraft, if more than
one engine is due an inspection concurrently with the aircraft inspection, the WUC for the aircraft
control document for all concurrent inspections will reflect the highest hour level engine inspection
required.
(d) Position 7. Special inspections will be documented utilizing an appropriate alphacharacter to indicate the level of special inspection being performed. A WUC seventh position
matrix is contained in Appendix E.
(3) TRANS (TRCODE). Enter 11 for control and look phase inspections on aircraft. Enter
12 on power plants WOs of combined aircraft and engine documentation with zero items processed.

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(4) ITEM PROCESS. Enter 1 at the completion of the inspection(s) on the control document
and 0 item processed on the look phase documents.
(5) MAN HRS. Auto calculated on the WO, the number of man-hours that were expended tocorrect the discrepancy (in hours and tenths).
(6) ELAPSED HRS. Auto calculated on the WO, the number of clock hours involved in
making the repair (in hours and tenths).
(7) DISCREPANCY. Narrative will be system generated by OOMA.
(8) CORRECTIVE ACTION. At completion of the inspection, enter "inspection
completed."b. Control Document WO. Type WO codes: AC – Acceptance Inspection Control, TC –Transfer Inspection Control, PC – Phase Control, SC – Special Inspection Control, CC –Conditional Inspection Control, OC – One-time Inspection Control, FC – Preservation Control, BC– Depreservation Control. Maintenance Control issues a WO control document and supporting lookphase documents to the work centers involved. A separate WO is issued by Maintenance Control
for each aircraft inspection indicating all requirements. These control documents must be held open
until the inspection is completed and the aircraft is ready for FCF (if required). The same numeric
JCN will be assigned to all control and look phase documents. Applicable work centers willcomplete the look phase WOs using 0 in the items process field. Maintenance Control completes thecontrol document using 1 item process field per paragraphs 15.5.29 and 15.5.31. Aircraft Phase
Inspection (Check Crew Not Integrated) Control Document will be completed per paragraph 15.5.33
except work center code must be 020 (Appendix E).
NOTES: 1. Phase, special, and hourly aircraft or engine inspections cannot be combined into
one Control WO. They must be issued separately to satisfy CM requirements.
2. When phase inspections are combined, for example, a combined phase A and B
inspection, each phase requires a separate control document. Look/fix phaseelements that are peculiar to a certain phase inspection are documented under that
control document. Those items common to both of the phase inspections will be
documented to the phase inspection concurrently due. Combining phases ispermitted only during phase implementation.
3. When multiple inspections are being performed at the same time, one control WO(aircraft) will be written for all inspections with a control WO for each individual
engine or special inspection. For example, an aircraft that is due a Phase B
Inspection, with #1 engine due a 300-hour major inspection, #2 engine due a 600hour major inspection, and a 7, 14, 28, and 56-day special inspection would havecontrol documents with WUCs as follows:
7 & 14 special controlling document

030000A

28 Day special controlling document

030000B

56 Day special controlling document

030000E

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c. Look Phase WO. Type WO codes: AL – Acceptance Inspection Look Phase, TL – Transfer
Inspection Look Phase, PL – Phase Look Phase, SL – Special Inspection Look Phase, CL –Conditional Inspection Look Phase, OL – One-time Inspection Look Phase. This type of document
is used when personnel are permanently or temporarily assigned to the check crew. A work center
assisting in the inspection must be identified in the work center field. Look phase man-hours are
documented on WOs by work centers participating in the inspection. Look phase documents will beidentical to the control document, except as shown in paragraph 15.5.32. SCIR is automatically
documented on look phase documents for those inspections that the aircraft has been put into a down
status due to the inspection. This is done so that accurate AWM can be accounted for by use of theWO job status. SCIR will not be documented on controlling WOs.
d. Fix Phase WO. Type WO codes: AF – Acceptance Inspection Fix Phase, TF – Transfer
Inspection Fix Phase, PF – Phase Fix Phase, SF – Special Inspection Fix Phase, CF – Conditional
Inspection Fix Phase, OF – One-time Inspection Fix Phase, FF – Preservation Fix Phase, BF –Depreservation Fix Phase. Fix phase actions, for example, fix in place maintenance actions or
discrepancies, which cannot be corrected during the time allotted for, look phase on the MRC, aredocumented on separate WOs. If the fix phase discrepancy affects the mission capability of theaircraft, it is SCIR related and must be documented per paragraph 15.5.35. Fix phase discrepancies
are not affected by control document procedures and are documented in the normal manner as
described in the preceding paragraphs.
e. Special Inspections. These inspections are documented using control, look, and fix phase
WOs. Refer to paragraphs 15.5.35 and 15.5.36.
15.5.2.2 Conditional Inspections. Maintenance Control will issue all conditional inspections. If
more than one work center is involved in the inspection, a controlling WO will automatically be
issued. These inspections are documented using the special inspection procedures. Document SCIR
only if: (1) an over-limit condition exists, for example, hard landing, bolter, over-speed, or overtemp, which restricts the aircraft from further flight until the inspection is completed; or (2) higher
authority directs a one-time inspection, not ordered in a TD, that restricts the aircraft from flight.
NOTES: 1. Conditional inspections to determine aircraft condition, for example, precarrier,pre-deployment, aircraft ferry, acceptance, or transfer, and routine inspections that
do not exceed an over-limit condition, for example, inspections caused by flying
various mission sets in harsh or salt laden environments, will remain in MC statusduring the complete inspection unless panels and equipment removed to conduct theinspection cannot be replaced within a 2-hour period.
2. Hosting activity TD documentation for transient aircraft will be documented as a
one-time inspection.
15.5.2.3 Acceptance Inspection. Maintenance Control will issue acceptance inspections using thespecial inspection procedures in paragraph 15.5.29. Look phase WOs are automatically issued toeach work center participating in the inspection and will be completed per paragraph 15.5.29. A
separate WO will be issued for any discrepancies discovered and must be reported to MaintenanceControl and assigned alpha/numeric serial number JCNs using the control document per paragraphs
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15.5.30 and 15.5.31. After inspection completion, the control document must be submitted to
Maintenance Control.
15.5.2.4 Transfer Inspection. Maintenance Control will issue transfer inspections using thespecial inspection procedures in paragraph 15.5.32. Look phase documents are issued to each work
center participating in the inspection and must be completed per paragraph 15.5.32. If only one
work center is involved in the inspection, look phase man-hours may be accounted for on the control
document WO. Any discrepancies discovered are reported to Maintenance Control and assigned
alpha/numeric JCNs using the control document. Fix phase documentation must be the same asused for special inspections except use the DISC code G and TM code E. The document will beidentical to a special/conditional inspection control document except as noted in paragraph 15.5.35.
After inspection completion, the control document must be submitted to Maintenance Control with 1
item process field.
15.5.3 Aircraft Preservation.
Applicable publications used in support of the aircraft preservation process include the NAVAIR 1501-500 and the daily, special, preservation, conditional, and ASPA MRCs. Not all aircraft have
MRCs revised to include preservation requirements. For those aircraft, NAVAIR 15-01-500
procedures will be followed. This instruction also provides additional information on thepreservation process. Maintenance Control will issue all preservation, represervation anddepreservation WOs. If more than one work center is involved in the preservation, represervation or
depreservation, a controlling WO will be issued automatically. Documentation procedures for allpreservation processes are the same.
15.5.3.1 WOs for the aircraft preservation process fall into four general categories:
a. Initial Preservation. Initial preservation is applied within the time frames listed in NAVAIR
15-01-500 or the applicable MRCs. It includes requirements that are intended to prevent
deterioration of the aircraft while in a non-operating status.
b. Maintenance While Preserved. Maintenance while preserved includes periodic maintenancerequirements that are done after initial preservation is applied. It includes time sensitive
requirements that must be done to maintain the initial preservation. Specific intervals are in
NAVAIR 15-01-500 or applicable MRCs.
c. Represervation. Represervation is a complete renewal of the initial preservation and is done
when a specified length of time has elapsed from the initial preservation date.
d. Depreservation. Depreservation is done at the time an aircraft is returned to operating status.
It includes removal of protective materials and equipment and servicing of the aircraft systems.
15.3.2.2 WO procedures for all preservation processes are the same:a. Discrepancies discovered during the preservation process look phase will be documented on
separate WOs. They will be assigned an alpha/numeric JCN with DISC Code L and TM Code D.

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b. When the preservation process is determined to be SCIR related, only the control document
will be used to document SCIR. Any fix phase discrepancies will be SCIR related if they impact themission capability of the aircraft.
c. Daily and Turnaround Inspections. Type WO code: DF – Daily/Turnaround Discrepancy.
The look phase and required servicing actions are not documented. Discrepancies which require
work center repair actions will be reported to Maintenance Control. Each reported discrepancy is
assigned a numeric JCN and is documented on a WO. If the discrepancy is SCIR related, the EOC
Code must be documented. The following codes will be used in documenting these discrepancies:(1) For discrepancies discovered during turnaround inspections, use DISC code K and TM
code D.
(2) For discrepancies discovered during daily inspections, use DISC code J and TM code D.
15.5.4 Work Order (WO) Work Request
a. Type WO code: WR - Work Request. The WO work request will be documented per
paragraph 15.5.43 and is used for, but not limited, to the following paragraphs:(1) To request check, test, and service of items removed from an aircraft, equipment, or SE
for scheduled maintenance when requested work is beyond the capability of the requesting activity.
NOTE: Work requests for items removed for check, test, service, and local manufacture or
fabrication must be approved and signed by the requesting activity's MaintenanceControl and the supporting activity's Production Control.
(2) To induct items not part of aircraft or SE, for example, pilot’s personal equipment,
oxygen masks, and life preservers that require check, test, and service.
(3) To induct items from Supply for check, test, and service.
(4) To induct items from Supply for build-up, for example, engine, quick engine change kit,
and wheel and tire assembly.
(5) To induct items not having a WUC or not identifiable to a specific type of equipment forcheck, test, and service or for local manufacture or fabrication.
(6) To request NDIs, either on-site or at the I-level activity, as required by supported
maintenance activities, when a TD is not involved.
(7) To induct items for RFI certification prior to installation in aircraft upon the return fromstandard rework. See 15.1.2.s.(5).
b. Work Request work orders must be deleted via the Work Request Que once the work request
is complete.
15.5.5 Technical Directive (TD) Compliance
a. WO Technical Directive Compliance Procedures (On-Equipment). Type WO codes: TD Technical Directive, AT - Technical Directive Assist, ET - Technical Directive (Engine) SCIR, QT 15-31

COMNAVAIRFORINST 4790.2D
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TD removal. The WO is used to document all TD compliances. The TD compliance WO is also
used by Reporting custodians for planning workloads and material requirements, and for
configuration accounting. Data obtained from the WO allows identification of all direct man-hours
expended complying with directives. Maintenance Control originates the TD compliance WO. If
more than one work center is involved, Maintenance Control must designate one work center to be
responsible for completing the TD compliance WO, and will initiate a separate WO for each work
center to document their portion of the TD. The primary work center will be issued a Technical
Directive (TD) type WO per paragraph 15.5.54 and the other work centers will be issued a TD assist(AT) type WO per paragraph 15.5.55. TD removals will be documented in the same manner as TD
incorporations except for MAL code. Use TD status codes listed on Appendix E for the Action
Taken Field on the WO.
b. Technical Directive Compliance Procedures (Off-Equipment). Type WO code: WR – Work
Request. TDs will frequently require off-equipment work, specifying accomplishment at I-level. In
these cases, the activity will use the one-character code, which describes the maintenance level thatwas performed in M/L of the TD compliance WO. Refer to paragraph 15.5.4 for Work Request
documentation procedures.
(1) If the TD compliance is directly applicable to a component, the removal and replacementof the component and the associated man-hours must be documented on a WO. Once the removal iscompleted, the maintenance action remains outstanding until reinstallation of the component. A
separate WR WO will be generated for turn-in to the IMA.
(2) If the I-level activity informs the O-level activity that the component requires repair, theO-level activity must initiate another WO for turn-in and requisitioning purposes using the originalJCN.
15.5.6 Aircraft Engine and Auxiliary Power Unit (APU) Maintenance Documentation
15.5.6.1 General Information. The aircraft is considered to be the end item when work is
performed on engines, except for TD compliance at the O-level maintenance activity. Engines sent
to IMA or depot for any reason will be considered the end item and the turn-in document will list theengine Assembly Cd and the engine propulsion system serial number (PSSN) or the module
SERNO. When documentation requires an engine or APU to be identified in the Removed or
Installed Item, the CAGE will reflect the engine or APU Assembly Cd and position number, forexample, JHD1. The Part Number will be left blank when Assembly Cd are used in the CAGE to
identify engines/APUs. Documentation procedures for an aircraft engine or airborne APU are thesame with the following exceptions:a. CAGE for Material Required. When identifying an APU, enter numeric 1 for engine
position; for example, PHA1.
b. CAGE for Removed or Installed Item. When identifying an APU, enter numeric 1 for engine
position; for example, PHA1.
c. When documenting APU enter the engine hour meter or start counter reading (as applicable)
in CM Current Usage Records.
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15.5.6.2 Modular Engine TD Compliancea. Type WO code: TD – Technical Directive.

b. Maintenance Control will generate the TD compliance WO.
c. If more than one work center is involved, Maintenance Control must initiate a separate TD
compliance WO for assist work center to document their portion of the TD.
d. If the TD has multiple parts, a separate WO must be initiated for each part.
e. TDs for modular engines will be issued against the module.
f. The WUC/UNS will be that of the module or component of the module, never the engine.
g. The Assembly Cd will reflect the equipment category and model/series of the engine.
h. If the TD applies to more than one module, a separate WO with a unique JCN will be issued
for each module.
i. TRANS code 47 will be used for a module regardless of a P/N change or a TD incorporation
on a component.
j. The JCN will be that of the activity requesting the TD incorporation.
k. When a complete engine is being turned in for TD compliance, the PSSN will be entered in
the Discrepancy block.
15.5.7 Engine Cannibalization
a. Type WO code: CM (Cannibalization).
b. Documentation procedures will be per paragraph 15.5.51 using cannibalization wizard inOOMA.
15.5.8 Engine Inspections
a. Major Inspections. O-level activities do not perform independent major inspections on
nonreciprocating engines. This task is included in the aircraft phase inspections for installed
engines. All major inspections, for example, Handbook of Service Instructions, Hourly Engine
Maintenance Program are done at the I-level per applicable MRCs.
b. Special Inspections. All engine special inspections are documented using control, look, andfix phase WO per major inspections of aircraft and engines (paragraphs 15.5.36 and 15.5.37). JCN
is auto generated in OOMA. Inspection WUCs have a special matrix in Appendix E to construct thecode. When reporting special inspections that apply to engines, the engine must be identified in the(H-Z) Failed/Required Material field of the WO.
15.5.9 Support Equipment Maintenance Documentationa. SE TD Compliance. Type WO code: TD - Technical Directive. TD compliance isdocumented using the TD compliance WO per paragraph 15.5.54. Maintenance Control schedules
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all TD compliance actions and initiates all TD compliance WOs. The O-level activity originates the
TD compliance WO for each end item sent to the I-level activity for TD compliance.
b. SE Inspections/Periodic Maintenance. All inspections (except preoperational andpostoperational) and periodic maintenance actions are documented on a special inspection WO per
paragraph 15.5.36. The O-level activity will issue a WR type WO for each end item forwarded to
the I-level activity for inspections. Refer to paragraph 15.5.43 for Work Request documentation
procedures.
c. SE Repair. SE repair actions are documented on a WO per paragraph 15.5.14. The O-level
activity issues a WR WO for each end item sent to the I-level activity for repair.
15.5.10 Standard Rework Documentation
NOTE: Refer to 9.1.3 for AIRRS XRAY requirements.
a. Rework performed on aircraft (on-site) by naval aircraft industrial establishments,
contractor’s plants, and other industrial organizations designated by COMNAVAIRSYSCOM will
be documented using control, look, and fix phase documents.
b. Communication between the D-level and the squadron is crucial since the squadron is
responsible for all aircraft readiness status changes for the depot.
c. D-level activities will notify the reporting custodian upon arrival of the aircraft to be inducted
into rework. At that time, the squadron will initiate the rework control document and XRAY toplace the aircraft in rework status, per 9.1.3.
d. When the D-level activity is ready to change the status of the aircraft, the depot will notify thesquadron, which will complete the control document WO to terminate the aircraft standard rework
status.
e. Rework hours commence accumulation at standard rework control document initiation.
Rework hours stop accumulation when the CDI entry is entered on the last outstanding look phase
document.
NOTE: The rework process encompasses the look phase only for rework purpose.
f. An individual with administrative certification authority may complete and sign the control
document.
g. Detailed documentation:(1) Type WO codes: IC - PDM, IMC/P, or EPM Control and MC - SDLM (MCI/ASPA)
Control. The control document will be initiated by the reporting activity (paragraph 15.5.44).
(2) Type WO codes: IL - PDM, IMC/P, or EPM Look Phase and ML - SDLM (MCI/ASPA)
Look Phase. Look phase documents will be issued to applicable maintenance work centers upon
initiation of the IC work order to record all O-level support of standard rework (paragraph 15.5.45)
during aircraft induction.

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(3) WUC assigned to PDM or IMC/P standard rework are sequential 030IMC1, 030IMC2,
etc. WUC assigned to SDLM (MCI/ASPA) is 030SDLM. WUCs assigned to EPM are matched to
LES Specification Numbers 03TKxxx, 03TSxxx, and 03TZxxx.
h. Look phase documents will be issued for I-level support of standard rework (paragraph15.5.45). While functioning in this effort, I-level personnel will comply with O-level QA, tool
control, and documentation requirements.
NOTE: Look phase documents are not issued for D-level. Therefore, Work Center X43 is not
currently used and is reserved for future use.
i. Type WO codes: IF – PDM, IMC/P, or EPM Fix phase documents must be issued for repair of
discrepancies discovered during the on-site standard rework process per paragraph 15.5.46.
(1) O-level (level 1) discrepancies will be completed by the squadron.
NOTE: To provide accurate man-hour accounting by rate, corrective maintenance actions
must be documented against the host work center whenever practical (110, 120, etc.).
(2) I-level (level 2) discrepancies will be completed using the Work Request (paragraph15.5.43).
(3) D-level (level 3) discrepancies must be accomplished by a D-level activity using assist
work center procedures per paragraphs 15.5.22. If during the repair process a repairable is required,
the repairable item must be ordered on the O-level primary WO.
NOTES: 1. I-level personnel will comply with O-level QA, tool control, and documentation
requirements.
2. Look phase documents are not issued for D-level.
3. The rework process encompasses the look phase only.
15.5.11 In-Service Repair (ISR) Documentationa. ISR is unscheduled D-level repair of operational aircraft damaged beyond the capability of Olevel and I-level activities. ISR is performed by depot field teams at the aircraft operational site.
Reporting custody and Material Condition Reporting Status (MCRS) of the aircraft remainunchanged during ISR, unless directed otherwise by the ACC. In-Service Repair will be
documented using assist work center. Figure 15-4 is an example of a completed in-service repair
document. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be AD.
(4) ORG CODE.
(5) MODEX of aircraft.
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(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E) - Must be X44(9) CF REQ (if applicable).
(10) QA REQ .
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E) - Must be 11.
(14) M/L- Must be 3.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE - Must be V.
(19) TYPE MAINT - Must be B.

(20) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(21) EOC – Must be R.
(22) POSIT (if applicable).
(23) (H-Z) FAILED/REQUIRED MATERIAL (if applicable).
(24) DISCREPANCY - Enter the narrative description of the discrepancy as submitted in the
P&E request, followed by the Report Control Number (RCN).
(25) CORRECTIVE ACTION - Enter the narrative description of the corrective action (asprovided by P&E), the name of the servicing depot, the P&E Request Report Control Number, thedepot Field Team number, Job Order Number, and Work Order Number.
(26) INITIATOR, CORRECTED BY, INSPECTED BY (MUST BE SQUADRON QAR or
CDQAR) AND MAINT CONTROL SIGNATURES.
NOTE: Squadron QAR or CDQAR sign-off signifies the repaired item has been visuallyinspected per O-level inspection requirements; it does not certify the depot correctly
repaired the item per depot specifications.
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15.5.12 Modification Documentation.

a. Modification includes only the incorporation of changes and bulletins and the correction of
discrepancies as required in the directive authorizing the work to be performed. Figure 15-5 is an
example of a completed D-level modification document. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be TD.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E) - Must be X45.
(9) INTRM CD (if applicable)(10) CODE of TD (Appendix E).
(11) BASIC NO of TD.
(12) REV LTR of TD (if applicable)(13) AMEND of TD (if applicable)(14) PART of TD (if applicable)(15) KIT NO of TD (if applicable)(16) TURN-IN DOC (if applicable).
(17) WUC/UNS.
(18) TRANS (Appendix E), 41 or 47.
(19) M/L- Must be 3.
(20) ITEM PROCESS.
(21) ACTION TAKEN – See TD Status Codes (Appendix E).
(22) REMOVED/OLD ITEM (if applicable).

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(24) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(25) EOC – Must be M.
(26) POSIT (if applicable).
(27) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(28) DISCREPANCY.
(29) CORRECTIVE ACTION.
(30) INITIATOR, CORRECTED BY, INSPECTED BY (SQUADRON QAR or CDQAR)
AND MAINT CONTROL SIGNATURES.
NOTE: Squadron QAR or CDQAR sign-off signifies the modified item has been visuallyinspected per O-level inspection requirements; it does not certify the depot correctly
modified the item per TD specifications.
15.5.13 Excessive Troubleshooting Documentation.
a. Figure 15-6 is an example of a WO documented for excessive troubleshooting with thefollowing required data fields:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
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(13) TRANS (Appendix E).
(14) M/L - must be 1.
(15) ITEM PROCESS.
(16) ACTION TAKEN; must be Y (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.14 On-Equipment Repair Documentation.
a. Figure 15-7 is an example of a WO documented for on equipment repair with the following
required data fields:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
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(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E).

(20) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(21) EOC (if applicable).
(22) POSIT (if applicable).
(23) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(24) DISCREPANCY.
(25) CORRECTIVE ACTION.
(26) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.15 On-Equipment Repair (Repairable Component Replacement) Documentation.
a. Figure 15-8 is an example of a WO documented for on-equipment repair involving
replacement of a repairable component. The following explains documentation:(1) MCN.
(2) JCN.
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(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
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(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.16 Turn-In Document.
a. Figure 15-9 is an example of a WO documented for turn-in and subsequent I-level activity
processing of a repairable and locally repaired consumable component. The WO must be completed
per 15.2 and submitted for processing even though the removal, repair, and reinstallation of acomponent occur within a single work center. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).

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(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
NOTES: 1. If an item is still under warranty at the time of failure, ensure that blocks E47
and E52 are completed.
2. Requisition and turn-in procedures for ALSS assemblies and repair parts mustbe per NALCOMIS guidelines where applicable or established in this instruction.
All ALSS turn-ins will be delivered directly to the ALSS pool.
15.5.17 Component Received Missing SRC Card.
a. Figure 15-10is an example of a WO documented when a component is received missing SRC
card. Items missing ASRs, MSRs, or AESRs should be documented in a similar manner. The
following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
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(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE 140 (Appendix E).
(18) DISC CODE (Appendix E) - Must be Y.
(19) TYPE MAINT B (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
NOTE: If the determination can be made that the component is in fact new, an SRC Card,
ASR, MSR, or AESR will then be initiated by the requisitioning activity.
15.5.18 Component Received Non-RFI and Installed Documentation.
a. Figure 15-11 is an example of a WO documented when a component is received non-RFI and
installed. The following explains documentation:(1) MCN.
(2) JCN.

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(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E) - Must be Y.
(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
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(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.19 Cannibalization Action WO Documentation.
a. Figure 15-12 is an example of a WO documented for cannibalization action. The removal
and installation of items for cannibalization must be documented on one WO using thecannibalization wizard in OOMA. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be CM(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS, enter 18 on all end items except engine components (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E) - Must be T.
(17) MAL CODE (Appendix E) - Must be 812, 813, 814, 815, 816, 817, or 818.
(18) DISC CODE (Appendix E) - Must be O.
(19) TYPE MAINT (Appendix E) - Must be B.
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).
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(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.20 Matched System (Component 1) Documentation.
a. Figure 15-13 is an example of documentation for the Matched System (Component 1) WO.
The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
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(16) ACTION TAKEN (Appendix E).

(17) MAL CODE (Appendix E), the malfunction code must be the same for all components
of a matched system at the O-level.
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).
(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.21 Matched System (Component 2) Documentation.
a. Figure 15-14 is an example of documentation for the Matched System (Component 2) WO.
The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).

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(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).

(17) MAL CODE (Appendix E), the malfunction code must be the same for all components
of a matched system at the O-level.
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).
(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.22 Assisting Work Center Documentation.
a. Figure 15-15 is an example of a WO documented by an assisting work center. The following
explains documentation:(1) MCN.

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(2) JCN.
(3) TYPE WO (Appendix E) - Must be AD.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E) - Must be 11.
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E) - Must be V.
(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
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(27) CORRECTIVE ACTION.

(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.23 Facilitate Other Maintenance (FOM) Action Documentation.
a. Figure 15-16 is an example of a WO documented for a FOM action. The FOM action is
documented per paragraph 15.3, except as noted below:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be FO.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E) - Must be 11 or must be 12 if for engine/engine components.
(14) M/L- Must be 1.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E) - Must be S.
(17) MAL CODE (Appendix E) - Must be 800 or 802 if required for corrosion repairs toadjacent areas.
(18) DISC CODE (Appendix E) - Must be O.
(19) TYPE MAINT (Appendix E) - Must be B.
(20) REMOVED/OLD ITEM (if applicable).
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(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable). See 15.5.1.8 NOTE.
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
(29) LOCAL USE - When a component has been removed to FOM, note its serial number (ifany) in this block for reference when the item is reinstalled. If no serial number exists place “0.”15.5.24 Tire and Wheel Documentation.
a. Figure 15-17 is an example of a WO for a tire or wheel. Figure 15-18 is an example of turnin documentation. The tire/wheel assembly will be documented as the major repairable component
in the WO removed item and installed item blocks. Squadrons must order tire/wheel assemblies
using an assigned assembly NIIN. A Local Item Control (LICN) for the tire/wheel assembly will be
used if the TMS aircraft does not have an assigned tire/wheel assembly NIIN. LICN will be LLTMS-last four numbers of wheel NIIN, for example LL-AV8-9209. If the wheel is the slip rim typeuse valve core half NIIN. If a part number is not available for the wheel assembly use the last fourof the LICN for the part number. Documentation procedures will be per paragraph 15.3, except as
noted below:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
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(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L - must be 1.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.25 Hosting Activity Repair Documentation.
a. Figure 15-19 is an example of a WO documented for repair action by the hosting activity.
The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
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(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L - must be 1.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E) - Must be F.
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.

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(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.26 Transient Maintenance SCIR Data Documentation.
a. Figure 15-20 is an example of a WO documented for transient maintenance indicating SCIR
data. All data blocks must be completed per paragraph 15.3, except as noted below.
(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E) - Must be 72.
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E) - Must be F.
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

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(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.27 Removal and Replacement of Cartridges (CART), Cartridge Activated Devices(CAD), and Propellant Actuated Devices (PAD) (O-Level Maintenance) Documentation.
a. Figure 15-21 is an example of a WO documented for the removal and replacement of aircraft
installed explosive devices. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L.

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(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.28 Aircraft Mission or SE Reconfiguration Documentation.
a. Figure 15-22 is an example of a WO documented for a change in aircraft mission reconfiguration.
The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
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(9) WUC/UNS.

(10) TRANS (Appendix E) - Must be 16 for removal and 17 for installation.
(11) M/L- Must be 1.
(12) ITEM PROCESS.
(13) ACTION TAKEN (Appendix E) - Must be P for removal and Q for installation.
(14) MAL CODE (Appendix E) - Must be 801.
(15) DISC CODE (Appendix E) - Must be O.
(16) TYPE MAINT (Appendix E) - Must be B.
(17) REMOVED/OLD ITEM (if applicable).
(18) INSTALLED/NEW ITEM (if applicable).
(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (not applicable).
(21) POSIT (if applicable).
(22) DISCREPANCY.
(23) CORRECTIVE ACTION.
(24) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.29 Acceptance Inspection Control and Look Phase Documentation.
a. Figure 15-23 is an example of a control WO documented for an acceptance inspection. The
following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be AC for Control and AL for Look Phase.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
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(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS- Must be 030.
(12) TRANS (Appendix E).
(13) M/L.

(14) ITEM PROCESS- Must be 1 for Control and 0 for Look Phase.
(15) ACTION TAKEN (Appendix E) - Must be 0.
(16) MAL CODE (Appendix E) - Must be 000.
(17) DISC CODE (Appendix E) - Must be O.
(18) TYPE MAINT (Appendix E) - Must be E.
(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (if applicable).
(21) POSIT (if applicable).
(22) DISCREPANCY.
(23) CORRECTIVE ACTION.
(24) INITIATOR, CORRECTED BY, INSPECTED BY, AND MAINT CONTROLSIGNATURES (if applicable).
NOTE: Corrected by signature is not applicable on control work orders. MaintenanceControl signatures is not applicable on look phase work orders.
15.5.30 Acceptance Inspection (Fix Phase Discrepancy) Documentation.
a. Figure 15-24 is an example of a WO documented for a fix phase acceptance inspection. Fix
phase discrepancies discovered during the look phase of an acceptance inspection will be
documented per paragraph 15.3, except as noted below:(1) MCN.
(2) JCN.
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(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS.
(12) TRANS (Appendix E).
(13) M/L.
(14) ITEM PROCESS.
(15) ACTION TAKEN (Appendix E).
(16) MAL CODE (Appendix E).
(17) DISC CODE (Appendix E).
(18) TYPE MAINT (Appendix E) - Must be E.
(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (if applicable).
(21) POSIT (if applicable).
(22) DISCREPANCY.
(23) CORRECTIVE ACTION.
(24) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.

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15.5.31 Acceptance Inspection (Repairable Required) Documentation.
a. Figure 15-25 is an example of a WO documented for an acceptance inspection which requires
the removal/replacement of a repairable component. Repairable required must be documented per
paragraph 15.3, except as noted below:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L - Must be 1.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E) - Must be E.
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).
(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
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(23) EOC (if applicable).
(24) POSIT (if applicable).

(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.32 Transfer Inspection Control and Look Phase Documentation.
a. Figure 15-26 is an example of a control WO documented for a transfer inspection. The
following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be TC for Control and TL for Look Phase.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS- Must be 030.
(12) TRANS (Appendix E).
(13) M/L.
(14) ITEM PROCESS- Must be 1 for Control and 0 for Look Phase.
(15) ACTION TAKEN (Appendix E) - Must be 0.
(16) MAL CODE (Appendix E) - Must be 000.

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(18) TYPE MAINT (Appendix E) - Must be E.
(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (if applicable).
(21) POSIT (if applicable).
(22) DISCREPANCY.
(23) INITIATOR, CORRECTED BY, INSPECTED BY, AND MAINT CONTROLSIGNATURES (if applicable).
NOTE: Corrected by signature is not applicable on control work orders. MaintenanceControl signatures is not applicable on look phase work orders.
15.5.33 Aircraft Phase Inspection (Check Crew Not Integrated) Control Document
Documentation.
a. Figure 15-27 is an example of a WO documented for an aircraft phase inspection control
document when the check crew is not integrated. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be PC.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E) - Must be 020.
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS.
(12) TRANS (Appendix E).
(13) M/L.
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(14) ITEM PROCESS.
(15) ACTION TAKEN (Appendix E) - Must be 0.
(16) MAL CODE (Appendix E) - Must be 000.
(17) DISC CODE (Appendix E) - Must be O.
(18) TYPE MAINT (Appendix E) - Must be G.

(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (if applicable).
(21) POSIT (if applicable).
(22) DISCREPANCY.
(23) CORRECTIVE ACTION.
(24) INITIATOR, INSPECTED BY, AND MAINT CONTROL SIGNATURES.
15.5.34 Aircraft Phase Inspection Man-Hours (Control and Look Phase) Documentation.
a. Figure 15-28 is an example of a WO documented for man-hours against the look phase of aphase inspection. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be PC for Phase Control and PL for Phase Look Phase.
(4) ORG CODE.
(5) MODEX of aircraft.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS.

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(12) TRANS (Appendix E).
(13) M/L.

(14) ITEM PROCESS- Must be 1 for Control Phase and 0 for Look Phase.
(15) ACTION TAKEN (Appendix E) - Must be 0.
(16) MAL CODE (Appendix E) - Must be 000.
(17) DISC CODE (Appendix E) - Must be O.
(18) TYPE MAINT (Appendix E) - Must be G.
(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (if applicable).
(21) POSIT (if applicable).
(22) DISCREPANCY.
(23) CORRECTIVE ACTION.
(24) INITIATOR, CORRECTED BY, INSPECTED BY, AND MAINT CONTROLSIGNATURES (if applicable).
NOTE: Corrected by signature is not applicable on control work orders. MaintenanceControl signatures is not applicable on look phase work orders.
15.5.35 Aircraft Phase Inspection Fix Phase Documentation.
a. Figure 15-29 is an example of a WO documented for a fix phase discrepancy. Fix phase WOs
are completed per paragraph 15.3, except as noted below:(1) MCN.
(2) JCN. This is auto generated in OOMA. The JCN serial number will contain the samedata elements entered on the control document, but with sequential numbering from 01 to 99 in thesecond and third positions of the serial number, for example, A01, A02, A03. If more than 99, usealpha characters in the second and third position, for example, AA1 through AA9, AB1.
(3) TYPE WO (Appendix E) - Must be PF.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
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(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L - Must be 1.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.36 Special Inspection Control and Look Phase Documentation.
a. Figure 15-30 is an example of a WO documented for a special inspection control document.
The following explains documentation:
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(1) MCN.
(2) JCN.

(3) TYPE WO (Appendix E) - Must be SC for Control and SL for Look Phase.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS.
(12) TRANS (Appendix E).
(13) M/L.
(14) ITEM PROCESS- Must be 1 for Control and 0 for Look Phase.
(15) ACTION TAKEN (Appendix E) - Must be 0.
(16) MAL CODE (Appendix E) - Must be 000.
(17) DISC CODE (Appendix E) - Must be O.
(18) TYPE MAINT (Appendix E) - Must be D, M, or N.
(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED AND
COMPLETED.
(20) EOC (if applicable).
(21) POSIT (if applicable).
(22) (H-Z) FAILED/REQUIRED MATERIAL-Enter appropriate data to identify engine (ifapplicable)(23) DISCREPANCY.
(24) CORRECTIVE ACTION.

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(25) INITIATOR, CORRECTED BY, INSPECTED BY, AND MAINT CONTROLSIGNATURES (if applicable).
NOTE: Corrected by signature is not applicable on control work orders. MaintenanceControl signatures are not applicable on look phase work orders.
15.5.37 Aircraft Special Inspection (Fix Phase) Documentation.
a. Figure 15-31 is an example of a WO documented for a special inspection fix phase. Fix
phase discrepancies affecting aircraft mission capability would require SCIR documentation. The
following explains documentation:(1) MCN.
(2) JCN. This is auto generated in OOMA. The JCN serial number will contain the samedata elements entered on the control document, but with sequential numbering from 01 to 99 in thesecond and third positions of the serial number, for example, A01, A02, A03. If more than 99, usealpha characters in the second and third position, for example, AA1 through AA9, AB1.
(3) TYPE WO (Appendix E) - Must be SF.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L - Must be 1.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
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(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.38 Aircraft Conditional Inspection Control and Look Phase Documentation.
a. Figure 15-32 is an example of a WO documented for a conditional inspection control
document and the following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be CC for Control and CL for Look Phase.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS - Must be 030.
(12) TRANS (Appendix E).
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(13) M/L.
(14) ITEM PROCESS.
(15) ACTION TAKEN - Must be 0.
(16) MAL CODE Must be 000.
(17) DISC CODE - Must be O.
(18) TYPE MAINT - Must be S.

(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (if applicable).
(21) POSIT (if applicable).
(22) DISCREPANCY.
(23) CORRECTIVE ACTION.
(24) INITIATOR, CORRECTED BY, INSPECTED BY, AND MAINT CONTROLSIGNATURES (if applicable).
NOTE: Corrected by signature is not applicable on control work orders. MaintenanceControl signatures are not applicable on look phase work orders.
15.5.39 Aircraft Conditional Inspection (Fix Phase) Documentation.
a. Figure 15-33 is an example of a WO documented for an aircraft conditional inspection fix phaseaction. The following explains documentation:(1) MCN.
(2) JCN. This is auto generated in OOMA. Enter the assigned JCN. The JCN serial number
will contain the same data elements entered on the control document, but with sequential numberingfrom 01 to 99 in the second and third positions of the serial number, for example, A01, A02, A03. If
more than 99, use alpha characters in the second and third position, for example, AA1 through AA9,
AB1.
(3) TYPE WO - Must be CF.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.

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(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L - Must be 1.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT - Must be S.
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.40 Aircraft Preservation Control Documentation.
a. Figure 15-34 is an example of a WO documented for a preservation control document. The
following explains documentation:
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(1) MCN.
(2) JCN.
(3) TYPE WO - Must be FC.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS - Must be 049.
(12) TRANS (Appendix E).
(13) M/L.
(14) ITEM PROCESS.
(15) ACTION TAKEN (Appendix E) - Must be 0.
(16) MAL CODE (Appendix E) - Must be 000.
(17) DISC CODE (Appendix E) - Must be O.
(18) TYPE MAINT (Appendix E) - Must be D.

(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (if applicable).
(21) POSIT (if applicable).
(22) DISCREPANCY.
(23) CORRECTIVE ACTION.
(24) INITIATOR, INSPECTED BY, AND MAINT CONTROL SIGNATURES.

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a. Figure 15-35 is an example of a WO documented for a depreservation work center action. The
following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be DC.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS- Must be 049.
(12) TRANS (Appendix E).
(13) M/L.
(14) ITEM PROCESS.
(15) ACTION TAKEN (Appendix E) - Must be 0.
(16) MAL CODE (Appendix E) - Must be 000.
(17) DISC CODE (Appendix E) - Must be O.
(18) TYPE MAINT (Appendix E) - Must be D.
(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (if applicable).
(21) POSIT (if applicable).
(22) DISCREPANCY.

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(23) CORRECTIVE ACTION.

(24) INITIATOR, INSPECTED BY, AND MAINT CONTROL SIGNATURES.
15.5.42 Removal and Replacement for Scheduled Maintenance/High-time Documentation.
a. Figure 15-36 is an example of a WO documented for the removal and replacement of an item
for high-time inspection. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E) - Must be 18, 19, or 23.
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E) - Must be R.
(17) MAL CODE (Appendix E) - Must be 804.
(18) DISC CODE (Appendix E) - Must be O.
(19) TYPE MAINT (Appendix E) - Must be B.
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).
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(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.43 WO Work Request Documentation.
a. Figure 15-37 is an example of a WO documented for a WO work request turn-in. The WO
work request is delivered, with the component(s), to Production Control. The following blocks will
be completed:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be WR.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) WUC/UNS.
(10) TRANS (Appendix E).
(11) M/L- Must be 2.
(12) ITEM PROCESS.
(13) DISC CODE (Appendix E).
(14) TYPE MAINT (Appendix E).

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(16) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED.
(17) POSIT (if applicable).
(18) DISCREPANCY.
(19) INITIATOR
15.5.44 Standard Rework Control Documentation.
Figure 15-38 is an example of a completed IMC/P control WO. No SCIR EOC code will be
documented on IMC/P or enhanced phase maintenance (EPM) control WOs. The following
explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be IC or MC.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS - PDM or IMC/P is sequential 030IMC1, 030IMC2, etc. Rework (MCI) is
030REWK. EPM is related to a specific LES Task WUC (03TKxxx)..
(12) TRANS (Appendix E).
(13) M/L- Must be 3.
(14) ITEM PROCESS- Must be 1.
(15) ACTION TAKEN (Appendix E) - Must be 0.
(16) MAL CODE (Appendix E) - Must be 000.
(17) DISC CODE (Appendix E) - Must be O.
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(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (not applicable).
(21) POSIT (if applicable).
(22) DISCREPANCY.
(23) CORRECTIVE ACTION.
(24) INITIATOR, INSPECTED BY, AND MAINT CONTROL SIGNATURES.
15.5.45 Standard Rework Look Phase Documentation.
Figure 15-39 is an example of a completed rework look phase document. Look phase documents areissued to each work center participating in the IMC/P or EPM inspection. No SCIR EOC code will
be documented on look phase documents. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be IL or ML.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS - PDM or IMC/P is sequential 030IMC1, 030IMC2, etc. Rework (MCI) is
030REWK. EPM is related to a specific LES Task WUC (03TKxxx).
(12) TRANS (Appendix E).
(13) M/L- Must be 1 or 2.
(14) ITEM PROCESS- Must be 1.

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(16) MAL CODE (Appendix E) - Must be 000.
(17) DISC CODE (Appendix E) - Must be O.
(18) TYPE MAINT (Appendix E) - Must be G.
(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (if applicable).
(21) POSIT (if applicable).
(22) DISCREPANCY.
(23) CORRECTIVE ACTION.
(24) INITIATOR, CORRECTED BY, AND INSPECTED BY SIGNATURES.
15.5.46 Standard Rework Fix Phase Documentation.
Figure 15-40 is standard rework fix phase documentation is similar to procedures for documenting
depot In Service Repairs (ISR), paragraph 15.5.11. Documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be IF or MF.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) WUC/UNS.
(12) TRANS (Appendix E).

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(13) M/L- Must be 1.
(14) ITEM PROCESS.
(15) ACTION TAKEN (Appendix E).
(16) MAL CODE (Appendix E).
(17) DISC CODE (Appendix E) - Must be M.
(18) TYPE MAINT (Appendix E) - Must be G.

(19) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(20) EOC (not applicable).
(21) POSIT (if applicable).
(22) (H-Z) FAILED/REQUIRED MATERIAL (if applicable)(23) DISCREPANCY.
(24) CORRECTIVE ACTION.
(25) INITIATOR, CORRECTED BY, INSPECTED BY, AND MAINT CONTROLSIGNATURES.
15.5.47 Unscheduled Maintenance (Installed APU/Engine) Repairable Replacement
Documentation.
a. Figure 15-41 is an example of a WO documented for a repairable replacement during
unscheduled on-equipment maintenance on an installed engine. The following explains
documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
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(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E) - Must be 25.
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E) - Must be R.
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E) - Must be B.
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL - Enter the appropriate data to identify theengine, in the case of an APU, always enter numeric 1 for engine position in Cage field, forexample, PHAB1; record supply requisitions.
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.48 Unscheduled Maintenance (Installed APU/Engine) Repair Documentation.
a. Figure 15-42 is an example of a WO documented for the repair of unscheduled on-equipment
maintenance of installed engines. The following explains documentation:(1) MCN.
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(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E) - Must be B.
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).

(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL - Enter the appropriate data to identify theengine, in the case of an APU, always enter numeric 1 for engine position in Cage field, forexample, PHAB1; enter the failed part(s)/record supply requisition(s) (if applicable).
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(26) DISCREPANCY.
(27) CORRECTIVE ACTION.

(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.49 Installation Action (Nondefective Repairable Engine Component) Documentation.
a. Figure 15-43 is an example of a WO documented for the installation of a nondefective
repairable engine component. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS- Must be 15 (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E) - Must be Q.
(17) MAL CODE (Appendix E) - Must be 801.
(18) DISC CODE (Appendix E) - Must be O.
(19) TYPE MAINT (Appendix E) - Must be B.

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(21) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(22) EOC (if applicable).
(23) POSIT (if applicable).
(24) (H-Z) FAILED/REQUIRED MATERIAL - Enter the appropriate data to identify theengine and the requisition information for the part that is being cannibalized.
(25) DISCREPANCY.
(26) CORRECTIVE ACTION.
(27) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.50 Removal Action (Nondefective Repairable Engine Component) Documentation.
a. Figure 15-44 is an example of the WO documented for the removal of a nondefective
repairable engine component. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS- Must be 14 (Appendix E).

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(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E) - Must be P.
(17) MAL CODE (Appendix E) - Must be 801.
(18) DISC CODE (Appendix E) - Must be O.
(19) TYPE MAINT (Appendix E) - Must be B.
(20) REMOVED/OLD ITEM (if applicable).

(21) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(22) EOC (if applicable).
(23) POSIT (if applicable).
(24) (H-Z) FAILED/REQUIRED MATERIAL - Enter the appropriate data to identify theengine and the requisition information for the part that is being cannibalized.
(25) DISCREPANCY.
(26) CORRECTIVE ACTION.
(27) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.51 Engine Component Cannibalization Documentation.
a. Figure 15-45 is an example of a WO documented for the cannibalization of an engine
component. The following explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be CM(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.

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(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS- Must be 19 (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E) - Must be T.

(17) MAL CODE (Appendix E) - Must be 812, 813, or 814.
(18) DISC CODE (Appendix E) - Must be O.
(19) TYPE MAINT (Appendix E) - Must be B.
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).
(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) (H-Z) FAILED/REQUIRED MATERIAL - Enter the appropriate data to identify theengine and the requisition information for the part that is being cannibalized.
(26) DISCREPANCY.
(27) CORRECTIVE ACTION.
(28) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.52 TD Removals Documentation. Figure 15-46 is an example of a WO documented for a TD
removal. TD removals will be documented in the same manner as TD compliances (Figures 15-45
and 15-46) except Action Taken- Must be TD Status Code Q.

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a. Figure 15-47 is an example of a WO documented for TD engine compliance. The following
explains documentation:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be TD.
(4) ORG CODE.
(5) MODEX of aircraft or blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) INTRM CD (if applicable)(10) CODE of TD (Appendix E).
(11) BASIC NO of TD.
(12) REV LTR of TD (if applicable)(13) AMEND of TD (if applicable)(14) PART of TD (if applicable)(15) KIT NO of TD (if applicable)(16) TURN-IN DOC (if applicable).
(17) WUC/UNS.
(18) TRANS (Appendix E), 41 or 47.
(19) M/L.
(20) ITEM PROCESS.
(21) ACTION TAKEN – See TD Status Codes (Appendix E).
(22) REMOVED/OLD ITEM (if applicable).
(23) INSTALLED/NEW ITEM (if applicable).
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(24) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(25) EOC (if applicable).
(26) POSIT (if applicable).
(27) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(28) DISCREPANCY.
(29) CORRECTIVE ACTION.
(30) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.54 TD Compliance Documentation.
a. Figure 15-48 is an example of a WO documented for incorporation of a TD. TD
documentation will be as follows:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be TD.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) INTRM CD (if applicable)(10) CODE of TD (Appendix E).
(11) BASIC NO of TD.
(12) REV LTR of TD (if applicable)(13) AMEND of TD (if applicable)(14) PART of TD (if applicable)(15) KIT NO of TD (if applicable)
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(16) TURN-IN DOC (if applicable).
(17) WUC/UNS.
(18) TRANS (Appendix E), 41 or 47.
(19) M/L.
(20) ITEM PROCESS.

(21) ACTION TAKEN – See TD Status Codes (Appendix E).
(22) REMOVED/OLD ITEM (if applicable).
(23) INSTALLED/NEW ITEM (if applicable).
(24) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(25) EOC (if applicable).
(26) POSIT (if applicable).
(27) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(28) DISCREPANCY.
(29) CORRECTIVE ACTION.
(30) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.
15.5.55 TD Assist Compliance Documentation.
a. Figure 15-49 is an example of a WO documented for incorporation of a TD assist. TD
assist documentation will be as follows:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E) - Must be AT.
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
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(8) WORK CENTER (Appendix E).
(9) INTRM CD (if applicable)(10) CODE of TD (Appendix E).
(11) BASIC NO of TD.
(12) REV LTR of TD (if applicable)(13) AMEND of TD (if applicable)(14) PART of TD (if applicable)(15) KIT NO of TD (if applicable)(16) TURN-IN DOC (if applicable).
(17) WUC/UNS.
(18) TRANS (Appendix E), 41 or 47.
(19) M/L.
(20) ITEM PROCESS.
(21) ACTION TAKEN – A(22) REMOVED/OLD ITEM (if applicable).
(23) INSTALLED/NEW ITEM (if applicable).

(24) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
(25) EOC (if applicable).
(26) POSIT (if applicable).
(27) (H-Z) FAILED/REQUIRED MATERIAL (as appropriate).
(28) DISCREPANCY.
(29) CORRECTIVE ACTION.
(30) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.

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15.5.56 Reinstallation After Check, Test, and Service Documentation.
a. Figure 15-50 is an example of a WO documented for reinstallation of the items that were
tested, inspected, or serviced. The requesting activity will complete the WO that has been held insuspense as follows:(1) MCN.
(2) JCN.
(3) TYPE WO (Appendix E).
(4) ORG CODE.
(5) MODEX of aircraft, blank for others.
(6) BUNO/SERNO.
(7) ASSY CD.
(8) WORK CENTER (Appendix E).
(9) CF REQ (if applicable).
(10) QA REQ (if applicable).
(11) TURN-IN DOC (if applicable).
(12) WUC/UNS.
(13) TRANS (Appendix E).
(14) M/L.
(15) ITEM PROCESS.
(16) ACTION TAKEN (Appendix E).
(17) MAL CODE (Appendix E).
(18) DISC CODE (Appendix E).
(19) TYPE MAINT (Appendix E).
(20) REMOVED/OLD ITEM (if applicable).
(21) INSTALLED/NEW ITEM (if applicable).
(22) DATES (DD MMM YYYY) AND TIMES (TTTT) FOR RECEIVED, IN WORK AND
COMPLETED.
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(23) EOC (if applicable).
(24) POSIT (if applicable).
(25) DISCREPANCY.
(26) CORRECTIVE ACTION.

(27) INITIATOR, CORRECTED BY, INSPECTED BY AND MAINT CONTROLSIGNATURES.

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Figure 15-1: OOMA Work Order Form (Example)
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Figure 15-2: OPNAV 4790/60 VIDS/MAF Form (Example)
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Figure 15-3: NALCOMIS Contingency JCN Log
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COMPLETE WORK ORDER FORM
MCN

JCN

Type WO

43HHEYO P0F187217
AD
Intrm Cd
Code
Basic No
Turn-In Doc

Org Code

Modex

Buno/Serno

P0F
Rev Ltr

01165755

WUC/UNSTrans

111P100

M/L

11

Assy Cd

AHZN
Amend

Item Process

3 0Work Center

CF ReqQA Req

X44
Part

N

Y

Action Taken Mal CodeDisc CodeType Maint

B

V

B

020

REMOVED/OLD ITEMINSTALLED/NEW ITEM

Cage

Serial Number

Cage

Serial Number

Part Number

Date Removed

Part Number

Date Installed

0000
EOC

Man Hrs

Elapsed Hrs

00 0000
Received

0
Meter

0
In Process Insp26
NOV 2019 1416
Safety EI
Posit
Fid

N
Index F/P A/T MAL Cage

Kit NoIn Work

PROJ

Completed26
NOV 2019 1421 R
Tech(H-Z) Failed/Required Material
QTY

EOC

PRI

Date ORD

00 0000

26 NOV
2019 1421
System Reason

0000
WO Status Cd
D

R/R L/H ENG COW RECPTDDSN

Date RCVDDISCREPANCYINITIATORREMOVE AND REPLACE WORN L/H ENGINE COWLING LATCH RECEPTACLE. RCN N4132A-19-0014

AZC D ENOCHSNOMENCORRECTIVE ACTION
WORN L/H ENGINE COWLING LATCH RECEPTACLE WAS REMOVED AND REPLACED BY IN SERVICE REPAIR TEAM. TEAM NUMBER N-0069-19 JOB
ORDER NUMBER: XH40416 WORK ORDER NUMBER: 49212521

CORRECTED BY
CIV A DUENESINSPECTED BY
CIV A PABALAN

MAINT CONTROLAZCM S BELT

Figure 15-4: In-Service Repair (ISR) (Example)
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Figure 15-5: Modification (Example)
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Figure 15-6: Excessive Troubleshooting (Example)
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Figure 15-7: On-Equipment Repair (Example)
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Figure 15-8: On-Equipment Repair (Repairable Component Replacement) (Example)
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Figure 15-9: Turn –In Document (Example)

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Figure 15-10: Component Received Missing SRC Card (Example)
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COMPLETE WORK ORDER FORM
MCN

JCN

06T97T2
Intrm Cd

PQ3176308
DM
Code
Basic No

Type WO

Turn-In Doc

WUC/UNS

06T97T4

14711C0

Org Code

Modex

PQ3
Rev Ltr

09

Trans

Buno/Serno

Assy Cd

CF ReqQA ReqNN

166367
AHZN
Amend

120
Part

Item Process

Action Taken Mal CodeDisc CodeType Maint

R

Y

B

M/L

1 1

23

Work Center

REMOVED/OLD ITEM

020

Kit NoINSTALLED/NEW ITEM

Cage

Serial Number

Cage

Serial Number

78286
Part Number

B365-03655
Date Removed

78286
Part Number

B365-03561
Date Installed

1904
EOC

70400-08163-043
Man Hrs

Elapsed Hrs

25 JUN 2019
Received

2.00
Meter

1.5
In Process Insp25
JUN 2019 1856 Z
Safety EI
Posit
Fid

N
Index F/P A/T MAL Cage

70400-08613-043
In Work

EOC

25
JUN 2019 1857 Z
Tech System Reason

Completed
11 JUL26 JUN 20192019 1637 D

AFT BRIDGE BAD FM SUPPLY(H-Z) Failed/Required Material
QTY

PROJ

PRI

Date ORDDDSNDISCREPANCYUPON INITIAL INSPECTION OF AFT BRIDGE WAS REJECTED FOR PITTING IN THE BUSHINGS, CA 1000 AROUND
BUSHING AND THE CORNERS DAMAGED WITH VARIOUS BARE METAL AREAS.

Date RCVDINITIATORAMCS T MOUDRYCORRECTIVE ACTIONREMOVED AND REPLACED AFT BRIDGE IAW 150-300. AREA SECURE AND FOD FREE AT TIME OF INSPECTION. PEMA SN: 0957.

CORRECTED BY
AM2 D URIARTEMAGALL

1021
WO Status Cd

INSPECTED BY
AM1 R WORLEY

MAINT CONTROLAZC T TATUM

Figure 15-11: Component Received Non-RFI and Installed (Example)
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Figure 15-12: Cannibalization Action (Example)
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Figure 15-13: Matched System (Component 1) (Example)
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Figure 15-14: Matched System (Component 2) (Example)
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Figure 15-15: Assisting Work Center (Example)
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Figure 15-16: Facilitate Other Maintenance Action (Example)
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Figure 15-17: Tire and Wheel Documentation (Example)
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Figure 15-18: Tire and Wheel Turn-In (Example)
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Figure 15-19 Hosting Activity Repair (Example)
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Figure 15-20: Transient Maintenance (Example)
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Figure 15-21: Removal and Replacement of Cartridges, Cartridge Activated Devices, andPropellant Actuated Devices (Organizational Maintenance) (Example)
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Figure 15-22: Aircraft Mission Configuration (Example)
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Figure 15-23: Aircraft Acceptance Inspection (Example)
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Figure 15-24: Acceptance Inspection (Fix Phase) (Example)
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Figure 15-25: Acceptance Inspection (Fix Phase Repairable Required) (Example)
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Figure 15-26: Aircraft Transfer Inspection (Example)
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Figure 15-27: Aircraft Phase Inspection (Check Crew Not Integrated) Control Document(Example)
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Figure 15-28: Aircraft Phase Inspection Man-Hours (Look Phase) (Example)
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Figure 15-29: Aircraft Phase (Fix Phase) (Example)
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Figure 15-30: Aircraft Special Inspection Control Document (Example)
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Figure 15-31: Aircraft Special Inspection (Fix Phase) (Example)
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Figure 15-32: Aircraft Conditional Inspection Control Document (Example)
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Figure 15-33: Aircraft Conditional Inspection (Fix Phase) (Example)
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Figure 15-34: Aircraft Preservation Control Document (Example)
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Figure 15-35: Aircraft Depreservation Control Document (Example)
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Figure 15-36: Removal and Replacement for Scheduled Maintenance/Hi-Time (Example)
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Figure 15-37: Work Request (Example)
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Figure 15-38: Standard Rework Control (Example)
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Figure 15-39: Standard Rework Look Phase (Example)
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Figure 15-40: Standard Rework Fix Phase (Example)
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Figure 15-41: Unscheduled Maintenance (Engine Installed) Repairable Replacement(Example)
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Figure 15-42: Unscheduled Maintenance (Engine Installed) Repair (Example)
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Figure 15-43: Installation of Nondefective Engine Component (Example)
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Figure 15-44: Removal of Nondefective Engine Component (Example)
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Figure 15-45: Engine Component Cannibalization (Example)
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Figure 15-46: TD Removal (Example)
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Figure 15-47: Engine TD Incorporation (Example)
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Figure 15-48: TD Incorporation (Example)
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Figure 15-49 TD Assist (Example)
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Figure 15-50: Reinstallation After Test and Check (Example)
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CHAPTER 16
Intermediate Level (I-Level) Maintenance Documentation Procedures
Table of Contents
16.1 GENERAL POLICY AND PROCEDURES ..................................................................... 1
16.1.1 Introduction...................................................................................................................1
16.1.2 MAF Data Fields ..........................................................................................................2
16.1.2.1 Data Field Entries .............................................................................................2
16.1.3 MAF Processing ........................................................................................................16
16.1.3.1 Overview ........................................................................................................16
16.1.3.2 Off-Equipment Work Flow ............................................................................17
16.1.3.3 On-Equipment Work Flow.............................................................................19
16.1.3.4 Removed Repairable Subassembly Component ............................................21
16.1.4 Material Requisitioning ..............................................................................................21
16.1.5 Inter-IMA Work Center Assist ...................................................................................22
16.1.6 Repair and Return .......................................................................................................22
16.1.7 Depot Level Beyond Capability of Maintenance Interdiction (BCMI)
Documentation ..............................................................................................................23
16.1.7.1 I-Level Induction, D-Level BCMI/RFI Process ............................................24
16.1.7.2 I-Level Induction, D-Level Repair, and I-Level RFI Process ........................24
16.1.7.3 D-Level SRA Induction and RFI Process ......................................................26
16.1.7.4 New Capability Process .................................................................................26
16.1.7.5 D-Level Assist Process ..................................................................................26
16.1.7.6 Artisan I-level Training/Assistance Process ..................................................26
16.1.8 Historical Files ............................................................................................................27
16.2 I-LEVEL MAINTENANCE SOURCE DOCUMENTS ................................................. 27
16.2.1 Support Equipment (SE), Training Devices, and Missile Target Documentation .....27
16.2.1.1 General policy ................................................................................................27
16.2.1.2 On-Equipment SE Work ................................................................................27
16.2.1.3 O-Level IMRL Reportable SE .......................................................................28

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16.2.1.4 SE Repair .......................................................................................................28
16.2.1.5 SE Inspections and Periodic Maintenance (PM)............................................28
16.2.1.6 SE Corrosion Documentation ........................................................................28
16.2.1.7 SE Preservation and Depreservation ..............................................................28
16.2.1.8 SE Technical Directive (TD) Compliance .....................................................29
16.2.1.9 SE Inventory Reporting MAF. .......................................................................29
16.2.2 Calibration ..................................................................................................................30
16.2.3 Aeronautical Component Documentation Procedures...............................................31
16.2.3.1 Component Repair .........................................................................................31
16.2.3.2 Cannibalization. .............................................................................................32
16.2.3.3 Matched Set....................................................................................................32
16.2.3.4 Tire and Wheel Documentation. ....................................................................32
16.2.3.5 Battery Documentation. .................................................................................33
16.2.3.6 IMA Repair and Return Support. ...................................................................33
16.2.3.7 Receipt of Unsatisfactory Material from the Supply Department. ................34
16.2.3.8 Component Received Missing SRC Card, ASR, MSR, or AESR. ................35
16.2.3.9 Corrosion Supporting MAF. ..........................................................................35
16.2.3.10 Processing of Items Not Having a WUC or Not Identifiable to a SpecificType Equipment..............................................................................................35
16.2.3.11 Repair of Supply Assets. ..............................................................................35
16.2.3.12 Maintenance Action Form (MAF) Work Request .......................................36
16.2.3.13 ALSS and Armament Equipment Pool (AEP) MAF Documentation
Procedures.......................................................................................................36
16.2.3.15 Supply Asset Induction. ...............................................................................37
16.2.3.16 Technical Directive (TD) Compliance .........................................................37
16.2.3.17 Stricken Aircraft Components.....................................................................38
16.2.4 I-Level Engine, Auxiliary Power Unit (APU), and Support Equipment Gas Turbine
Engine (SEGTE) Maintenance Documentation Procedures .........................................38
16.2.4.1 Overview ........................................................................................................38
16.2.4.2 Corrosion Documentation. ............................................................................38
16.2.4.3 Engine Repair .................................................................................................39

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16.2.4.4 Major Engine Inspections ..............................................................................39
16.2.4.5 Technical Directive (TD) Compliance ...........................................................40
16.2.4.6 Modular Engine Repair ..................................................................................40
16.2.4.7 Modular Engine Major Inspections. ...............................................................40
16.2.4.8 Modular Engine Technical Directive (TD) Compliance ................................41
16.2.4.9 Engine or Module Component Cannibalization.............................................41
16.2.5 Documentation Examples ...........................................................................................42
16.2.5.1 End Item Repair (No Removed Component) .................................................42
16.2.5.2 End Item Repair of a SEGTE (No Removed Component) ............................43
16.2.5.3 End Item Repair (Removed Repairable Component) ....................................44
16.2.5.4 Facilitate Other Maintenance (FOM) Action .................................................45
16.2.5.5 Primary Work Center Repair Action..............................................................46
16.2.5.6 Assisting Work Center (Same WUC) ............................................................48
16.2.5.7 Assisting Work Center (Different WUC) ......................................................49
16.2.5.8 On-Equipment Cannibalization......................................................................50
16.2.5.9 SE Turned-In by a Supported Activity for Scheduled or Unscheduled
Maintenance (Excluding TMDE) ...................................................................52
16.2.5.10 Turn-In Document for Off-Equipment Repair .............................................53
16.2.5.11 Turn-In Document for Support Equipment Gas Turbine Engine (SEGTE)
Repair ..............................................................................................................54
16.2.5.12 Off-Equipment Component Repair ..............................................................55
16.2.5.13 Suffix Turn-In Document .............................................................................56
16.2.5.14 Off-Equipment Subassembly Repair............................................................57
16.2.5.15 Inspection Control Document ......................................................................58
16.2.5.16 Inspection Look Phase Supporting Document .............................................59
16.2.5.17 Inspection Fix Phase Document ...................................................................61
16.2.5.18 End Item TD Compliance (No Removal Component).................................62
16.2.5.19 TD Compliance Supporting VIDS/MAF .....................................................63
16.2.5.20 TD Compliance Turn-In Document .............................................................65
16.2.5.21 Off-Equipment TD Compliance Action .......................................................66
16.2.5.22 TD Compliance Removal (On-Equipment) .................................................67

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16.2.5.23 Inventory Transaction (Gain) .......................................................................68
16.2.5.24 Inventory Transaction (Loss) .......................................................................70
16.2.5.25 Removed Component for Calibration ..........................................................71
16.2.5.26 Component Turn-In Document ....................................................................72
16.2.5.27 BCM Action (AMSU) ..................................................................................73
16.2.5.28 Troubleshooting Close Out ..........................................................................74
16.2.5.29 Assisting Work Center (Same WUC) ..........................................................75
16.2.5.30 Assisting Work Center (Different WUC) ....................................................76
16.2.5.31 Component Repaired Using a Repairable Subassembly ..............................77
16.2.5.32 Subassembly/Module Repair (Suffix) ..........................................................79
16.2.5.33 Sub-Subassembly/Module Repair (Double Suffix) .....................................80
16.2.5.34 Cannibalization (End Item) ..........................................................................81
16.2.5.35 Cannibalization (From AWP Component)...................................................83
16.2.5.36 Cannibalization (Off-Equipment) ................................................................84
16.2.5.37 Matched Set (Repair and No Repair) ...........................................................85
16.2.5.38 Tire and Wheel Documentation (Tires Prepositioned in W/C and Ordering
Replacement Tire) ..........................................................................................87
16.2.5.39 Transferring IMA Close Out (Post/Predeployment) ....................................88
16.2.5.40 Receiving IMA (Reinitiation Documentation) ............................................89
16.2.5.41 Component Missing SRC Card ....................................................................90
16.2.5.42 Corrosion Supporting MAF .........................................................................91
16.2.5.43 Turn-In from Supply for TD Compliance ....................................................92
16.2.5.44 VIDS/MAF Work Request (Production Control Entries) ............................93
16.2.5.45 VIDS/MAF Work Request (Local Manufacture/Fabrication) .....................94
16.2.5.46 VIDS/MAF Work Request (Supply Asset Build-Up Induction) .................95
16.2.5.47 Scheduled Maintenance Work Request (NDI In-Shop) (Passed
Inspection) ......................................................................................................97
16.2.5.48 Scheduled Maintenance Work Request (NDI On-Site) (Passed
Inspection) ......................................................................................................98
16.2.5.49 Scheduled Maintenance Work Request (NDI On-Site) (Failed Inspection) 99

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16.2.5.50 Scheduled Maintenance Work Request (NDI In-Shop) (Failed
Inspection) ....................................................................................................100
16.2.5.51 Unscheduled Maintenance Work Request (NDI In-Shop) (Passed
Inspection) ....................................................................................................102
16.2.5.52 Unscheduled Maintenance Work Request (NDI In-Shop) (Failed
Inspection) ....................................................................................................103
16.2.5.53 O-Level Armament Equipment Turn-In for Scheduled Maintenance .......104
16.2.5.54 O-Level Armament Equipment Component Turn-In for Scheduled
Maintenance (No Material Required) (Completed) ......................................105
16.2.5.55 O-Level Armament Equipment Component Turn-In for Scheduled
Maintenance (Maintenance and Material Required) (Completed) ...............106
16.2.5.56 Turn-In Acceptance/Functional Check on Armament Equipment.............108
16.2.5.57 Turn-In Acceptance/Functional Check on Armament Equipment(Completed) ..................................................................................................109
16.2.5.58 Armament Equipment Pool Preservation/Depreservation Control Document(Completed) ..................................................................................................110
16.2.5.59 I-Level Armament Equipment Pool Component Due for Scheduled
Maintenance (Completed) ............................................................................111
16.2.5.60 O-Level ALSS Equipment Due for Scheduled Maintenance (Maintenanceand Material Required) (Completed) ............................................................113
16.2.5.61 O-Level ALSS Personal Equipment Due For Scheduled Maintenance(Completed) ..................................................................................................114
16.2.5.62 O-Level ALSS Personal Equipment Due For Scheduled Maintenance(Maintenance and Material Required) (Completed) .....................................115
16.2.5.63 I-Level ALSS Pool Component Due for Scheduled Maintenance(Completed) ..................................................................................................116
16.2.5.64 VIDS/MAF Discrepancy (Supply Asset Induction Document) (Material
Condition Tag Missing) ................................................................................118
16.2.5.65 Completed Discrepancy MAF (Supply Asset Induction Document)(Material Condition Tag Missing) ................................................................119
16.2.5.66 TD Compliance Turn-In Document (O-Level) ..........................................120

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16.2.5.67 TD Compliance (IMA Assist) ....................................................................121
16.2.5.68 Turn-In for TD Compliance .......................................................................123
16.2.5.69 IMA TD Compliance .................................................................................123
16.2.5.70 TD Compliance Removal ...........................................................................125
16.2.5.71 O-Level Turn-In Control Document for Engine Repair ............................126
16.2.5.72 Supply Asset Engine Depreservation .........................................................127
16.2.5.73 Supply Asset Engine (Assist VIDS/MAF) Test Cell Run .........................128
16.2.5.74 Fix-In-Place (Material Not Required) ........................................................128
16.2.5.75 Fix-In-Place (Material Required) ...............................................................130
16.2.5.76 Removal/Replacement of a Tracked Consumable Component .................131
16.2.5.77 Removal/Replacement of a Repairable Component with No Repairable
Sub-Subassemblies .......................................................................................132
16.2.5.78 Removal/Replacement of a Repairable Component with Repairable SubSubassemblies ...............................................................................................133
16.2.5.79 Facilitate Other Maintenance (FOM) .........................................................135
16.2.5.80 Engine Repair Control Document (Completed VIDS/MAF).....................136
16.2.5.81 Supply Asset Engine Build-Up ..................................................................137
16.2.5.82 Engine Component Turn-In for Repair ......................................................138
16.2.5.83 Engine Component Repair (Completed) ....................................................138
16.2.5.84 Turn-In Document Solely for Major Engine Inspection ............................139
16.2.5.85 Control Document Solely for Major Engine Inspection (Completed) .......140
16.2.5.86 Control Document for Major Engine Inspection (Engine Undergoing
Repair) ..........................................................................................................141
16.2.5.87 Major Engine Inspection (Look Phase Supporting Work Center) .............142
16.2.5.88 Major Engine Inspection (Fix-In-Place) ....................................................143
16.2.5.89 Major Engine Inspection (Fix Phase Removal and Replacement of a
Repairable Component) ................................................................................144
16.2.5.90 Major Engine Inspection (Component Turn-In) ........................................145
16.2.5.91 Major Engine Inspection Completed After Repair Action ........................146
16.2.5.92 Supply Asset (TD Compliance Request) ...................................................147

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16.2.5.93 Supply Asset TD Compliance Request (IMA Production Control
Entries) ..........................................................................................................148
16.2.5.94 Supply Asset (TD Compliance Completed)...............................................149
16.2.5.95 O-Level Engine TD Compliance Request..................................................150
16.2.5.96 O-Level Engine TD Compliance Request (Production Control Entries) ...151
16.2.5.97 O-Level Engine TD Compliance Request (Completed) ............................152
16.2.5.98 I-Level Originated TD Compliance Request (Engine Component) ...........153
16.2.5.99 I-Level Originated TD Compliance (Completed) ......................................154
16.2.5.100 O-Level Request for TD Compliance Assist (Engine Component) .........156
16.2.5.101 O-Level Request for TD Compliance Assist (AMSU/Production Control
Entries) ..........................................................................................................156
16.2.5.102 O-Level Request for TD Compliance Assist (Completed) ......................158
16.2.5.103 O-Level Turn-In Control Document for Engine Repair (Modular
Engine) ..........................................................................................................159
16.2.5.104 Fix-In-Place (Not Requiring Material).....................................................160
16.2.5.105 Fix-In-Place (Requiring Material)............................................................161
16.2.5.106 Removal/Replacement of a Repairable Subassembly with No Repairable
Sub-Subassemblies .......................................................................................162
16.2.5.107 Removal/Replacement of a Repairable Module/Component with
Repairable Sub-Subassemblies .....................................................................163
16.2.5.108 Engine Repair Control Document (Completed).......................................164
16.2.5.109 Turn-In of Repairable Module with Repairable Sub-Subassemblies .......166
16.2.5.110 Removal/Replacement of a Repairable Sub-Subassembly from a
Module ..........................................................................................................166
16.2.5.111 Module Repair (Completed) ....................................................................167
16.2.5.112 Turn-In of Repairable Sub-Subassembly from a Repairable
Component ....................................................................................................168
16.2.5.113 Repair of a Repairable Component with Required Material ....................169
16.2.5.114 Turn-In of a Repairable Component Sub-Subassemblies ........................170
16.2.5.115 Repair of a Sub-Subassembly from a Component Subassembly(Completed) ..................................................................................................171

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16.2.5.116 Removal/Replacement of a Repairable Sub-Subassembly from a
Module ..........................................................................................................172
16.2.5.117 Turn-In of a Repairable Sub-Subassembly from a Module .....................173
16.2.5.118 O-Level Turn-In Control Document Modular Engine Turn-In (Solely for
Major Engine Inspection) .............................................................................174
16.2.5.119 Major Modular Engine Inspection (Look Phase Supporting Work
Center) ..........................................................................................................174
16.2.5.120 Major Modular Engine Inspection (Look Phase Supporting Work Center)(Engine Test Cell Run) .................................................................................175
16.2.5.121 Major Engine Inspection (Fix-In-Place) ..................................................177
16.2.5.122 Major Engine Inspection (Fix Phase Module Replacement) ...................178
16.2.5.123 Major Engine Inspection (Module Turn-In) ............................................179
16.2.5.124 Major Engine Inspection (Fix Phase Repairable Component
Replacement) ................................................................................................180
16.2.5.125 Major Engine Inspection (Fix Phase Component Turn-In)......................181
16.2.5.126 Completed Major Inspection Control Document (Modular Engine TurnedIn Solely for Major Inspection) ....................................................................181
16.2.5.127 O-Level Activity Request for a Modular Engine TD Compliance by ILevel Activity ...............................................................................................183
16.2.5.128 Production Control Entries (O-Level Activity Request for TD
Compliance) ..................................................................................................183
16.2.5.129 Completed TD Compliance (Applies to a Module With No Module orRepairable Component P/N Change)............................................................184
16.2.5.130 TD Compliance (Applies to a Module With P/N Change) ......................186
16.2.5.131 TD Compliance (Applies to a Component Within A Module) ................187
16.2.5.132 Engine or Module Cannibalization (For A Supported Activity) ..............188
16.2.5.133 Removal and Replacement of Cartridges (CART), Cartridge ActivatedDevices (CAD), and Propellant Actuated Devices(PAD) (I-Level
Maintenance) ................................................................................................190
Figure 16-1: NALCOMIS IMA MAF (Example) ..................................................................... 192
Figure 16-2: OPNAV Form 4790/60 VIDS/MAF (Example) ................................................... 193

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Figure 15-3: NALCOMIS Contingency JCN Log (Example) ................................................... 194
Figure 16-4: VIDS/MAFs Documentation Flow ........................................................................ 195
Figure 16-5: Off-Equipment Documentation Flow .................................................................... 196
Figure 16-6: Serviceable Label-Material (DD 1574) (Example) ................................................ 197
Figure 16-7: Unserviceable Label-Material (DD 1577-2) (Example) ........................................ 198
Figure 16-8: On-Equipment Work Documentation Flow ........................................................... 199
Figure 16-9: End Item Repair (No Removed Component) (Example) ....................................... 200
Figure 16-10: End Item Repair of a SEGTE (No Removed Component) (Example) ............... 201
Figure 16-11: End Item Repair (Removed Repairable Component) (Example) ....................... 202
Figure 16-12: Facilitate Other Maintenance Action (Example) ................................................ 203
Figure 16-13: Primary Work Center Repair Action (Example)................................................. 204
Figure 16-14: Assisting Work Centers (Same WUC) (Example).............................................. 205
Figure 16-15: Assisting Work Centers (Different WUC) (Example) ........................................ 206
Figure 16-16: On-Equipment Cannibalization (Example)......................................................... 207
Figure 16-17: Support Equipment Turned-In by a Supported Activity for Scheduled
Maintenance (Excluding TMDE) (Example)........................................................................ 208
Figure 16-18: Support Equipment Turned-In by a Supported Activity for Unscheduled
Maintenance (Excluding TMDE) (Example)........................................................................ 209
Figure 16-19: Turn-In Document (Off-Equipment Repair) (Example) ..................................... 210
Figure 16-20: Turn-In Document SEGTE Repair (Example).................................................... 211
Figure 16-21: Off-Equipment Component Repair (Example) ................................................... 212
Figure 16-22: Suffix Turn-In Document (Example).................................................................. 213
Figure 16-23: Off-Equipment Subassembly Repair (Example)................................................. 214
Figure 16-24: Inspection Control Document (Example) ........................................................... 215
Figure 16-25: Inspection Look Phase Supporting Document (Example) .................................. 216
Figure 16-26: Inspection Fix Phase Document (Example) ........................................................ 217
Figure 16-27: End Item TD Compliance (No Removal Component) (Example)...................... 218
Figure 16-28: TD Compliance Supporting VIDS/MAF (Example) .......................................... 219
Figure 16-29: TD Compliance Turn-In Document (Example) .................................................. 220
Figure 16-30: Off-Equipment TD Compliance Action (Example) ............................................ 221
Figure 16-31: TD Compliance Removal (On-Equipment) (Example) ...................................... 222

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Figure 16-32: VIDS/MAF Required for End Item TD Compliance Concurrent with a Failed Part............................................................................................................................................... 223
Figure 16-33: VIDS/MAF Required for Component TD Compliance ...................................... 224
Figure 16-34: VIDS/MAF Required for End Item TD Compliance With a Failed Part............ 225
Figure 16-35: VIDS/MAF Required for End Item TD Compliance Concurrent With a Failed Part............................................................................................................................................... 226
Figure 16-36: Inventory Transaction (Gain) (Example) ............................................................ 227
Figure 16-37: Inventory Transaction (Loss) (Example) ............................................................ 228
Figure 16-38: Removed Component for Calibration (Example) ............................................... 229
Figure 16-39: Component Turn-In Document (Example) ......................................................... 230
Figure 16-40: BCM Action (AMSU) (Example) ....................................................................... 231
Figure 16-41: Troubleshooting Close Out (Example) ............................................................... 232
Figure 16-42: Assisting Work Center (Same WUC) (Example) ................................................ 233
Figure 16-43: Assisting Work Center (Different WUC) (Example) ......................................... 234
Figure 16-44: Component Repaired Using a Repairable Subassembly (Example) ................... 235
Figure 16-45: Subassembly/Module Repair (Suffix) (Example) ............................................... 236
Figure 16-46: Sub-Subassembly/Module Repair (Double Suffix) (Example) .......................... 237
Figure 16-47: Cannibalization (End Item) (Example) ................................................................ 238
Figure 16-48: Cannibalization (From AWP Component) (Example)........................................ 239
Figure 16-49: Cannibalization (Off-Equipment) (Example) ..................................................... 240
Figure 16-50: Matched Set (Repair) (Example) ......................................................................... 241
Figure 16-51: Matched Set (No Repair) (Example) .................................................................. 242
Figure 16-52: Tire and Wheel Documentation (Tires Prepositioned in W/C) (Example) ......... 243
Figure 16-53: Tire and Wheel Documentation (Ordering Replacement Tire) (Example)......... 244
Figure 16-54: Transferring IMA Close Out (Post/Predeployment) (Example) ......................... 245
Figure 16-55: Receiving IMA (Reinitiation Documentation) (Example).................................. 246
Figure 16-56: Component Missing SRC Card (Example) ......................................................... 247
Figure 16-57: Corrosion Supporting MAF (Example) .............................................................. 248
Figure 16-58: Turn-In from Supply for TD Compliance (Example) ......................................... 249
Figure 16-59: VIDS/MAF Work Request (Production Control Entries) (Example) ................. 250
Figure 16-60: VIDS/MAF Work Request (Local Manufacture/Fabrication) (Example) .......... 251

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Figure 16-61: VIDS/MAF Work Request (Supply Asset Build-Up Induction) (Example) ...... 252
Figure 16-62: Scheduled Maintenance Work Request (NDI In-Shop) (Passed Inspection)(Example).............................................................................................................................. 253
Figure 16-63: Scheduled Maintenance Work Request (NDI On-Site) (Passed Inspection)(Example).............................................................................................................................. 254
Figure 16-64: Scheduled Maintenance Work Request (NDI On-Site) (Failed Inspection)(Example).............................................................................................................................. 255
Figure 16-65: Scheduled Maintenance Work Request (NDI In-Shop) (Failed Inspection)(Example).............................................................................................................................. 256
Figure 16-66: Unscheduled Maintenance Work Request (NDI In-Shop) (Passed Inspection)(Example).............................................................................................................................. 257
Figure 16-67: Unscheduled Maintenance Work Request (NDI In-Shop) (Failed Inspection)(Example).............................................................................................................................. 258
Figure 16-68: O-Level Armament Equipment Turn-In for Scheduled Maintenance (Example)............................................................................................................................................... 259
Figure 16-69: O-Level Armament Equipment Component Turn-In for Scheduled Maintenance(No Material Required) (Completed) (Example) .................................................................. 260
Figure 16-70: O-Level Armament Equipment Component Turn-In for Scheduled Maintenance(Maintenance and Material Required) (Completed) (Example) ........................................... 261
Figure 16-71: Turn-In Acceptance/Functional Check on Armament Equipment (Example).... 262
Figure 16-72: Turn-In Acceptance/Functional Check on Armament Equipment (Completed)(Example).............................................................................................................................. 263
Figure 16-73: Armament Equipment Pool Preservation/Depreservation Control Document(Completed) (Example) ........................................................................................................ 264
Figure 16-74: I-Level Armament Equipment Pool Component Due for Scheduled Maintenance(Completed) (Example) ........................................................................................................ 265
Figure 16-75: O-Level ALSS Equipment Due for Scheduled Maintenance (Maintenance andMaterial Required) (Completed) (Example) ......................................................................... 266
Figure 16-76: O-Level ALSS Personal Equipment Due For Scheduled Maintenance(Completed) (Example) ........................................................................................................ 267

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Figure 16-77: O-Level ALSS Personal Equipment Due For Scheduled Maintenance(Maintenance and Material Required) (Completed) (Example) ........................................... 268
Figure 16-78: I-Level ALSS Pool Component Due for Scheduled Maintenance (Completed)(Example).............................................................................................................................. 269
Figure 16-79: VIDS/MAF Discrepancy (Supply Asset Induction Document) (Material Condition
Tag Missing) (Example) ....................................................................................................... 270
Figure 16-80: Completed Discrepancy VIDS/MAF (Supply Asset Induction Document)(Material Condition Tag Missing) (Example) ...................................................................... 271
Figure 16-81: TD Compliance Turn-In Document (O-Level) (Example) ................................. 272
Figure 16-82: TD Compliance (IMA Assist) (Example) ........................................................... 273
Figure 16-83: Turn-In for TD Compliance (Example) .............................................................. 274
Figure 16-84: IMA TD Compliance (Example) ........................................................................ 275
Figure 16-85: TD Compliance Removal (Example) .................................................................. 276
Figure 16-86: O-Level Turn-In Control Document for Engine Repair (Example) ................... 277
Figure 16-87: Supply Asset Engine Depreservation (Example) ................................................ 278
Figure 16-88: Supply Asset Engine (Assist VIDS/MAF) Test Cell Run (Example) ................ 279
Figure 16-89: Fix-In-Place (Material Not Required) (Example) ............................................... 280
Figure 16-90: Fix-In-Place (Material Required) (Example) ...................................................... 281
Figure 16-91: Removal/Replacement of a Tracked Consumable Component (Example) ........ 282
Figure 16-92: Removal/Replacement of a Repairable Component with No Repairable SubSubassemblies (Example) ..................................................................................................... 283
Figure 16-93: Removal/Replacement of a Repairable Component with Repairable SubSubassemblies (Example) ..................................................................................................... 284
Figure 16-94: Facilitate Other Maintenance (Example) ............................................................ 285
Figure 16-95: Engine Repair Control Document (Completed VIDS/MAF) (Example)............ 286
Figure 16-96: Supply Asset Engine Build-Up (Example) ......................................................... 287
Figure 16-97: Engine Component Turn-In for Repair (Example) ............................................. 288
Figure 16-98: Engine Component Repair (Completed) (Example) ........................................... 289
Figure 16-99: Turn-In Document Solely for Major Engine Inspection (Example) ................... 290
Figure 16-100: Control Document Solely for Major Engine Inspection (Completed) (Example)............................................................................................................................................... 291

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Figure 16-101: Control Document for Major Engine Inspection (Engine Undergoing Repair)(Example).............................................................................................................................. 292
Figure 16-102: Major Engine Inspection (Look Phase Supporting Work Center) (Example) .. 293
Figure 16-103: Major Engine Inspection (Fix-In-Place) (Example) ......................................... 294
Figure 16-104: Major Engine Inspection (Fix Phase Removal and Replacement of a Repairable
Component) (Example)......................................................................................................... 295
Figure 16-105: Major Engine Inspection (Component Turn-In) (Example) ............................. 296
Figure 16-106: Major Engine Inspection Completed After Repair Action (Example) ............. 297
Figure 16-107: Supply Asset (TD Compliance Request) (Example) ........................................ 298
Figure 16-108: Supply Asset TD Compliance Request (IMA Production Control Entries)(Example).............................................................................................................................. 299
Figure 16-109: Supply Asset (TD Compliance Completed) (Example).................................... 300
Figure 16-110: O-Level Engine TD Compliance Request (Example)....................................... 301
Figure 16-111: O-Level Engine TD Compliance Request (Production Control Entries)(Example).............................................................................................................................. 302
Figure 16-112: O-Level Engine TD Compliance Request (Completed) (Example) ................. 303
Figure 16-113: I-Level Originated TD Compliance Request (Engine Component) (Example) 304
Figure 16-114: I-Level Originated TD Compliance (Completed) (Example) ........................... 305
Figure 16-115: O-Level Request for TD Compliance Assist (Engine Component) (Example) 306
Figure 16-116: O-Level Request for TD Compliance Assist (AMSU/Production Control Entries)(Example).............................................................................................................................. 307
Figure 16-117: O-Level Request for TD Compliance Assist (Completed) (Example) ............. 308
Figure 16-118: O-Level Turn-In Control Document for Engine Repair (Modular Engine)(Example).............................................................................................................................. 309
Figure 16-119: Fix-In-Place (Not Requiring Material) (Example)............................................ 310
Figure 16-120: Fix-In-Place (Requiring Material) (Example)................................................... 311
Figure 16-121: Removal/Replacement of a Repairable Subassembly with No Repairable SubSubassemblies (Example) ..................................................................................................... 312
Figure 16-122: Removal/Replacement of a Repairable Module/Component with Repairable SubSubassemblies (Example) ..................................................................................................... 313
Figure 16-123: Engine Repair Control Document (Completed) (Example) .............................. 314

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Figure 16-124: Turn-In of Repairable Module with Repairable Sub-Subassemblies (Example)............................................................................................................................................... 315
Figure 16-125: Removal/Replacement of a Repairable Sub-Subassembly from a Module(Example).............................................................................................................................. 316
Figure 16-126: Module Repair (Completed) (Example) ........................................................... 317
Figure 16-127: Turn-In of Repairable Sub-Subassembly from a Repairable Component(Example).............................................................................................................................. 318
Figure 16-128: Repair of a Repairable Component with Required Material (Example) ........... 319
Figure 16-129: Turn-In of a Repairable Component Sub-Subassemblies (Example) ............... 320
Figure 16-130: Repair of a Sub-Subassembly from a Component Subassembly (Completed)(Example).............................................................................................................................. 321
Figure 16-131: Removal/Replacement of a Repairable Sub-Subassembly from a Module(Example).............................................................................................................................. 322
Figure 16-132: Turn-In of a Repairable Sub-Subassembly from a Module (Example) ............ 323
Figure 16-133: O-Level Turn-In Control Document Modular Engine Turn-In (Solely for Major
Engine Inspection) (Example) .............................................................................................. 324
Figure 16-134: Major Modular Engine Inspection (Look Phase Supporting Work Center)(Example).............................................................................................................................. 325
Figure 16-135: Major Modular Engine Inspection (Look Phase Supporting Work Center)(Engine Test Cell Run) (Example) ....................................................................................... 326
Figure 16-136: Major Engine Inspection (Fix-In-Place) (Example) ......................................... 327
Figure 16-137: Major Engine Inspection (Fix Phase Module Replacement) (Example) .......... 328
Figure 16-138: Major Engine Inspection (Module Turn-In) (Example) ................................... 329
Figure 16-139: Major Engine Inspection (Fix Phase Repairable Component Replacement)(Example).............................................................................................................................. 330
Figure 16-140: Major Engine Inspection (Fix Phase Component Turn-In) (Example)............. 331
Figure 16-141: Completed Major Inspection Control Document (Modular Engine Turned-In
Solely for Major Inspection) (Example) ............................................................................... 332
Figure 16-142: O-Level Activity Request for a Modular Engine TD Compliance by I-Level
Activity (Example)................................................................................................................ 333

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Figure 16-143: Production Control Entries (O-Level Activity Request for TD Compliance)(Example).............................................................................................................................. 334
Figure 16-144: Completed TD Compliance (Applies to a Module With No Module orRepairable Component P/N Change) (Example) .................................................................. 335
Figure 16-145: TD Compliance (Applies to a Module With P/N Change) (Example) ............. 336
Figure 16-146: TD Compliance (Applies to a Component Within A Module) (Example) ....... 337
Figure 16-147: Engine or Module Cannibalization (For a Supported Activity) (Example) ...... 338
Figure 16-148: Removal and Replacement of Cartridges, Cartridge Activated Devices, andPropellant Actuated Devices (I-Level Maintenance) (Example) .......................................... 339

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CHAPTER 16
Intermediate Level (I-Level) Maintenance Documentation Procedures
16.1 General Policy and Procedures
16.1.1 Introduction
16.1.1.1 This chapter provides direction for OIMA MAF documentation for repairs and services
performed by intermediate level maintenance activities (IMA). Unless different procedures are
specifically called out, the documentation requirements of this chapter apply to repairable
components, engines, SE, AWSE, ALSS, and other items processed by the IMA.
16.1.1.2 Following are general descriptions of the types of maintenance actions IMAs must
document on MAFs:
a. On-equipment work not involving the removal of defective or suspected defective
repairables.
b. Look phase of acceptance, transfer, special, conditional, major aircraft and combined
airframe and engine special inspections, and corrosion, preservation and depreservation.
c. Fix in place actions discovered during inspection.
d. Removal of components for check, test, Facilitate Other Maintenance (FOM) or service
actions.
e. Removal and replacement actions for cannibalization.
f. Accumulated man-hours as a result of work stoppage for parts or maintenance.
g. Accumulated man-hours during or at the end of a reporting period for a job notcompleted, where required by the cognizant ACC or TYCOM.
h. Maintenance actions and man-hours by assisting work center in support of a primary work
center.
i. Support of a repairable item processing through the IMA.
j. Incorporation of TDs and associated maintenance actions.
k. Removal and replacement of repairable components in end items.
l. Repair of removed repairable components.
m. Repair of subcomponents removed from repairable components.
n. Record of ordering and issue of repairable components, subassemblies, and parts.

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o. Disposition of components and subassemblies declared BCM.
p. Major inspections performed on removed engines, when initiated by an O-level activity.
q. Documentation of first-degree repair maintenance actions.
r. Troubleshooting man-hours.
s. Documenting preservation and depreservation.
NOTE: The Type Maintenance (TM) code must be used in NALCOMIS, but does notappear on the hard copy MAF. See Appendix E for TM codes.
16.1.2 MAF Data Fields
16.1.2.1 Data Field Entries
This section describes general functions for initiating, updating, and clearing an OIMA MAF(Figure 16-1). This section also contains an explanation of the functions required to add/delete
the NALCOMIS MAF. The codes used to describe the data throughout the sections of the MAF
are in Appendix E and the applicable WUC structure assigned to the OOMA baseline or the
WUC manual for NALCOMIS users. Specific data fields to be used and data fields requirements
are controlled by the Maintenance Data validation specifications (VALSPEC) in Appendix F.
Specific data field application and requirements are as follows:
ENTRIES REQUIRED SIGNATURE. This section is provided to ensure historical
records and OOMA CM ALS records are updated in a timely and orderly manner. Required
actions will be accomplished prior to forwarding the MAF to the data analyst for approval. Logs
and Records personnel will screen all MAFs using the appropriate function. Upon indicating
approval, NALCOMIS will electronically post their name to the MAF.
LOCAL USE. This field may be used as desired.
REFERENCE. May be used to enter the supply reference to aid the work center inrequisitioning the failed or required material.
ACCUMULATED WORK HOURSNAME or SHIFT. Enter the name or shift of personnel performing the work.
Workers hours update will be used by the CDI or supervisor who will place theirinitials in the appropriate data field. Prior to JC or job status changes, for example, work
stoppage, a sight inventory of the tool container(s) must be conducted by the Work Center
Supervisor or CDI.
EMT. NALCOMIS provides for the system generated Elapsed Maintenance Time
(EMT) through its internal clock. However, this field is not displayed in the Accumulated Work
Hour Field on the NALCOMIS MAF.
ACCUMULATED AWM HOURS. This time is automatically calculated.

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FAILED/REQUIRED MATERIAL. This section will be used to document a failed partwithout an AWP situation, a failed part and an AWP situation occurring simultaneously, an
AWP situation without a failed part, and a supply request only, with no failed part or AWP
situation.
NOTE: To ensure high-usage parts stock is maintained in the Pre-Expended Bin (PEB), allparts that contributed to the failure will be documented in the FAILED
MATERIALS field of the MAF.
INDEX. NALCOMIS will automatically provide for the proper indexing of orderedparts. These letters represent a specific record type that will be generated via aviation 3M
processing. This allows for the 19 most significant failed parts to be reported against a specificmaintenance action. For example, assignment of index H indicates the first failed part record, Z
indicates the last and 19th failed parts record against the maintenance action. The purpose ofindexing is to flag engineering data items only, not supply usage data. Therefore, only
significant failed parts will be annotated with H - Z in this field, that is those items which are
known or suspected to have contributed to the discrepancy reported in the Discrepancy Field of
the MAF.
F/P. Enter an (x) to denote a failed part if the failed material or parts replaced during therepair are piece parts that have failed in a major component. Common hardware, nuts, screws,
safety wire, seals, gaskets, washers, and fittings that are routinely replaced during a maintenanceaction will be documented only if their failure is known or suspected to have contributed to thediscrepancy.
NOTE: PEB items not in stock and required for repair of a discrepancy will be orderedagainst the MAF requiring parts.
AWP. Immediately upon receipt of notification that the repair part(s) is/are not available
on the ship/station, the Work Center Supervisor will ensure an (x) is entered if the failed/requiredmaterial is causing an awaiting parts status of the repairable item identified in the WUC Field.
Only those items that caused the AWP status will be marked (x). In all cases, even if notificationof nonavailability of repair parts is not received, the AWP component is to be delivered to the
AWP holding area within 24 hours from the time the need for a repair part was discovered by thework center. (This field is used at maintenance levels 2 and 3.)
A/T. Enter the one-character alpha or numeric code, which describes the action taken
against the removed module, subassemblies, or significant failed parts required. AT codes arelisted in Appendix E.
MAL. Enter the code that best describes the malfunction occurring within the removed
subassembly. MAL codes are listed in Appendix E.
FSCM. Enter the CAGE code of failed part or required material.
PART NUMBER. Enter the manufacturer's part number of the failed or requiredmaterial.

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REF SYMBOL. Enter the alphanumeric code which identifies a piece part as distinct
from other items of the same part number in a single subassembly or circuit, such as four of thesame diodes within a circuit, each has the same part number but a different reference symbol.
These are found in the illustrated parts breakdown manual for the weapon system.
QTY. Enter the quantity of failed or required material.
PROJ. Enter the applicable project code.
PRI. Enter the MILSTRIP priority assigned to the material requisition.
DATE ORD. The Julian date the request was placed on order (NALCOMIS generated).
REQ NO. The MILSTRIP requisition number of the material required to complete themaintenance action (NALCOMIS generated).
DATE REC. The Julian date that requisitioned material is received (NALCOMIS
generated).
WORK UNIT CODE. Enter the WUC that identifies the system, subsystem, orcomponent on which work is being performed on. All repairable items must have a WUC
assigned, which can be found by querying the applicable NALCOMIS OOMA or the
DECKPLATE WUC Baseline Report. If a WUC cannot be found for a repairable item, submit a
Baseline Trouble Report (BTR) via JDRS to the NAVAIR TEC or WUC. For consumables not
identified by specific WUC, use NHA WUC.
NOTE: General Work Unit Codes 030 (inspection) and 049 (preservation/depreservation)
are used on the MAF as the WUC for conditional and acceptance/transfer
inspections and for preservation/depreservation. Appendix E lists general andspecial WUCs.
ACT ORG. The organization code of the organization accomplishing the work
(NALCOMIS generated).
TRANS. Enter the two-character numeric transaction code used to identify the type of data
being reported. Appendix E contains a complete list of these codes with definitions.
M/L. Enter the level of maintenance (1 through 3) which is performed (not necessarily thelevel assigned to the activity).
A/T. Enter the one-character alpha or numeric code that describes the action that has beentaken. This code describes what action has been performed on the item identified by the WUC.
AT code A (discrepancy checked, no repair required) is used only in those cases where an
inspection or operational check has been performed and the reported trouble cannot be
duplicated or does not exist. In such cases use the MAL code 799 (no defect). Adjustments
made to peak a system, which is within tolerances, may use this code with the appropriate
malfunction code, for example, A-127, A-281, A-282. A consumable item replaced on a MAF
should reflect the system or NHA code only in the WUC field and AT Code B or C. AT Code R

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should be used in the H-Z Failed/Required Material fields for parts replaced. AT Codes are in
Appendix E.
NOTE: The TD status code is a single-character alpha code used to indicate the status ofcompliance with a TD. This code applies to the action taken field of the MAF
when reporting TD status. TD Status Codes are listed in Appendix E.
MAL CODE. Enter the three-character alphanumeric code used to describe the malfunction,
which caused the maintenance action on the item described by the WUC. These codes are
divided into three logical groups to assist personnel in finding the most applicable code as
follows (MAL codes are contained in Appendix E):(1) Conditional (no fault) Group. These codes are used when a nondefective item isremoved, or when the defect/malfunction is not the fault of the item in question.
(2) Reason for Removal Group. These codes are used to generally describe trouble
symptoms or apparent defects prompting removal of malfunctioning items for repair.
(3) Reason for Failure Group. These codes are used to generally describe underlying
defects or basic failure reasons determined during repair of items exhibiting trouble symptoms.
NOTE: Maintenance Control/Production Control must enter the appropriate malfunction
code when initiating a cannibalization MAF.
I/P. Enter the number of times that an action, indicated by an AT code, is applied to the item
identified by the WUC recorded on a MAF, for example, since the fuel nozzle of a jet engine has
a WUC, replacement of five fuel nozzles would be documented as five items processed. In
contrast, replacement of several transistors in an electronic assembly would be documented as
one item processed, with the WUC identifying the electronic assembly being repaired and the
AT code indicating repair. MAFs submitted for close outs by work centers at the end of, or
during a reporting period will indicate 0 items processed. The IP field is limited to two
characters. If the count exceeds 99, an additional form must be prepared and submitted.
HOURS. OIMA automatically calculates man-hours.
EMT. NALCOMIS, through the internal clock, will automatically calculate EMT. EMT
does not include the clock hours and tenths for cure time, charging time, or leak test when they
are being conducted without maintenance personnel actually monitoring the work. Although the
EMT is directly related to job man-hours, it is not to be confused with actual total man-hours
required to complete a job, for example, if three men worked together for 2.5 hours to make a
repair, the total man-hours would be 7.5 hours and the EMT would be 2.5 hours.
TECHNICAL DIRECTIVE ID. Enter the 12 or 13 characters that identify the specific TD
incorporated or being incorporated in the type equipment. This field is divided into sevensections as follows:
INT. Enter an X to indicate an interim TD; otherwise leave blank.

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CODE. Enter the two-character numeric code that denotes the type of directive being
incorporated. TD codes are in Appendix E.
BASIC NO. Enter the four numeric characters identifying the basic TD, preceded by azero(s) to complete the field.
RV. Enter the one alpha character that denotes the specific revision of the basic TD.
Leave blank if not applicable.
AM. Enter the one numeric amendment number of the basic TD. Leave blank if notapplicable.
PART. Enter the two-character numeric part number as listed in the TD. Leave blank if
not applicable.
KIT. Enter the two-character alphanumeric number of the specific kit incorporated. If no
kit is required, enter 00 in this section.
NOTE: TDs must be on file within NALCOMIS prior to TD MAF initiation.
TYPE EQUIP. Enter the TEC that describes the end item on which work is being
performed. TEC structuring is explained in Appendix E. The specific TECs are identified in the
NAVAIR Logistics web site TEC Translator (https://deckplate.navair.navy.mil/#/).
NOTE: The OOMA NALCOMIS application uses the Assembly Catalog as an expansionof the NAVAIR assigned TEC to further identify a specific end item within the
TEC. Assembly codes (Assembly CD) are used exclusively within the OOMANALCOMIS application and are defined in Appendix E.
BU/SERNO. Enter the bureau or serial number of the equipment or end item on which work
is being performed. If more than six digits enter the last six; if less than six digits prefix with
sufficient zeros to total six characters. This field must not be blank. Enter 0 in this field whenusing the MAF to document work on groups of like items, for example, jacks, stands, common
aeronautical equipment, or items not identified by bureau/serial number. In cases of onequipment work at the O-level for personal survival equipment, enter the first letter of theaircrewman's first and last name and last four digits of the DOD ID Number (as listed on themember’s ID card).
W/D. The WD code is a single alpha character that identifies when the need for maintenancewas discovered. The three sets of WD codes that cover the equipment categories are: (1) aircraft
and engines; (2) SE, PME, and expeditionary airfield; and (3) missiles/missile targets.
T/M. Enter the one-character alpha or numeric code used to describe the type of work being
accomplished, for example, scheduled, unscheduled, supply support. Definitions andexplanations of these codes are in Appendix E.
POSIT. Enter POSITs which are used to evaluate performance/logistics characteristics
between identical components. For NALCOMIS application users, POSITs are included inapplicable WUC manuals and are identified by a double asterisk (**) preceding the WUC. The
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OOMA NALCOMIS application identifies POSITs as a separate data element within theapplicable baseline. When a component has been identified as position sensitive, it must be
mandatory that the POSIT be documented in block A60 of the MAF. Identifiers are categorized
into two groups as follows:
General Position Codes. A two digit alphanumeric code which indicates a specificlocation by use of plain language:
LH/RH - Indicates left-hand or right-hand installation, such as main landing gear
components, tires, side by side cockpit, and components.
FW/AF - Indicates fore and aft positions such as tandem cockpit components.
UP/LW - Indicates upper or lower positions, such as anticollision lights or antennas.
PR/SC/AL - Indicates primary, secondary, or alternate positions, such as hydrauliccomponents or multiple avionics component installations.
01, 02, 03, 04 - Indicates positions using a sequential numbering system, such as
helicopter rotor dynamic components or a numbering system used to identify the position of fuelnozzles on a gas turbine engine.
Specific Position Codes. A two digit alphanumeric code which indicates a specificlocation using alphanumeric sequencing:A1 - Bleed Valve, Stg 5, 2 o'clock, #1 engine.
B1 - Bleed Valve, Stg 5, 4 o'clock, #1 engine.
A2 - Bleed Valve, Stg 5, 2 o'clock, #2 engine.
B2 - Bleed Valve, Stg 4, 4 o'clock, #2 engine.
FID. Leave blank (aircraft only).
SFTY/EI. Enter the locally assigned four digit control number from the NAMDRP Report
Control Number.
METER. This field is mandatory when TEC for on-equipment work is G, H, or S andmaintenance level is 1.
SE FSCM. CAGE of the end item of SE (optional).
TECH. Enter an N for all maintenance actions involving Engineering and Technical Service(ETS) support.
INV CD. Enter the one digit inventory code that describes the status of the equipment
during the transaction (Appendix F).
PERM CD. Leave blank (aircraft only).
REPAIR CYCLE

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RECD. Date and Time. This field is automatically generated upon MAF initiation.
IN WORK. Enter Julian date and time.
COMP. Enter Julian date and time completed.
AWAITING MAINTENANCE HRS. Enter the appropriate AWM reason code for the
related maintenance action. Order of significance may be determined by local policy.
MAINTENANCE/SUPPLY REC. NALCOMIS tracks and documents all awaiting
maintenance/ supply time. This is calculated by the internal monitoring of job status as related tosupply status/ maintenance status.
REMOVED/OLD ITEM. These fields are completed in NALCOMIS using the appropriate
function, when a repairable component is removed from the end item or major component on
which work is being performed. Enter the CAGE, SERNO, and P/N or lot number for the
CART, CAD, or PAD. If the SERNO is more than 10 characters, enter the last 10. If the P/N ismore than 15 characters, enter the last 15. (For Optimized NALCOMIS the SERNO and P/Nfield is limited to a maximum of 15 and 32 characters respectively.) Enter the time/cycle,
preceded by an alpha character as listed in Appendix E. For warranty items, use the second
time/cycle field, enter a W, followed by four digits to indicate the length of the warranty period
in time/cycles, or the date of warranty expiration. Information about warranty length andexpiration date can be found on the data plate affixed to the item, or in its logbook or associatedrecords. If the current time/cycles figure for an item is greater than the specified warranty lengthof that item, no W entry should be made since the item is no longer under warranty. In the thirdtime/cycle enter an X, followed by the last four characters of the contract number. The contract
number can be found on the data plate affixed to the item, or the logbook or associated records,
or NTCSS Optimized NALCOMIS CM ALS records.
INSTALLED/NEW ITEM. These fields are completed in NALCOMIS using theappropriate function, when a repairable component is installed on the end item or the major
component on which work is being performed. Enter the CAGE, the SERNO and P/N or lot
number for the CART, CAD, or PAD. If the serial number is more than 10 characters, enter thelast 10. If the part number is more than 15 characters, enter the last 15. (For Optimized
NALCOMIS the SERNO and P/N field is limited to a maximum of 15 and 32 charactersrespectively.) Enter the time/cycle preceded by an alpha character listed in Appendix E. For
warranty items, use the second time/cycle field, enter a W, followed by four digits to indicate thelength of the warranty period in time/cycles, or the date of warranty expiration. Information
about warranty length and expiration date can be found on the data plate affixed to the item, or inits logbook or associated records. If the current time/cycles figure for an item is greater than thespecified warranty length of that item, no W entry should be made since the item is no longer
under warranty. In the third time/cycle enter an X, followed by the last four characters of thecontract number. The contract number can be found on the data plate affixed to the item, or the
logbook or associated records, or NTCSS Optimized NALCOMIS CM ALS records.

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DISCREPANCY. Enter a detailed narrative description of the reported discrepancy and the
System Reason Field. An example of details is specifying the location and position anddimensions of visible damage.
PILOT/INITIATOR. Enter the person’s name and rank who discovered the discrepancy.
CORRECTIVE ACTION. Enter a detailed narrative description of the corrective action(s)taken to correct the discrepancy, publication used, the statement “FOD/Corrosion free”, thestatement “operational or leak check performed”, and PEMA serno used.
NOTE: If the corrective action was performed per a Fleet Engineering Disposition (FED)(10.33), the corrective action must include the FED authorization reference
number.
CF REQ/RFI. This is a dual purpose field for use by the O-level and I-level activities. The
O-level will enter an (x) if a check flight is required after completion of the maintenance action.
The IMA will enter an (x) if the repair action is RFI.
QA REQ/BCM REQ. This is a dual purpose field for use by the O-level and I-level
activities. The O-level will enter an (x) if the maintenance action requires a QAR inspection.
(Not applicable to CDI inspection.) The IMA will enter an (x) if the repair action is BCM.
RFI or BCM. NALCOMIS will update this data field based on the action taken entry.
CORRECTED BY. Once the logged on person gives a job status of JC, NALCOMIS willautomatically post the workers name to the corrected by field of the MAF. At this time, the Hard
Copy Notice (HCN)/MAF is closed to the worker and the MAF clearing cycle has begun.
INSPECTED BY. The CDI/QAR will use the appropriate function to indicate approval of a
specific MAF. NALCOMIS will electronically post the CDI/QARs name to the MAF based on
the logged-on person.
SUPERVISOR. The supervisor will use the appropriate function to indicate approval of a
specific MAF. NALCOMIS will electronically post the supervisor's name to the MAF. The
supervisor's name in the supervisor field signifies completion of the maintenance action,verification that tool control inventories were conducted at the proper intervals, the component
was adequately preserved and secured for routing to the AMSU, documentation is correct, and
QA measures were adhered to based on the logged-on person. This indicates all tool control
requirements have been complied with.
MAINT CONTROL. The Production Controller will use the appropriate function toindicate approval of a specific MAF. NALCOMIS will electronically post the controller's nameto the MAF based on the logged-on person.
JCN. The JCN is automatically filled in.
NOTE: The JCN for I-level repair of SE in the subcustody of another department is auto
assigned by NALCOMIS upon Production Control approval, with the I-level
organization code.
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WORK CENTER. Enter the appropriate work center code performing the maintenanceaction described on the MAF. Work center codes are listed in Appendix E.
STATUS. For level 1 maintenance only, enter "U" for up discrepancy and "D" for down
discrepancy. This data field may be updated using appropriate update function.
INSPT JCN. Used for power plants engine induction.
PRI. Production Control or authorized personnel will fill in this data field to approve theinitiated MAF using the appropriate function.
SYSTEM/REASON. Enter a brief (snap shot) description of the reported discrepancy using
the appropriate function.
MCN. Serial number assigned to each maintenance action.
16.1.2.2 Contingency VIDS/MAF Procedures
In the event OIMA is not functioning, IMAs will document maintenance on OPNAV 4790/60
VIDS/MAF forms (Figure 16-2). Procedures:
NOTE: If the OIMA system is unrecoverable, contact the Naval Information Warfare
Center Fleet Support Center at DSN 646-0534 or COMM (757) 443-0534 for adata recovery push.
a. VIDS/MAF fields will be filled in per 16.1.2.1. Once OIMA is back on line, information
will be transcribed electronically to OIMA.
b. When using VIDS/MAF forms, Production Control must enter the JCN. The JCN is a 9,10, or 11 character number that serves as a base for Monthly Data Report (MDR) and Production
Control procedures. The JCN allows for separate identification of each maintenance action, andprovides a link with maintenance actions performed by the IMA in support of an organization.
The JCN is composed of four parts:(1) Organization (ORG) Code. This is a three-character alphanumeric code that identifies
an organization. It is used in the JCN to identify the organization that originally assigns a JCN toa maintenance action. In the case of transient aircraft maintenance, the JCN will contain the
ORG code of the aircraft reporting custodian. When an activity is assigned more than one ORG
code, for example, separate codes assigned to an air station Operations Department and AircraftIntermediate Maintenance Department or Detachment (AIMD), the ORG code of the department
directly responsible for O-level maintenance will be used in the JCN on all source documents foraircraft and equipment assigned to the activity. The general format structure of ORG codes is in
Appendix E.
NOTE: All supported organization codes must reside in the NALCOMIS database.
(2) Day. This is a three-character numeric code specifying the day of the year, forexample 01 January is day 001 and 15 January is day 015. This is the date the JCN was assigned

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to a maintenance action and does not necessarily reflect the date on which the work was actually
started.
(3) Serial Number. The serial number is either a three character number that runs
sequentially from 001 to 999, or a three character alphanumeric number. This number isnormally assigned in sequence as new jobs are initiated, for example, 001, 002, and 003. When
999 has been assigned, the next number in sequence will be 001. Alphanumeric serial numbers
are used only when documenting inspections other than turnaround, daily, special, conditional,
corrosion, acceptance, and transfer.
(4) Suffix. The JCN suffix is a structured alphabetic or alphanumeric code added to thebasic JCN to identify a subassembly or sub-subassembly repair action performed independentlyof the major component repair. The following listing is a breakdown of the double suffix logic:
First Position

Second Position

Position Identification

Alpha

Blank

A repairable subassembly, which has repairable
sub-subassemblies.

Alpha

Alpha

A repairable sub-subassembly removed from a
repairable subassembly.

Numeric

Alpha

A repairable subassembly with no repairable
sub-subassemblies.

c. Where signatures are required, the individual will print their rank followed by their firstinitial and last name in the bottom of the signature block, and sign in the top of the signature
block.
d. When additional space is required on the hardcopy MAF or VIDS/MAF to document
information on multiple entries in a data field, such as in the Failed Parts section, attach a second
blank hardcopy WO or MAF, label “page 2”, “page 3”, etc., and continue to document in theaffected field.
e. CM ALS for assemblies and parts received during contingency operations will beobtained and added to the Primary folder in CM Inventory Explorer prior to commencing theback fit MAFs.
NOTE: Activities receiving CM ALS from the OMAWHOLE are responsible for backfitting all logbook historical data not previously entered into the CM ALS module
while the aircraft/asset was in the custody of a non-NTCSS Optimized OMA
NALCOMIS activity.
f. Once OIMA is available, data on the hardcopy forms must be back fitted into OIMA.
Hardcopy forms for conditional inspections will be kept on file for 6 months. Hardcopy forms
for special inspections will be kept on file until the next like inspection is completed in OIMA.

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NOTE: Special attention must be made when back fitting hardcopy MAFs and
VIDS/MAFs into OIMA to ensure correct data is entered in the correct sequencewith flight record data being applied to the correct logsets.
g. Upon completion of the back fitting process, a verification of the Maintenance module andthe ALS CM Inventory Explorer must be performed for the affected equipment or tracked assets.
h. Figure 16-4 illustrates the VIDS/MAFs documentation flow.
16.1.2.2.1 Routine Preventative Measuresa. All Work Centers will print Work Load/Buffer Management tool (BMT) reports at the
beginning of every shift and update as changes occur throughout the work shift.
b. Supply should ensure adequate amount of VIDS/MAFs are available.
c. Maintenance Control/Supply will Maintain a logbook or listing to track DDSN
assignments by work center to reflect the following information:(1) DDSN(2) MCN(3) JCN(4) Ordered Date/Time(5) Cage(6) Part Number(7) QTY(8) Repairable/Consumable,(9) Status (Comp, EXREP, Refer or Cancel, and Received Date/Time.
16.1.2.2.2 Pre-recovery Proceduresa. Production Control (PC)/Supply:(1) IMA Maintenance Material Control Officer (MMCO) and Supply Officer (SUPPO)
will determine when to initiate contingency procedures.
(2) Hold a maintenance meeting with Satellite Production Controls, the DBA/SAA,
Supply and Quality Assurance representatives.
NOTE: The most current copy of your work center reports must be maintained andcommunicated with Production Control at all times upon any updates.
(3) Conduct additional meetings as determined by the MMCO and Maintenance Master
Chief Petty Officer (MMCPO)

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(4) Revert to using COMNAVAIRFORINST 4790/60 (VIDS/MAFs 5-part).
(5) Establish folders to control VIDS/MAFs. Copy 3 is maintained in main PC. Reports
must be complete, accurate and kept up to date.
(6) OOMA Configuration Management (CM) Auto-Log Sets (ALS) will be manually
updated; and log set Transfer/Receipt will be handled via disk/email.
(7) Immediately perform backup of OOMA when OIMA goes offline. Records ofEngine/APU log sets will be printed and manually updated as required by governing instructions.
(8) PC and work centers will manually update most current copy of BMT.
(9) Annotate non-NALCOMIS maintenance actions on VIDS/MAF Copy 3. Conduct
daily VIDS/MAF verification with work centers.
NOTE: OOMA wholesale/Repositories and any external databases must lie utilized tomaintain accurate and up-to-date ALS data.
b. All satellite PC's must established a JCN log (Figure 16-3). JCNs will be established asfollows:(1) Main PC will dictate the use of JCN serial number assignment to their divisions andsatellite Production Controls (i.e. D9M043600, 601, 602). This will prevent duplication of JCN's
during back fit(2) Inductions from tenant commands will have JCNs already annotated on the turn-in to
the repair cycle.
c. DBA (supply and maintenance):(1) Provide assistance to work centers on proper documentation. Provide maintenancemanagers with time estimates concerning restoration of system.
(2) Notify up-lined/interfacing activities (i.e. AFAST, DECKPLATE, NIWC, etc.) of
NALCOMIS down/up period.
(3) Update NALCOMIS when system is restored.
d. Quality Assurance:(1) Maintain adequate source documents and maintenance manuals (hard copies) in theevent the LAN or share drive is down.
(2) Will ensure all publications are up to date and accessible to maintenance personnel.
e. Work Centers:(1) Manually process all components on VIDS/MAF Copy 1. Ensure all completed
SRA/ASSIST or work requests are attached to the MOM VIDS/MAF.
(2) Annotate latest copy of VIDS/MAFs as required to reflect latest job status of MCNs.

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(3) Annotate work center workload report as required.
(4) PC and work centers will manually update most current copy of BMT.
16.1.2.2.3 Post Recovery Procedures.
a. VIDS/MAF contingency will be granted to personnel identified as part of the back fit
team per division. The back fit team will consist of divisional AZ's and JASU. Teams will
provide up to date progress on the back fit to main PC.
b. The IMA’s Buffer Management Tool (BMT) will be used as a secondary source of data
recovery.
c. ADP System Administrator will act as primary source of restoration of NTCSS
application.
d. Back fit operations to be coordinated by PC and JASU.
e. DBA will control and monitor user personnel access to update NALCOMIS during backfitting operations.
f. Work centers will not back fit their own VIDS/MAFs.
g. Back fitting will be consolidated to a few central locations (i.e. PC's and JASU).
h. Expedite the routing of technical research requirements to back fit team.
i. Back fit one work center VIDS/MAFs at a time.
j. Back fit WRA JCN first.
k. WRA/JCN (DDSN).
l. Non-IMA org (attached SRA, attached assists, and attached work requests).
m. Level 2 VIDS/MAFs - In order to successfully back fit all inductions processed while thesystem was down, a chronological file of all DD FORM 1348s and VIDS/MAFs must be
maintained. Required folders:(1) Level 2 VIDS/MAFs LOAD TURN IN DDSN (JASU/DCU).
PC's).
PC's).

(2) Level 2 VIDS/MAFs – LOAD VIDS/ MAF RECORD WRA OR SRA (Satellite(3) Level 2 VIDS/MAFs - LOAD VIDS/MAF H-Z RECORD WRA OR SRA (Satelliten Level 2 VIDS/MAFs - CLEAR MATERIAL CONTNGENCY (Supply
DBA/JASU/DCU).
o. Update requisitions supply status (supply action).
p. Clear DIFM return (DCU).

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q. Technical Research (maintenance or supply action).
r. Completed VIDS/MAFs (maintenance action).
s. All IMA on equipment VIDS/MAFs (completed and outstanding level 2 VIDS/MAFS,
assist, and work request VIDS/MAFs).
(1) All WRAs with non-IMA JCN org codes should be back fitted first.
(2) All VIDS/MAFs with supply JCNs and ORG codes that are Supply Officer (SO)assets must be placed in suspense prior to induction.
(3) Ensure status of the turn-in DDSNs and stock numbers issued are clearly visible on
the VIDS/MAF.
(4) The latest status of AWP DDSNs should be on the VIDS/MAF.
t. Supply will not back fit maintenance actions and maintenance will not back fit supply
requisitions.
u. On and Off-equipment cannibalization actions.
NOTE: While NALCOMIS is down, cannibalization actions should be held to a bareminimum due to possible problems during back fit.
v. Repairable Parts processing:(1) Material requirements must be back fitted using contingency. Production control must
create the turn in for the repairable.
(2) The turn in VIDS/MAF that was created during the down-time should be attached to
the WRA.
(3) Supply will clear the requisitions from the Material Contingency Mailbox.
(4) Production control will induct the SRA through AMSU approval box.
(5) Production control will the job status and times to reflect the actual times that apply.
w. On-equipment VIDS/MAF processing Level I VIDS/MAFs:(1) Ensure all Engine/Test Set/Bench/Support Equipment gain/loss are properly
configured/de-configured in NALCOMIS Asset Configuration and where appropriate accounted
for in OOMA.
(2) Review/update NALCOMIS SESS with close attention to Periodic Maintenance (PM)reports.
(3) Maintenance back fit team puts the Level 1 VIDS/MAF on the file using VIDS/MAF
Contingency.

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(4) Supply back fit team use Material Contingency to bring material requirements addedto the Level 1 VIDS/MAF by maintenance on line.
(5) Maintenance will induct all repairable items through the AMSU automated mailbox.
(6) Supply back fit personnel will update the DDSNs with the status using requisition
maintenance.
x. OOMA contingency:(1) Monitor log sets in all folders to avoid log set duplication.
(2) Respective Satellite PC's must transfer/receive log set, as supported squadrons/otheractivities may catch up on transfers during down-time.
16.1.3 MAF Processing
16.1.3.1 Overview
a. The Aviation Material Screening Unit (AMSU) receives the defective component with a
MAF. AMSU enters the appropriate data into NALCOMIS using the AMSU Receipt function.
Upon approval, 2 copies of MAFs are generated; one copy is attached to the defective
component for delivery to the applicable work center, and the other copy is for Production
Control.
b. The Work Center Supervisor receives the component, screens the MAF, and assigns aworker to the maintenance action. The worker performs technical screening and commences therepair action.
NOTE: Upon task assignment, the tool container number will be documented using the
NALCOMIS function.
c. If parts are required, the worker will order necessary parts using the appropriate function.
See 16.1.5 for requisitioning procedures.
d. Once maintenance is completed, the worker updates the MAF indicating the appropriate
action, and assigns a job status of JC. At this time a mailbox message is created for the CDI andthe worker attaches a material condition tag to the component.
e. The CDI reviews the MAF in the appropriate NALCOMIS function indicating approval.
At this time NALCOMIS will electronically assign the CDI’s name to the MAF Inspected By
Field. A mailbox message will be created for the Work Center Supervisor.
f. The Work Center Supervisor reviews the MAF in the appropriate NALCOMIS function
and screens the MAF for accuracy and completeness. Upon approval, the Work Center
Supervisor's name is electronically assigned to the MAF and a mailbox message will be createdfor Production Control. At this time the AMSU is notified that the component is ready for
pickup.

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g. Production Control reviews the MAF completeness. Upon approval, the Production
Controller's name is electronically assigned to the MAF. At this time NALCOMIS generates
two MAFs; one MAF is for the work center, which is used to verify the maintenance report, andthe second MAF will accompany the component to AMSU for disposition. A mailbox message
is created to logs and records for review. Logs and Records personnel will ensure OOMA CM
ALS records are updated for the component or equipment, if applicable.
h. AMSU notifies the Component Control Section (CCS) that the component is ready fordisposition and delivers the component to CCS.
i. The Maintenance Data Base Administrator/Analyst (MDBA/A) reviews the appropriate
mailbox message and approves or rejects completed MAFs. Rejected MAFs are returned to thework center for corrections. Approved MAFs are then submitted to DECKPLATE.
16.1.3.2 Off-Equipment Work Flow
Figure 16-5 shows the MAF flow for off-equipment work. When a NRFI component is received
at AMSU, the following induction procedures will be followed:
a. If AMSU personnel have the appropriate special maintenance qualification (SMQ), induct
the item by assigning a work priority. NALCOMIS will print two MAFs: one for Production
Control and the second to accompany the component to the work center. The accompanying
OOMA CM ALS record will be moved to an induction status.
b. AMSU personnel who do not have the SMQ to assign a work priority will induct thecomponent without a priority assigned. NALCOMIS creates the “PC Approval Required”
mailbox message and moves the OOMA CM ALS record to Induction Status. Production
Control approves the MAF by assigning a work priority and indicating approval. Two MAFs
will be printed; one for Production Control and one to accompany the component to theappropriate work center.
NOTE: The Production Control copy is for local use.
c. AMSU routes the NRFI component, with a MAF, to the work center. MAF data ismaintained and updated on a continuing basis through on-line functions.
d. When directed by Production Control, the work center places the component in-work(IW).
e. If the work center determines that repair parts are required the work center uses various
on-line functions confirming the correct part data prior to ordering. Using the appropriate
function, the work center will order the parts required. NALCOMIS provides Production
Control with specific mailbox message identifying each MAF awaiting parts approval.
Components or subcomponents that are removed and replaced will be documented in the OOMA
configuration management (CM) task. Procedures are in the OMA-UG. See 16.1.5 forrequisitioning procedures.

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f. Production Control will indicate approval by assigning a project code and issue priority
code and NALCOMIS will automatically assign the proper sequenced document date and serial
number (DDSN) for each approved part and produce required MAFs to support shop replaceable
assembly (SRA) turn-ins and work center updates. Components or subcomponents that areremoved and replaced will be documented in the OOMA CM task. Procedures are in the OMAUG/Online Help.
g. If the DDSN local status code reflects nonavailability of the part requisitioned, the work
center changes the MAF job status (JS) to WT (in transit to AWP locker) and routes the part with
MAF to the awaiting parts (AWP) unit. The AWP unit performs receipt function that changes
the MAF JS to WQ (Gear in AWP Work Center). For parts authorized to remain in shop, thesame procedures apply.
h. When all parts are received by the AWP unit, the MAF JS will be upgraded to WB (intransit from AWP unit to work center) via online functions. If additional parts are required for
induction, repeat the procedures outlined in paragraphs 16.1.3.2.a. through h. above.
i. When the maintenance action is completed, the worker updates the JS to JC (jobcomplete). NALCOMIS creates the mailbox message for "Collateral Duty Inspector (CDI)
Approval Required" or "Quality Assurance (QA) Approval Required".
NOTE: When the MAF has been completed, if the component is RFI attach a Serviceable
Tag - Material (DD 1574), Figure 16-6, to the component before placing it inside
the shipping container. If the component is NRFI (in a BCM condition), attach ahard copy Unserviceable Material Tag (DD 1577-2), Figure 16-7, to thecomponent. Attach the MAF and a paper copy of the material condition tag to theoutside of the shipping container.
j. Upon CDI or QA approval, NALCOMIS creates the "Supervisor Required" mailbox.
k. When the MAF has been approved by the Work Center Supervisor, NALCOMIS createsthe “Production Control Review” mailbox.
l. When Production Control approves the MAF, NALCOMIS prints two copies of thecompleted MAF. The first copy is routed with the component and the other one is retained by
the work center for maintenance report verification. Production Control must ensure OOMACM ALS records accurately reflect SERNO, CAGE, P/N, status, and configuration of thecomponent.
NOTE: If the component is a due in from maintenance (DIFM) asset, NALCOMIS createsthe mailbox message "Completed Repair Actions" once Production Control
review function is complete.
m. AMSU or equivalent picks up the component from the work center and delivers the readyfor issue (RFI)/beyond capability of maintenance (BCM) component to the Aviation Supply
Department (ASD) with the completed MAF, Aeronautical Equipment Service Record (AESR),
Module Service Record (MSR), Assembly Service Record (ASR), Equipment History Record

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(EHR), or Scheduled Removal Component (SRC) card and RFI or BCM tag for disposition.
DIFM return moves NTCSS Optimized OMA NALCOMIS CM ALS records to RFI, BCM, orout folder (as applicable).
n. Upon Logs and Records review, NALCOMIS prints two copies of the completed MAF;
one for Production Control's historical file (16.1.7) and the second copy for the QA review.
NALCOMIS creates the mailbox message "Data Analyst Review".
NOTES: 1. NALCOMIS generates configuration documents for updating engine
AESR/MSR and associated records.
2. Requisition and turn-in procedures for Aviation Life Support System (ALSS)and armament equipment and repair parts must be per Type Commander(TYCOM) guidelines (where applicable) or as established in this instruction. All
ALSS and armament turn-ins will be delivered directly to the ALSS andarmament pool. The NTCSS Optimized OMA NALCOMIS CM ALS records
will be delivered electronically to the ALSS and Armament Equipment Branch.
ALSS and armament equipment maintenance will be documented in CM task.
CM inventory will accurately reflect the physical status.
16.1.3.3 On-Equipment Work Flowa. Figure 16-8 illustrates the document flow for on-equipment work of I-level equipment,such as test benches, and mobile facilities. Procedures:(1) Production Control receives the equipment and a MAF from the originating activity
for inspection or repair of support equipment (SE) and items for which the originating activity
has Individual Material Readiness List (IMRL) reporting responsibility. Custody Code L items
in user subcustody are processed as user reporting IMRL items for MAF flow during
deployment. Look phase JCNs will be assigned for PM actions. When Production Control
receives SE that has an OOMA CM ALS, all maintenance will be documented using CM task.
CM Inventory will accurately reflect physical status.
(2) Production Control inducts the MAF into NALCOMIS. NALCOMIS prints two
MAFs; one for customer receipt and the second is routed to the work center.
(3) Once the maintenance action is complete, Production Control retains a copy of thecompleted MAF and a copy will accompany the item back to the originating activity.
b. The MAF for each maintenance action is initiated with the following information:(1) Type Equipment Code (TEC).
(2) BUNO/SERNO.
(3) Discrepancy (required).
(4) Equipment status (required for level 1).
(5) When Discovered Code (required).
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(6) JS (optional).
(7) JS Date (optional).
(8) JS Time (required if date entered).
(9) Work Center (required).
(10) Type Maintenance (required).
(11) Maintenance level 1.
(12) WUC (required and must be reside on the database).
(13) Work Priority (allowed with proper SMQ).
(14) Meter (required if maintenance level equals 1).
(15) System Reason (required).
NOTE: Production Control will perform the above functions for DISCD Code O(Administrative) documents.
c. If Work priority (PRI) is not assigned, NALCOMIS creates mailbox message "Production
Control approval required". Production Control approves the MAF using the appropriate
function and routes the MAF to the work center.
d. When the maintenance action is completed, the worker updates the JS to JC.
NALCOMIS creates the mailbox message for "CDI Approval Required" or "QA Approval
Required":(1) Upon CDI or QA approval, NALCOMIS creates the "Supervisor Required" mailbox.
(2) When the MAF has been approved by the work center supervisor, NALCOMIS
creates the mailbox message "Production Control Review".
e. When Production Control reviews the MAF, NALCOMIS prints two copies of thecompleted MAF, one to be routed with the component. The second copy is retained by the work
center for maintenance report verification.
f. Upon Logs and Records Review NALCOMIS prints two copies of the completed MAF;
one for Production Control's historical file (16.1.9) and one for "QA Review". NALCOMIS
creates mailbox message "Data Analyst Review".
g. MAF flow within the Weapons Department for on-equipment maintenance of AWSE end
items will be the same as the procedures discussed above, even though several of themaintenance functions, which are organized as separate entities in IMA, may be combinedorganizationally into one in the Weapons Department. For example, Maintenance Control, thework center, and Material Control could exist as a single point in the Weapons Department, andthe standard MAF flow procedure would still be used just as though these three entities had been
geographically, rather than organizationally, collocated.

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16.1.3.4 Removed Repairable Subassembly Component
A MAF is used to document removal and subsequent IMA processing of repairable components.
These procedures also apply to consumable components that are inducted into the IMA for
repair. Maintenance on a removed repairable component is off-equipment work (16.1.3.2) anddocumented by completing the Hard Copy Notice (HCN) or MAF (paragraph 16.2.5.12).
a. Suffix MAF. NALCOMIS will generate a HCN/MAF for each repairable subassembly
approved in the Material Approval Function. Each additional MAF will be automaticallyassigned a suffix to the same JCN (paragraph 16.2.5.13) used for the original maintenanceaction, per paragraph 16.1. A suffix is required, even when the maintenance of the removed
subassembly is performed by the same person or shop that removed it.
b. Removed Repairable Subassembly. When ordering or documenting the removal of arepairable subassembly in NALCOMIS the user must indicate repairable subassembly byentering a (Y) for yes in the appropriate field. This allows NALCOMIS to set up the appropriate
JCN logic for the MAF. If no repairable sub-subassemblies are removed, this is the last
document required (paragraph 16.2.5.14).
c. Removed Repairable Sub-subassembly. If repairable sub-subassemblies are removed,
repeat the procedures in paragraphs 16.1.3.3.a and 16.1.3.3.b.
16.1.4 Material Requisitioning
Various OIMA functions are used to identify the correct part and order material. When therequisition is placed, Production Control is notified with a specific mailbox message identifying
each MAF awaiting parts approval. Procedures:a. Production Control will indicate approval by assigning a project code and issue priority
code. NALCOMIS will automatically assign the proper sequenced DDSN for each approved
part and produce required MAFs to support SRA turn-ins and work center updates.
b. If the item is not available within 24 hours, or the DDSN local status code reflects
nonavailability of the part requisitioned, the work center changes the MAF JS to WT (in transit
to AWP locker) and routes the part with MAF to the AWP unit. The AWP unit performs receipt
function that changes the MAF JS to WQ (Gear in AWP Work Center). For parts authorized toremain in shop, the same procedures apply. Production Control is notified of the status change
via NALCOMIS.
c. If a repairable SRA is requisitioned, the DDSN assigned by NALCOMIS becomes theturn-in document number on the MAF initiated by the work center for that SRA. NALCOMIS
issues a suffix JCN from the original JCN and the work center packages and preserves the SRA
for induction into the repair activity having cognizance.
d. When all parts are received by the AWP unit, the MAF JS will be upgraded to WB (intransit from AWP unit to work center) via online functions. The component and parts aredelivered to the work center.

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e. A component may go through the AWM, in work, and AWP process many times before
being RFI or it is determined that the item must be shipped to another activity for repair. If so,ensure the above steps are taken each time the status of the component changes.
f. The following steps are taken to process a WRA for BCM-4 action:(1) Notify Production Control of the status change from AWP to in work.
(2) Ensure all SRAs are installed and secured, and all documentation is provided for any
missing SRAs.
(3) Preserve for off-station processing.
(4) Complete MAF documentation and notify Production Control of the status change
from in work to BCM-4 via local procedures.
g. NALCOMIS will generate a MAF once the repairable component ordered is approved
using the Material Approval Process, this turn-in will have the same JCN as the end item, except
components removed for calibration. If the component is from supply stock, the turn-in
document will reflect the supply JCN per paragraphs 16.2.5.10 and 16.2.5.11. If the component
is removed from an end item, the document will be generated by NALCOMIS for the work
center that removed it. A turn-in document is required even when the maintenance on theremoved component is performed by the same person or shop that removed it.
16.1.5 Inter-IMA Work Center Assist
The following procedures are used when one work center requires assistance from another work
center within the same IMA:
a. The primary work center generates a MAF using the Work Center Assist/Support MAF
Initiation function.
b. Production Control approves the assist MAF using the appropriate on-line function.
NALCOMIS will produce (two) MAFs; one for the assisting work center and one for Production
Control.
c. When the assist MAF has been completed, a copy of the MAF will be provided to theprimary work center.
16.1.6 Repair and Returna. Processing defective components for shipment to another IMA for Repair and Return:(1) AMSU receives the defective component with a completed MAF with AT Code D,
condition tag, and associated records or NTCSS Optimized OMA NALCOMIS CM ALS records
from the work center and forwards them to Document Control Unit (DCU).
(2) DCU processes the component via the DIFM return function.

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(3) Supply ships the component with MAF, associated records, and DOD Single Line
Item Release Receipt Document (DD 1348-1) per local supply procedures. NTCSS Optimized
OMA NALCOMIS CM ALS records are transferred electronically to the unit identification code
(UIC) that the component is shipped to.
b. Processing defective components received from another IMA for Repair and Return:(1) Supply receives the defective component with the D-action MAF, associated records
or OOMA CM ALS records, and DOD Single Line Item Release Receipt Document (DD 13481) per local supply procedures.
(2) Supply delivers the defective component, MAF, and associated records or OOMACM ALS records to AMSU.
(3) AMSU inducts the MAF, fills in the Repair and Return, and the Owed Org field.
(4) AMSU receives the component with a completed MAF, and associated records or
OOMA CM ALS records from the work center or production control.
(5) The Component Control Section (CCS) receives the component from AMSU andprocesses it to the originating I-level activity via the DIFM return function.
(6) Supply ships the component with MAF, associated records, and DOD Single Line
Item Release Receipt Document (DD 1348-1) per local supply procedures. OOMA CM ALS
records are transferred electronically to the UIC that the component is shipped to.
c. Processing components returned from another IMA as a result of a previous BCM Action:(1) Supply receives the component, MAF, associated records, or OOMA CM ALS
records and DOD Single Line Item Release Receipt Document (DD 1348-1) per local supply
procedures.
(2) Supply delivers the RFI component and records or OOMA CM ALS records to thecustomer. NRFI components received are processed per local procedures.
NOTE: Components shipped as RFI but without an RFI tag will be inducted into the IMA
for check and test. The CCS will initiate the work request using a supply JCN via
on-line functions.
d. See 16.2.3.6 for additional information on repair and return.
16.1.7 Depot Level Beyond Capability of Maintenance Interdiction (BCMI)
Documentation
This section describes documentation processes and procedures for BCMI maintenance actions
and D level associated Supply data for those I-level activities with embedded D-level artisans.
These activities are responsible for training D-level artisans on OIMA procedures and ensuring
the documentation is accomplished correctly.

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16.1.7.1 I-Level Induction, D-Level BCMI/RFI Process
A component is received from supply and is inducted by JASU into an I-level work center. If
the work center determines the repair action is beyond I-level repair capability but within thecapability of an assigned D-level artisan, the following will occur:a. The I-level work center notifies Production Control and the artisan the I-level work center
requires D-level assistance in the repair, and documents man-hours invested in the attempt to
repair.
b. The D-Level artisan goes in work using the BCMI web-based application.
c. The D-level orders any repair parts required using the BCMI web-based application,
repairs the component, documents man-hours, the level of maintenance performed, and signs off
the MAF as RFI.
d. I-Level Induction, D-Level BCMI/RFI Documentation Procedures(1) The I-level work center will change the current status of the MAF to M1 (AWM
Depot).
(2) The work center will update work hours and tools and complete Transaction Code,Action Taken Code, Malfunction Code, and Items Processed. The work center must use the“Notes” tab to provide additional information to the D-level artisan.
(3) The D-level artisan will go in work, order parts, update accumulated work hours,
shift, and tool box information using the BCMI web-based application.
(4) After the D-level artisan completes repair, the artisan updates the job status to M1,
updates the Transaction Code, Action Taken Code, Malfunction Code, and Items Processed.
This allows the artisan to update/change the MAF prior to moving to a JC status.
(5) On the Sign-off tab, validate the MAF. Errors will be displayed in the Error Message
List sub-screen. All errors must be corrected prior to the MAF being moved to a JC status.
(6) Once all errors are corrected, validate MAF again, change the M1 status to JC andperform sign-offs in the Corrected by, Inspected by and Supervisor blocks (as applicable).
(7) Production Control scan locate the sign-off in the PC Review Mailbox and clear it.
16.1.7.2 I-Level Induction, D-Level Repair, and I-Level RFI Process
A component is received from JASU and inducted into the I-level work center. The I-level work
center determines that depot repair is required; however, the final RFI function belongs to the Ilevel work center. The following will occur:a. The I-level work center notifies Production Control and the artisan the I-level work center
requires D-level assistance in the repair and documents man-hours invested in the initial
maintenance.

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b. If the D-level artisan assigned to perform the repair is assigned to a D-level work center,the I-level technicians will initiate an assist MAF to that work center. D-level artisans directly
assigned to the I-level work center must document their repair on the original MAF.
c. The D-Level artisan goes in work using the BCMI web-based application.
d. The D-level artisan orders any repair parts, documents man-hours and work performed,
signs off assist MAF (if applicable) and notifies I-level personnel that D-level work is complete.
e. I-level technician performs final RFI of item, D-level artisan inspects/verifies and signs“Inspected By” certifying item is RFI if assist MAF was not used (if both are assigned to thesame work center).
f. I-level Induction, D-level Repair, I-level RFI Documentation Procedures. The following
explains documentation:(1) A component is received from Supply and is inducted by into an I-level work center.
(2) The I-level work center can go in work, order parts, etc.
(3) The I-level work center determines that required repair is beyond I-level capability
and will change the status of the MAF to M1 (AWM Depot).
(4) The I-level work center will notify Production Control of the need for D-level artisan
repair. If the D-level artisan assigned to perform the repair is assigned to a D-level work center,the I-level technicians will initiate an assist MAF to that work center. D-level artisans directly
assigned to the I-level work center must document their repair on the original MAF.
(5) The I-level work center must ensure all tools are accounted for and all work hours arecorrect on the original MAF. The work center must use the “Notes” tab to provide additional
information to the D-level artisan.
(6) The D-level Artisan will go in work, order parts, update accumulated work hours,
shift, tool box information and complete the repair action using the BCMI web-based
application.
NOTE: All parts required by an artisan to accomplish the repair must be ordered with a Dlevel work center and identified as a failed part (indexed) on the MAF. The BCMI
web-based application eliminates the requirement for D-level artisans to identify
all ordered parts as failed parts (indexed) in order to capture MAINT/L 3 costs.
(7) Once the repair is complete, the D-level artisan will update the MAF to M6 Status orsign-off the assist MAF.
(8) The D-level artisan will notify Production Control/I-level work center that the repair
is complete and the need for further I-level work center maintenance.
(9) The D-level artisan will validate the MAF to ensure the MAF is correct and all tools
have been accounted for.

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(10) The D-level artisan may use the “Notes” tab to provide additional information thatassists the I-level technicians in the final RFI of the component.
(11) The I-level work center completes the maintenance/RFI run.
(12) The D-level artisan signs the “Inspected By” of the MAF/WO if the highest level ofrepair for the item was maintenance level 3.
NOTE: D-level artisans must be assigned the necessary SMQs for authorized work center
functions (e.g. “Inspected By” block).
16.1.7.3 D-Level SRA Induction and RFI ProcessThis scenario is basically the same as an internal SRA repair performed currently, but the ICRL
may need to be updated to reflect the appropriate work center’s capability to repair the SRA. Dlevel artisans and I-level technicians should be integrated into the same work center. Workcenter integration enables adding the SRA to the I-level work center’s ICRL using theappropriate D-level capability code (Figure 10.20-2).
16.1.7.4 New Capability ProcessThis scenario uses the same processes that are currently used when adding new capability to an Ilevel work center. D-level artisans and I-level technicians should be integrated into the same
work center. Work center integration enables adding the SRA to the I-level work center’s ICRL
using the appropriate D-level capability code (Figure 10.20-2).
16.1.7.5 D-Level Assist Process
A component is inducted by JASU into an I-level or D-level work center. During the repair,assistance is required. Regardless of the maintenance level required for the assist, an assist MAF
will be initiated using existing O-level or I-level NALCOMIS assist MAF procedures. Thisapplies when repairable parts are not required. Examples include, but are not limited to: NDI,
2M repairs, welding, etc.
NOTE: By definition, a 2M artisan is unable to determine if an item is RFI until the item istested using an approved procedure defined in NAVAIR approved publications.
Therefore, 2M artisan procedures are the same as I-level 2M procedures.
Specifically, the original work center will order required parts and forward, with
SRA (circuit card assembly, etc.) and an assist MAF to the D-level 2M artisan.
Once the required repair is complete, the SRA (circuit card assembly) will be
forwarded back to the original work center to verify RFI status.
16.1.7.6 Artisan I-level Training/Assistance Process
D-level artisans should use OIMA to clock man-hours expended on training I-level technicians.
If the artisan is assigned to the same work center as the I-level technician, training hours will be
documented on the original MAF within the I-level work center. If the D-level artisan is

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assigned to a D-level work center, the I-level technicians will initiate an assist MAF to that work
center to account for training hours.
16.1.8 Historical Filesa. Production Control will maintain a historical file with copies of completed inspection
MAFs for a minimum of 6 months from the date the MAF was completed. MAFs for preventive
maintenance (PM) inspections will be maintained for 6 months or one complete inspection cycle
whichever is greater. The historical file will be arranged in sequence of equipment
nomenclature, SERNO, and JCN, that is JCN within SERNO within nomenclature. Activities
have the option of establishing historical files by work center as long as the above filing order ismaintained. A temporary file may also contain those MAFs with a close out Action Taken Codeof L or N.
b. Completed engine MAFs must be maintained in the engine historical file by engine typeand serial number, in JCN sequence, for 6 months from the completion date on the engine
induction MAF. The file must contain the completed MAFs for repairs/inspections of theengine, engine test cell performance sheets, and all the completed local forms generated for preinduction screening.
16.2 I-level Maintenance Source Documents
16.2.1 Support Equipment (SE), Training Devices, and Missile Target Documentation
16.2.1.1 General policy
Maintenance on SE, training devices, and missile targets will be documented per the proceduresin this section.
16.2.1.2 On-Equipment SE Worka. The discrepancy MAF initiation function will be used to initiate MAFs for on-equipment
work performed on an end item of SE, except for calibration. (Refer to paragraph 16.2.2. forcalibration documentation.) If no repairable component is removed, the worker will initiate the
MAF using the appropriate update function. Paragraphs 16.2.5.1 through 16.2.5.8 show onequipment documentation. On-equipment work requiring MAF initiation:(1) Repairing an end item.
(2) Removing a repairable component from an end item for any reason, including
calibration.
(3) Compliance with a TD on an end item.
(4) Inspecting an end item.
(5) Documenting preservation or depreservation.
(6) On-equipment cannibalization.

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16.2.1.3 O-Level IMRL Reportable SE
A MAF is used to induct O-level SE into the IMA for repair, periodic inspection, and TD
compliance (paragraph 16.2.5.9). A requesting activity delivers the MAF and SE to the IMA.
Production Control signs the MAF acknowledging receipt of the SE. Use the appropriate
function inducting the item creating a MAF.
16.2.1.4 SE Repair
SE repair is documented per the applicable MAF procedure of 16.2.5.
16.2.1.5 SE Inspections and Periodic Maintenance (PM)SE inspection (except preoperational and postoperational inspections) and PM are documented
per the procedures of 16.2.5.15, 16.2.5.16. and 16.2.5.17.
16.2.1.6 SE Corrosion Documentationa. Corrosion prevention performed per MRCs (scheduled maintenance) will be documented
on the inspection look phase MAF. This includes SE washing performed as part of a scheduledinspection.
b. Corrosion treatment requirements found during the look phase of an inspection will be
documented on a fix phase MAF. The treatment of bare metal is included in this category. Use
AT Code Z and the appropriate Malfunction Code per Appendix E.
c. All unscheduled corrosion prevention is documented on a MAF. Unscheduled SE
cleaning and temporary repairs of bare metal are included in this category. Multiple items
processed may be documented. Use Work Unit Code 040, AT Code 0, Malfunction Code 000,WD Code O, and TM Code D.
d. Unscheduled corrosion treatment actions are documented on the MAF using AT Code Z
and the appropriate Malfunction Code per Appendix E.
16.2.1.7 SE Preservation and Depreservationa. MAFs are used to document preservation/depreservation of end items per NAVAIR 17-1125.
b. When Production Control approves the preservation/depreservation MAF, NALCOMIS
will automatically assign a numeric serial number JCN. This MAF will be used as the control
document. WUC 049 and TM code D will be used.
c. Upon completion of the preservation/depreservation action the control document will beprocessed by Production Control with 1 item processed entered in the items processed field of
the MAF.

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d. MAFs are issued to each work center participating in the preservation/depreservation
action. If only one work center is involved in preservation/depreservation action, man-hours
may be accounted for on the control document.
16.2.1.8 SE Technical Directive (TD) Compliance
SE TD compliance will be documented on a MAF per paragraphs 16.2.5.18 through 16.2.5.22.
16.2.1.9 SE Inventory Reporting MAF.
16.2.1.9.1 Definitions. The SE inventory reporting system provides the SE reporting custodianwith a list of major assets on hand. These reporting system requirements are in addition to the
AMMRL Program and do not negate the reporting requirements published in NAVAIRINST
13650.1. The following terms are used throughout this section in describing how to document
inventory transactions:a. Controlling Custodian. Support Equipment Controlling Authorities (SECAs) areresponsible for fleet distribution and management of SE assets.
b. Reporting Custodian. Reporting custodian is the activity (usually I-level) having primarycustody of the SE as indicated on the IMRL.
c. Inventory Codes. Inventory status codes define the reporting requirements and current
status of SE in the inventory reporting system. Inventory Code 0 applies to SE. Inventory 0 also
applies to training devices and missile targets that are required to be inventoried, but for which
no mission capability data is collected.
d. Transaction Codes. SE inventory transactions are described by the transaction codes inAppendix E.
(1) Inventory Gain (Transaction Code 00). An inventory gain is the receipt of an SE unit
into inventory reporting by a reporting custodian. SE and missile targets will be gained with aninventory status of 0 only.
(2) Inventory Loss (Transaction Code 03). An inventory loss is when a reporting
custodian transfers an SE unit or strikes it from naval service. An inventory loss is documented
only if the unit has previously been gained and is in the inventory system.
NOTE: Paragraphs 16.2.5.23 and 16.2.5.24 provide examples of MAFs used to document
equipment gain or loss.
16.2.1.9.2 Inventory System Documentation Procedures. The following lists the codes necessary
to properly document inventory transactions:
Transaction Inventory
Code
Code Inventory Transaction00

0Gain into inventory of an equipment that is inventoried but
for which no mission capability data is collected. These

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items will only be gained or lost and will require no change
in material condition reporting status (MCRS) reporting.
This code is used for SE, training devices, and missile target
inventory reporting and is not applicable to aircraft.
03

0

Loss from inventory of equipment that is inventoried but for
which no mission capability data is collected. These items
will only be gained or lost and will require no change in
MCRS reporting. This code is used for SE, training
devices, and missile target inventory reporting and is notapplicable to aircraft.

16.2.1.9.3 Change of Reporting Custodian. All maintenance actions are terminated when an
equipment transfer involves a change of reporting custodian. This is done by completing themaintenance action on the completed line as of 2400 on the date of the equipment transfer.
Transaction Code 11, AT Code N, and 0 items processed will be used. The only name requiredis that of the supervisor. Refer to paragraph 16.2.1.9 for a description of inventory procedures
required for the change of reporting custodian.
16.2.2 Calibration
16.2.2.1 Calibratable Item METER Card. The Precision Measuring Equipment (PME) Work
Center (Work Center 670) of IMAs participating in the MEASURE Program documents all
calibration and repair actions on the METER Card per OP43P6B. A METER Card is initiated asa turn-in document for any end item or component processed to the PME Work Center for any
reason. The provisions of this paragraph are not applicable to any maintenance actions
performed on the calibratable building blocks (BBs) of the any automatic test equipment (ATE).
These maintenance actions, including those incident to an off-line or on-line calibration action,must be documented on the MAF. The calibration actions associated with any calibratable ATE
BB must be documented on the METER Card.
16.2.2.2 Calibration MAF. A MAF is used by work centers, other than Work Center 670 to
document all maintenance actions except calibration. When a component is removed from an
end item for processing to the PME Work Center (for calibration or repair), a supporting MAF is
generated to account for man-hours and EMT expended removing and reinstalling thecomponent. A separate MAF with a different JCN is required for each component removed.
Paragraph 16.2.5.25 is an example of a MAF documenting the removal of a component forprocessing to the PME work center on a METER Card.
NOTE: Only PME that requires parts to be ordered will be inducted via NALCOMIS
procedures. All other repair actions will be completed on the METER Card. NO
EXCEPTIONS.

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16.2.3 Aeronautical Component Documentation Procedures
16.2.3.1 Component Repair
16.2.3.1.1 If administrative screening of the turn-in component (paragraph 16.2.5.26) reveals
check, test, and repair capability exists or the repair capability has not been established within
the IMA, the screening unit will notify the IMA Production Control that the component isavailable for scheduling into the appropriate work center for screening and repair. The screening
unit will enter the Julian date the item was received in the RECD Field. When the screening unit
is notified of the repair schedule for the component by Production Control, the following
information will be entered on the MAF. Paragraph 16.2.5.27 is an example of a BCM action by
AMSU.
16.2.3.1.2 AMSU delivers the component and MAF to the appropriate work center. The MAF
remains open until final disposition of the component is known. Any supporting documentation
will be done on additional MAFs. Some of the situations requiring supporting documentationare:a. Close Out. A close out of incomplete maintenance actions may be required by local
managers for the end of each reporting period. Each maintenance action will be closed out as ofthe last day of the reporting period or upon transfer of the equipment.
b. Work stoppages due to a lack of parts.
c. Troubleshooting. When it is necessary to separate troubleshooting man-hours from repair
man-hours, the troubleshooting man-hours are accounted for on a separate MAF. The existing
MAF remains outstanding until the repair action is completed. Documentation of failed/requiredmaterial and removed or installed items is done only on the repair action MAF (paragraph16.2.5.28).
d. Assisting Work Centers Supporting the Basic Repair Action. When more than one work
center works on the same maintenance action, one work center is designated the primary work
center and the other work centers are assisting work centers. The primary work center will
generate a separate MAF for each assisting work center with the same JCN and DISC Code V.
If the assisting and primary work centers work on the same WUC item, the assisting work centeraccounts for 0 items processed. Assist MAF documentation will be to the work center that thepersonnel performing the task are permanently assigned regardless of the physical location of therepair station (paragraphs 16.2.5.29 and 16.2.5.30).
16.2.3.1.3 If repairable subassemblies or modules are faulty, a new MAF is initiated for eachsubassembly or module per paragraph 16.2.5.31.
a. Suffix and Double Suffix MAF. For each removed subassembly, module, or subsubassembly, document per paragraphs 16.2.1.3, 16.2.5.32, and 16.2.5.33.
b. Material Requisitioning. When a demand is placed on supply for a replacement
subassembly, module, or sub-subassembly using the suffix or double suffix JCN, NALCOMIS

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will enter the JCN on the DOD Single Line Item Requisition System Document (DD 1348-1)
issue document that is generated at ASD. This action is necessary to establish the requirement
for a local repair cycle asset of subassemblies and modules to stock PEBs. The suffix or double
suffix MAF is forwarded to Supply, with the remainder of the suffix or double suffix MAF
processed the same as for any repairable item.
16.2.3.1.4 Failed/Required Material. The requirement for repairable subassemblies, modules, or
sub-subassemblies will be recorded in this field of the original (major component) or
subassembly MAF per paragraph 16.2.1.3 with the following additional requirements:
a. Project. Enter the MILSTRIP project code assigned by Production Control.
b. Priority. Enter the MILSTRIP priority assigned to the material requisition.
c. Date Ordered. NALCOMIS generated.
d. Requisition Number. NALCOMIS generated.
e. Date Received. NALCOMIS generated.
16.2.3.1.5 Retain the major component, subassembly, or module MAF. In the case of an AWP
situation, the major component, subassembly, or module MAF will be forwarded with thedefective component to the AWP unit.
16.2.3.1.6 When it becomes necessary to transfer a repairable item off ship or station because ofa lack of parts (BCM-4), the unavailable items are entered in the Failed/Required Material fields
and Maintenance/Supply Record fields will be completed to reflect AWP time. Use of AT Code4 is restricted to occasions when the same AT code is entered for a major assembly identified by
the WUC. Complete the MAF via normal MAF clearing cycle. When the maintenance action iscompleted, the Work Center Supervisor gives the component, the MAF, and material condition
tag to the material delivery representative, and retains a copy of the MAF for MDR verification.
16.2.3.2 Cannibalization.
Any order to cannibalize must come from Production Control who will issue and approve acannibalization action for the removal and replacement of a component being cannibalized.
Document cannibalization actions per paragraphs 16.2.5.34, 16.2.5.35, and 16.2.5.36.
16.2.3.3 Matched Set.
The repair of matched sets will be documented in the same manner shown in paragraph16.2.5.37.
16.2.3.4 Tire and Wheel Documentation.
A built-up tire and wheel assembly is treated as a major repairable component with repairable
subassemblies. If a wheel assembly has a different SERNO on each wheel half, the SERNO of
the valve core half will be used for control and documentation purposes. Man-hours for routine
processing of the wheel, such as cleaning and painting, will be documented on the turn-in MAF.

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NDI will be documented on an assist MAF. A MAF prepared by supply will be required when awheel assembly replacement must be built up to replenish the supply pool. Supply must submit
a work request for “Test and Check” when an RFI tag is missing or unreadable. The Work
Center Supervisor will inspect the tire to determine serviceability. If unserviceable, the work
request will be signed off with A/T code “F” and the tire carcass will be marked for retread or
scrap and BCM Code 1 or 9 used (as appropriate) (paragraph 16.2.5.38).
NOTE: The unserviceable tire will be returned to supply and identified with theappropriate code to indicate retread or scrap. Supply will establish a pool basedon the appropriate wheel assembly, part numbers, stock numbers, or pool index
numbers. All requests will be against this number. Supply must pre-expend or
subcustody tires to the tire shop as required. Tires requisitioned on a one-for-one
basis must be ordered using the Failed/Required Material Fields of the MAF.
Enter AT Code R for tires that are categorized as repairable and must be
accounted for on the turn-in MAF. A turn-in suffix MAF is generated
automatically for each tire that is BCM.
16.2.3.5 Battery Documentation.
Batteries will be turned in to the IMA on a MAF turn-in document. They will be documented asfollows:
a. Batteries received for scheduled maintenance and not requiring maintenance other thanservicing, use Transaction Code 31, AT Code A, and MAL Code 804.
b. Batteries received for repair or scheduled maintenance and requiring maintenance otherthan servicing, use Transaction Code 31 or 32, AT Code C, and an appropriate MAL Code.
c. EMT does not include the clock hours for charging time when maintenance personnel are
not actually monitoring the work.
d. A MAF will not be created for end of service (EOS) unless maintenance requirements
need to be documented.
16.2.3.6 IMA Repair and Return Support.
In some instances an IMA will be required to transfer NRFI repairables to another IMA for
repair, such as post deployment off-load by a carrier IMA, or shipment of a BCM item to an
IMA known to have repair capability. Documentation procedures in these instances are as
follows:
a. Transferring IMA Close Out (post and predeployment). Paragraph 16.2.5.39 is an
example of a MAF for post and predeployment close out.
(1) Close out the original MAF, entering the appropriate AT Code (Appendix E) and any
man-hours and EMT expended prior to transfer. In the case of post deployment off-load, use of
AT Code D is mandatory, whether the item was AWP, AWM, or IN WORK at the time of offload. In other instances, a BCM Code will ordinarily be appropriate. The MAF will be

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submitted by the transferring IMA for processing; a copy of this MAF will accompany the item
to the AMSU or AWP unit and will be shipped with the component to the receiving IMA.
(2) WRAs must have all D-level repairable SRAs installed prior to closing out the MAF
for shipment to the receiving IMA. Likewise, SRAs with attaching D-level repairable SSRAs
must have attaching SSRAs installed prior to closing out the MAF for shipment of the SRA to
the receiving IMA.
(3) WRAs missing FLR components will have such components installed prior to closing
out the MAF for shipment to the receiving IMA provided the component is still available.
Otherwise, document the missing FLR component per the following paragraph.
(4) When a field level repairable SRA has been removed from the WRA and no
replacement SRA is installed prior to off-load, document the close-out (original) MAF as
follows: Failed/Required Material Index - Enter H-Z for each "missing" module, subassembly or
sub-subassembly (as appropriate). Failed Part - Enter an X (as appropriate). Awaiting
Parts - Enter an X (as appropriate). AT code - Enter P. MAL, FSCM, Part Number, Ref
Symbol, Qty, Date Ordered, Requisition Number - Enter appropriate data to identify the missing
unit. Date Received - Enter date the requisition was cancelled. Transaction Code - Enter 32.
(5) On turn-in MAF, ensure FSCM, PN, Ref Symbol, Qty, Date Ordered, and Ref
Number of H-Z field are filled in for each "missing" module, subassembly, or sub-subassembly(as appropriate).
NOTE: To allow for proper supply documentation ensure CCS is notified of missing FLR
SRAs from the WRA to be shipped off-station. Supply must cancel any offship/station requisitions for missing FLRs prior to closing out the MAF. The
importance of proper documentation cannot be overemphasized.
b. Receiving IMA Reinitiation Document. Paragraph 16.2.5.40 is an example of areinitiated MAF from a transferring IMA. Upon receipt of a repairable item from another IMA,
receiving AMSU will forward a copy of the MAF to the local supply CCS. Subsequent
repair/disposition will be documented on the new MAF per paragraph 16.2.1.3, except that the
RECEIVED DATE field will reflect the date the component was received from the transferring
IMA.
16.2.3.7 Receipt of Unsatisfactory Material from the Supply Department.
When components received from supply prove unsatisfactory, these procedures will be followed.
a. Component received, installed, and determined to be NRFI:(1) Complete original MAF, Failed/Required Material fields.
(2) Requisition a replacement component using original MAF, Failed/Required Material
Fields. NALCOMIS will automatically generate a turn-in document to accompany the NRFI
component. Ensure the MAF is completed per paragraph 16.2.1.3 with the following exception:
WD CODE field must be "Y" (received bad from Supply).

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b. Component received NRFI (not installed) or improper replacement received. Turn-in the
NRFI/improper component to the AWP unit. The AWP unit will prepare a DOD Single Line
Item Release Receipt Document (DD 1348-1) using Record Type 62 for return of the material toSupply Response Section (SRS). Ensure all accompanying documentation, for example, RFI tag,
SRC Card, and MAF are returned with all items.
16.2.3.8 Component Received Missing SRC Card, ASR, MSR, or AESR.
Components, assemblies, or equipment received from supply missing SRC cards, ASRs, MSRs,
or AESRs must be considered as NRFI and turned in on a DOD Single Line Item Release
Receipt Document (DD 1348-1) prepared by Material Control. If the component is installed andcannot be determined to be new, it must be considered as faulty. Paragraph 16.2.5.41 is an
example of a MAF documented for turn-in of a component that is missing the SRC card. Items
missing ASRs, MSRs, or AESRs should be documented in a similar manner.
NOTE: If the determination can be made that the component is in fact new, an SRC Card,
ASR, MSR, or AESR will then be initiated by the requisitioning activity.
16.2.3.9 Corrosion Supporting MAF.
Documentation of man-hours expended for corrosion prevention during the repair of
WRAs/SRAs are considered part of the repair process and are included on the repair MAF(paragraph 16.2.5.42).
16.2.3.10 Processing of Items Not Having a WUC or Not Identifiable to a Specific Type
Equipment.
The maintenance effort in check, test, servicing of items or equipment for which no WUC exists
or that cannot be identified to a specific TEC is documented as described in paragraph 16.2.3.12,
MAF Work Request.
16.2.3.11 Repair of Supply Assets.
The repair of supply assets will be documented in the same manner as discussed in paragraph16.2.1.3 with the following exceptions:a. The local supply department will initiate a MAF completing all required data elements.
b. JCN assignment will be made by the Supply Department using the organization code
assigned to the Supply Department, for example, A8D or C84. Refer to Maintenance Data
VALSPEC in Appendix F.
c. When in receipt of an applicable TD for compliance, the Supply Department, working
with the IMA QA, will screen all assets to ensure modification incorporation (where applicable).
d. The IMA Production Control and Supply will schedule applicable/required maintenanceactions in a timely manner. Paragraph 16.2.5.43 is an example of the MAF documented for an
end item turned in from a supply activity for TD compliance.

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16.2.3.12 Maintenance Action Form (MAF) Work Request
16.2.3.12.1 The MAF Work Request is used to document man-hours expended in support ofwork or assistance that is beyond the requesting activity's capability and does not involve repairof aeronautical material. It is used primarily for, but is not limited to, the following:a. Inducting items from supply for buildup, such as engines and propellers.
b. Inducting items not having a WUC or not identifiable to a specific type equipment forcheck, test, service, manufacture, or fabrication.
c. Requesting NDI either on-site or at the IMA when a TD is not involved.
NOTE: Work requests for items removed for local manufacture or fabrication must be
approved and signed by the requesting activity's Maintenance Control Supervisor
and the supporting activity's Production Control Supervisor. Batteries received
for check, test, or service will be documented per paragraph 16.2.3.5. ALSS and
AEP will be documented per paragraph 16.2.3.2.5.
16.2.3.12.2 Examples of MAF Work Requests are in paragraphs 16.2.5.44 through 16.2.5.52.
16.2.3.12.3 This and subsequent paragraphs outline the procedures for documentation andprocessing of maintenance requirements when approved and signed by both the requesting
activity's Maintenance Control Supervisor and the supporting activity's Production Control
Supervisor or their authorized representatives. Upon receipt of the MAF work request anditem(s), Production Control will sign a copy of the MAF work request, acknowledging receipt of
the item(s), and return it to the originating activity. Upon completion of check, test, or
manufacture, the work center will notify Production Control of job completion. A copy of the
MAF will be attached to the item(s) and routed to Production Control who will notify theoriginating activity that the item(s) is/are ready for pickup. Production control will issue theitem(s), with a MAF attached to the item(s) and inform the originating activity that the item(s)is/are ready for pickup.
16.2.3.12.4 Items completing check, test, or local manufacture will be processed as described inparagraphs 16.2.5.44 through 16.2.5.52.
16.2.3.13 ALSS and Armament Equipment Pool (AEP) MAF Documentation Procedures.
a. ALSS and AEP items will be turned into the IMA on a MAF turn-in document. They will
be documented as follows:(1) ALSS/AEP received for scheduled maintenance and not requiring maintenance, use
Transaction Code 31, AT Code "A" and MAL Code 804.
(2) ALSS/AEP received for unscheduled or scheduled maintenance and requiring
maintenance use Transaction Code 31 or 32, AT Code "C" and an appropriate MAL Code.
(3) EMT does not include clock hours for leak check time when maintenance personnel
are not actually monitoring the work.

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(4) Requisition and turn-in procedures for ALSS/AEP assemblies and repair parts mustbe per standard induction/requisition procedures. All turn-ins will be delivered directly to therespective pool work center.
b. Examples of ALSS and AEP MAF documentation are in paragraphs 16.2.5.53 through16.2.5.63.
16.2.3.14 Cartridges (CARTs), Cartridge Actuated Devices (CADs), and Propellant
Actuated Devices (PADs) Documentation
Replacement of installed explosive devices requires an individual MAF for removal andreplacement of each device. The removal and replacement action will be documented in the
REMOVED/OLD ITEM and INSTALLED/NEW ITEM blocks using Transaction Code 18 or 19(as appropriate). The WORK UNIT CODE block (A22) must reflect the WUC that is assigned
in OOMA NALCOMIS baseline or, for NALCOMIS users, obtained from the WUC manual.
The PART NUMBER blocks (E23 and G23) must reflect the lot number of the devices being
removed and installed. TIME/CYCLES blocks (E42 and G38) must have an entry using
Time/Cycle Prefix Code H and the container open date for CARTs or CADs and the propellant
manufacture date for PADs. An example is in paragraph 16.2.5.133.
16.2.3.15 Supply Asset Induction.
Supply assets missing the material condition tag/history records will be inducted per paragraphs
16.2.5.64 and 16.2.5.65.
16.2.3.16 Technical Directive (TD) Compliance16.2.3.16.1 If a TD is complied with at the O-level (on-equipment work), all maintenanceactions will be documented on a MAF.
16.2.3.16.2 If during compliance with a TD it becomes necessary to forward an item to the IMA
for modification or inspection and return, the following procedures will be followed:
a. If the IMA informs the O-level activity that the item requires repair, the O-level activity
must initiate another MAF for turn-in and requisitioning purposes using the original JCN andwill be documented by the IMA. The outstanding TD compliance MAF originally provided to
the IMA will be destroyed. After the repair action is complete, Production Control will theninitiate a replacement TD compliance MAF using a supply JCN.
b. Items processed in excess of 1 may be entered only when the TEC Field contains a code
beginning with Y, D, S, H, or G or ending with 9 and is either a nonserialized item or does notinclude a part number change in the REMOVED/OLD ITEM or INSTALLED/NEW ITEM
fields. Serialized items for which a part number change is reflected in fields E or G must be
accomplished on an individual TD compliance MAF.
16.2.3.16.3 Examples of TD MAFs are in paragraphs 16.2.5.66 through 16.2.5.70.

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16.2.3.17 Stricken Aircraft Components
The Supply Department manages the Stricken Aircraft Reclamation and Disposal Program perparagraph 6.6.6. Supply will initiate a MAF work request to induct salvaged components for
IMA verification of material condition. The MAF will be prepared per 16.2.5.64 with the word
"SALVAGED" in the Discrepancy field. A copy of the MAF is retained in the Component
Control Section (CCS) suspense file. When reclaimed components are determined to be RFI,
they will be tagged with a Serviceable Tag - Material (DD 1574), Figure 16-6, and put in stock
as a gain by inventory. If NRFI, the salvaged item will be tagged with an Unserviceable
Material Tag (DD 1577-2), Figure 16-7, and processed with BCM Action Type code D andshipped to the designated repair point.
NOTE: Refer to 10.43.13, and OPNAVINST 3750.6 for general procedures for recovery,
reclamation, and transfer of crash damaged aircraft.
16.2.4 I-Level Engine, Auxiliary Power Unit (APU), and Support Equipment Gas Turbine
Engine (SEGTE) Maintenance Documentation Procedures
16.2.4.1 Overview
a. Documentation procedures are broken down into two parts; conventional engines(paragraphs 16.2.5.71 through 16.2.5.102) and modular engines (paragraphs 16.2.5.103 through16.2.5.132.
b. Documentation procedures, whether an aircraft engine, APU, or SEGTE are the same withthe following exceptions:(1) Failed/Required Material FSCM Field. When identifying an APU or SEGTE always
enter numeric 1 for engine position; for example, PHAB1.
(2) Removed/Old Item or Installed/New Item FSCM Fields. When identifying an APU
or SEGTE always enter numeric 1 for engine position; for example, PHAB1.
(3) Removed/Old Item or Installed/New Item Time/Cycles Fields. When documenting
APU or SEGTE enter the engine hour meter or start counter reading (as appropriate).
16.2.4.2 Corrosion Documentation.
a. Corrosion prevention performed per MRCs (scheduled maintenance) will be documented
on the inspection look phase MAF. This includes SE washing performed as part of a scheduledinspection.
b. Corrosion treatment requirements found during the look phase of an inspection will be
documented on a fix phase MAF. The treatment of bare metal is included in this category. Use
AT Code Z and the appropriate Malfunction Code per Appendix E.
c. All unscheduled corrosion prevention is documented on a MAF. Unscheduled SE
cleaning and temporary repairs of bare metal are included in this category. Multiple items

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processed may be documented. Use Work Unit Code 040, AT Code 0, Malfunction Code 000,WD Code O, and TM Code D.
d. Unscheduled corrosion treatment actions are documented on the MAF using AT Code Z
and the appropriate Malfunction Code per Appendix E.
16.2.4.3 Engine Repair
a. Control Document. The turn-in document will be retained as a control document until the
repair is complete.
b. All man-hours and EMT expended in accomplishing the repair will be documented on the
MAF.
c. The same JCN will be used for repair actions requiring the removal and replacement ofconsumable components and fix-in-place discrepancies.
d. Suffix JCNs will be used for repair actions requiring the removal and replacement of
repairable components.
e. Examples of conventional engine repair documentation are in paragraphs 16.2.5.71
through 16.2.5.83.
16.2.4.4 Major Engine Inspections
16.2.4.4.1 Control Document.
a. For engines turned in solely for inspection, the turn-in document will serve as the control
document for the inspection.
b. For major engine inspections after repair, IMAs will initiate a MAF to serve as theinspection control document. The JCN will be provided by the O-level activity in the
Discrepancy Field of the turn-in MAF.
c. If only one work center is involved in the inspection, look phase man-hours and elapsed
maintenance time may be entered on the control document. If more than one work center isinvolved, a supporting MAF must be documented for each work center involved in theinspection.
16.2.4.4.2 WUC. The WUC for engine inspections will be constructed in the following manner:a. First three positions will be 030.
b. Fourth through sixth positions will reflect the hour level of the engine inspection (divided
by 10) being performed. For example, a 900-hour engine inspection would be recorded in these
positions as 090.
c. Seventh position is zero.
(1) Example: The WUC for a 900-hour engine inspection would be as follows: 0300900

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d. When MRCs do not specify a specific interval for a major inspection, the hour level will
be calculated by multiplying the number of aircraft phases times the phase interval. As an
example, for the T56-A-14, the WUC 0301200 would be used for the major inspection.
16.2.4.4.3 Repair Document. Job Control Number Fields. Enter the same data elements as on
the control document but with sequential numbering in the second and third positions of theserial number for example, A01, A02. If more than 99 numbers are required for this purpose,refer to paragraph 16.1.2.2b for additional JCN information.
16.2.4.4.4 Examples of engine inspection documentation are in paragraphs 16.2.5.84 through16.2.5.91.
16.2.4.5 Technical Directive (TD) Compliance16.2.4.5.1 Technical Directive Compliance MAF Initiation. TD compliance MAF initiation canbe originated from three sources; supply activity, O-level, and I-level Production Control:a. The supply activity originates the TD compliance MAF using a supply JCN for TD
compliance on all engines or engine components held as supply stock. Examples of
documentation are in paragraphs 16.2.5.92, 16.2.5.93, and 16.2.5.94.
b. O-level activities originate the TD compliance MAF using an O-level JCN for engines orengine components sent to the IMA solely for TD compliance. Examples of documentation arein paragraphs 16.2.5.95, 16.2.5.96, and 16.25.97.
c. I-level Production Control originates the TD compliance MAF for engines or engine
components inducted for repair which require TD compliance. Examples of documentation arein paragraphs 16.2.5.98 and 16.2.5.99.
16.2.4.5.2 O-level activities requesting assistance from the IMA in the incorporation of a TD
must use the procedures per paragraphs 16.2.5.100, 16.2.5.101, and 16.2.5.102.
NOTE: If an engine or engine component sent to the IMA for a TD compliance is found torequire repair, the IMA will inform the O-level activity which must provide aturn-in MAF for documenting the repair action. The original TD compliance
MAF is destroyed and Production Control initiates a replacement TD compliance
MAF using a supply JCN.
16.2.4.6 Modular Engine Repair
Paragraphs 16.2.5.103 through 16.2.5.117 are examples of repairs on modular engines andassociated components. The TEC Field will reflect the equipment category and model/series ofthe engine. For modules, the engine application series (fourth position) will be X, for example,
the F404-GE-400 module would be TXAX.
16.2.4.7 Modular Engine Major Inspections.
Modular Engine inspections are documented in the same manner as 16.2.4.4. Examples of major
modular engine inspection documentation are in paragraphs 16.2.5.118 through 16.2.5.126.

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16.2.4.8 Modular Engine Technical Directive (TD) Compliance16.2.4.8.1 All TDs for modular engines will be issued against the module.
16.2.4.8.2 WUC will be that of the module or component of the module but never the engine.
16.2.4.8.3 The TEC Field will reflect the equipment category and model/series of the engine.
For modules, the engine application series (fourth position) will be "X", for example, the F404GE-400 module would be TXAX. If a component is being sent from supply for TD compliance,
the TEC will be for the equipment category model/series with an X in the application series(fourth position), for example, an F404-GE-400 engine component separate from a module
would be TXAX.
16.2.4.8.4 If the TD applies to more than one module, a separate MAF will be issued for each
module.
16.2.4.8.5 Transaction Code 41 will be used with modules that do not have a part number
change.
16.2.4.8.6 Transaction Code 47 will be used for either a module with a part number change or a
TD incorporation on a component. Removed/Old Item Fields and Installed/New Item Fields will
be completed.
16.2.4.8.7 JCN will be that of the activity requesting the TD compliance.
16.2.4.8.8 When a complete engine is turned in for TD compliance, the propulsion system serial
number (PSSN) will be reflected in the Discrepancy Field.
NOTE: If an engine or engine component sent to the IMA for a TD compliance is found torequire repair, the IMA will inform the O-level activity which must provide aturn-in MAF for documenting the repair action. The original TD compliance
MAF is destroyed and Production Control initiates a replacement TD compliance
MAF using a supply JCN.
16.2.4.8.9 Examples of TD compliance on modular engines, modules, and their associatedcomponents are in paragraphs 16.2.5.127 through 16.2.5.131.
16.2.4.9 Engine or Module Component Cannibalization
Production Control, when authorized by Supply, will initiate cannibalization actions for awaiting
parts repair or non-mission capable supply or partial mission capable supply situations. The
removal of components for cannibalization and the replacement of components aftercannibalization will be documented on one MAF using the procedure outlined in paragraph16.2.5.132.

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16.2.5 Documentation Examples
16.2.5.1 End Item Repair (No Removed Component)
Figure 16-9 is an example of a VIDS/MAF documented when repairing an end item if norepairable components are removed. The following data fields require entries to document acompleted action. Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code; system generated.
TRANS - Must be 11 or 12. (Appendix E)
M/L - Must be 1.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed; first position must be D,G,H,M,S,V,or Y.
BU/SERNO - Enter the appropriate bureau/serial number; must be on database.
W/D - Enter the appropriate WD Code. (Appendix E)
T/M - Enter the appropriate TM Code. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - JCN system generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).

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DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.2 End Item Repair of a SEGTE (No Removed Component)
Figure 16-10 is an example of a VIDS/MAF documented when repairing an end item if norepairable components from an SEGTE are removed. The following data fields require entries todocument a completed action. Some data fields are system generated or updated by using online functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data to identify the SEGTE, always
enter numeric one (1) for engine position in FSCM field; for example, PDCA1: enter the failedpart(s)/record supply requisition(s). A/T is 0, MAL Code is 000, and QTY is 00000.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
TRANS - Must be 12. (Appendix E)
M/L - Must be 1.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
TYPE EQUIP - Enter the TEC for the item being processed.
BU/SERNO - Enter the appropriate bureau/serial number; must be on database.
W/D - Enter the appropriate WD Code. (Appendix E)
T/M - Enter the appropriate TM Code. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time (if applicable).

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REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter appropriate job status, Julian dates and times.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.3 End Item Repair (Removed Repairable Component)
Figure 16-11 is an example of a VIDS/MAF documented when repairing an end item thatinvolved removal and replacement of a repairable component. A VIDS/MAF with a different
JCN is required for each removed repairable component. The following data fields require
entries to document a completed action. Some data fields are system generated or updated byusing on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply
requisitions(s).
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - Must be 23. (Appendix E)
M/L - Must be 1.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed.

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BU/SERNO - Enter the appropriate bureau/serial number; must be on database.
W/D - Enter the appropriate WD Code. (Appendix E)
T/M - Enter the appropriate TM Code. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates the contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. Second timecycle denotes installation of a warranted item. Third time cycle indicates the contract number.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.4 Facilitate Other Maintenance (FOM) Action
Figure 16-12 is an example of a FOM VIDS/MAF. A FOM action is the removal andreinstallation of an RFI component from the same end item in support of another maintenanceaction on the end item. The following data fields require entries to document a completed action.
Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply
requisitions(s).
WORK UNIT CODE - Enter the specific WUC of the item being processed.
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ACT ORG - System generated.
TRANS - Must be 11. (Appendix E)
M/L - Enter the appropriate maintenance level.
A/T - Must be S. (Appendix E)
MAL CODE - Must be 800, 804 or 811. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - Enter the appropriate WD Code. (Appendix E)
T/M - Enter the appropriate TM Code. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.5 Primary Work Center Repair Action
When more than one work center works on the same maintenance action (Figures 16-13, 16-14,
and 16-15), one will be designated the primary work center and the others are assisting work
centers. Each work center participating in the maintenance action must generate a separate MAF

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with the same JCN. The primary work center describes the original method of discovery andaccounts for the number of items processed. Assisting work centers document WD Code V. If
the assisting and the primary work centers work on the same work unit coded item, the assisting
work center accounts for 0 items processed. If they work on different work unit coded items, theassisting work center accounts for its number of items processed. Refer to paragraph 16.2.5.4 foran example of FOM actions. Figure 16-13 is an example of the VIDS/MAF documented for a
repair action requiring an assisting work center. The following data fields require entries todocument a completed action. Some data fields are system generated or updated by using online functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply
requisitions(s).
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - Must be 11 or 12. (Appendix E)
M/L - Enter the appropriate maintenance level.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Must be 800. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - Enter the appropriate WD Code. (Appendix E)
T/M - Enter the appropriate TM Code. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.

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MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.6 Assisting Work Center (Same WUC)
Figure 16-14 is an example of an assisting work center working on a same work coded item.
The following data fields require entries to document a completed action. Some data fields are
system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply
requisitions(s).
WORK UNIT CODE - Must be the same as the primary work center's MAF.
ACT ORG - System generated.
TRANS - Enter the appropriate Transaction Code. (Appendix E)
M/L - Enter the appropriate maintenance level.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Items processed must be 0.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.

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POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.7 Assisting Work Center (Different WUC)
Figure 16-15 is an example of an assisting work center working on a different work unit coded
item. The following data fields require entries to document a completed action. Some data
fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply
requisitions(s).
WORK UNIT CODE - Must be the different than the primary work center.
ACT ORG - System generated.
TRANS - Enter the appropriate Transaction Code. (Appendix E)
M/L - Enter the appropriate maintenance level.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
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EMT - System generated.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.8 On-Equipment Cannibalization
Cannibalization is the removal of an RFI item from one piece of equipment so that it may be
used in a different piece of equipment. Cannibalization is controlled by MaintenanceControl/Production Control, and should be authorized only when it appears that Supply cannot
respond in time to avoid the curtailment of the operational commitment. The cancellation of acannibalization JCN should occur only if no cannibalization action has been physically started.
In the event that the actual removal for cannibalization action has been initiated/completed andthe requirement is cancelled, reinstall the cannibalized item, documenting the action as if it wereto FOM. Figure 16-16 is an example of cannibalization and subsequent replacement of acomponent from an end item and is documented on a VIDS/MAF in normal manner of aremoved and replaced component. The following data fields require entries for a completed
action. Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.

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ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - System generated.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - System generated. (Appendix E)
M/L - System generated.
A/T - System generated. (Appendix E)
MAL CODE - Enter the appropriate MAL Code; must be 812, 813, or 814. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the equipment.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - Enter WD Code; must be O. (Appendix E)
T/M - TM Code; must be B. (Appendix E) POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. Second timecycle denotes installation of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
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MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.9 SE Turned-In by a Supported Activity for Scheduled or Unscheduled Maintenance(Excluding TMDE)
Figures 16-17 and 16-18 are examples of a turn-in VIDS/MAF from a supported activity
requesting scheduled or unscheduled maintenance on a piece of SE. The following data fields
require entries. Some data fields are system generated or updated by using on-line functions. An
asterisk (*) denotes those data fields completed by the AMSU induction. Type MAF Code SI.
ENTRIES REQUIRED SIGNATURE - Not required.
ACCUMULATED WORK HOURS - Not required.
FAILED/REQUIRED MATERIAL - Not required.
WORK UNIT CODE* - Enter the specific WUC of the item being inducted.
ACT ORG - System generated.
TRANS - Not required.
M/L* - System generated.
A/T - Not required.
MAL CODE - Not required.
I/P - Not required.
HOURS - Not required.
EMT - System generated.
TYPE EQUIP* - Enter the appropriate TEC.
BU/SERNO* - Enter the appropriate serial number.
W/D* - Enter WD Code O. (Appendix E)
T/M* - Enter the appropriate TM Code. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated.
MAINTENANCE/SUPPLY REC - Not required.
REMOVED/OLD ITEM - Not required.
JOB CONTROL NUMBER* - Enter the JCN from the activity turning in the equipment.

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WORK CENTER* - Enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY* - Enter the narrative description of the discrepancy. Enter the point ofcontact.
CORRECTIVE ACTION - Not required.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Not required.
PILOT/INITIATOR* - Enter the name of the person (as appropriate).
MAINT CONTROL - Not required.
16.2.5.10 Turn-In Document for Off-Equipment Repair
Figure 16-19 is an example of the turn-in document to initiate an off-equipment repair of aremoved component. A separate turn-in document with the same JCN as the removal MAF isrequired for each removed component to be repaired. The following data fields are systemgenerated. Automated Aeronautical Material Screening Unit (AMSU) induction displays thefollowing information:
WORK UNIT CODE - System generated.
ACT ORG - I-level Organization Code; system generated.
TRANS - (Appendix E)
M/L - System generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. (Optional)
MAINTENANCE/SUPPLY REC - System generated. (Optional)
REMOVED/OLD ITEM - System generated.
JOB CONTROL NUMBER - System generated.

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WORK CENTER - System generated.
DISCREPANCY - System generated.
CORRECTIVE ACTION - Applies to auto BCM actions.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Applies to auto BCM actions.
MAINT CONTROL - No entry allowed.
16.2.5.11 Turn-In Document for Support Equipment Gas Turbine Engine (SEGTE)
RepairFigure 16-20 is an example of the turn-in document to initiate an off-equipment repair of
SEGTE. The following data fields are system generated. Automated AMSU induction displays
the following information:
WORK UNIT CODE - System generated.
ACT ORG - I-level Organization Code; system generated.
TRANS - Transaction Code. (Appendix E)
M/L - System generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. (Optional)
MAINTENANCE/SUPPLY REC - System generated. (Optional)
REMOVED/OLD ITEM - System generated.
JOB CONTROL NUMBER - System generated.
WORK CENTER - System generated.
DISCREPANCY - System generated.

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CORRECTIVE ACTION - Applies to auto BCM actions.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Applies to auto BCM actions.
MAINT CONTROL - No entry allowed.
16.2.5.12 Off-Equipment Component Repair
Figure 16-21 is an example of a completed off-equipment component repair action documented
by completing the turn-in MAF. This is the last MAF required if no repairable subassemblies are
removed on the component. The following data fields require entries to document a completed
action. Some data fields are system generated or updated by using on-line functions. An asterisk(*) denotes those data fields system generated from the turn-in document.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
WORK UNIT CODE* - Enter the specific WUC of the item being processed. System generated.
ACT ORG* - I-level Organization Code. System generated.
TRANS - Must be 31or 32. (Appendix E)
M/L* - Must be 2. System generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
TYPE EQUIP* - Enter the TEC for the item being processed. System generated.
BU/SERNO* - Enter the appropriate bureau/serial number; must be on database. Systemgenerated.
W/D* - Enter the appropriate WD Code. System generated. (Appendix E)
T/M* - Enter the appropriate TM Code. System generated. (Appendix E)
POSIT* - Enter the appropriate PSI (if applicable). System generated.
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.

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REMOVED/OLD ITEM*-Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number. Systemgenerated.
WORK CENTER* - Enter the appropriate Work Center Code. System generated. (Appendix
E).
DISCREPANCY*- Enter the narrative description of the discrepancy. System generated.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.13 Suffix Turn-In Document
Figure 16-22 is an example of the suffix VIDS/MAF turn-in document to initiate an offequipment repair of a subassembly removed from a component. A separate turn-in documentwith a different suffix of the JCN used for component removal is required for each removed
subassembly. The following data fields are system generated. Automated AMSU Induction
displays the following information:
WORK UNIT CODE - System generated.
ACT ORG - I-level Organization Code. System generated.
TRANS - (Appendix E)
M/L - System generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated.

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MAINTENANCE/SUPPLY REC - System generated.
REMOVED/OLD ITEM - System generated.
JOB CONTROL NUMBER - System generated.
WORK CENTER - Blank.
DISCREPANCY - System generated.
CORRECTIVE ACTION - Applies to auto BCM actions.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Applies to auto BCM actions.
MAINT CONTROL - No entry allowed.
16.2.5.14 Off-Equipment Subassembly Repair
Figure 16-23 is an example of a completed off-equipment component repair action documented
by completing the turn-in suffix VIDS/MAF. This is the last MAF required if no repairable subsubassemblies are removed from the subassembly. The following data fields require entries todocument a completed action. Some data fields are system generated or updated by using online functions. An asterisk (*) denotes those data fields from the turn-in document.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
WORK UNIT CODE* - Enter the specific WUC of the item being processed. System generated.
ACT ORG* - I-level Organization Code. System generated.
TRANS - Must be 31or 32. (Appendix E)
M/L* - Must be 2. System generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
TYPE EQUIP* - Enter the TEC for the item being processed. System generated.
BU/SERNO* - Enter the appropriate bureau/serial number. System generated.
W/D* - Enter the appropriate WD Code. System generated. (Appendix E)
T/M* - Enter the appropriate TM Code. System generated. (Appendix E)
POSIT* - Enter the appropriate PSI (if applicable). System generated.

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SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number. Systemgenerated.
JOB CONTROL NUMBER* - JCN system generated.
WORK CENTER* - Enter the appropriate Work Center Code. System generated. (Appendix
E).
DISCREPANCY* - Enter the narrative description of the discrepancy. System generated.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
NOTE: If repairable sub-assemblies are removed, repeat the procedures described inparagraphs 16.2.5.13 and 16.2.5.14 NALCOMIS will automatically assign a double
suffix JCN as outlined in paragraph 16.1.2.2.
16.2.5.15 Inspection Control Document
Figure 16-24 is an example of an inspection control document. Production Control will generate
a control MAF for each look phase inspection. The control document has a special JCN
constructed per paragraph 16.1 and is used to accumulate the man-hours (NALCOMIS will track
EMT) expended by the primary work center controlling the inspection. Control documents willaccount for 1 item processed. If the primary work center performs the entire inspection, thecontrol document is the only MAF required. If more than one work center is involved in thelook phase, the control MAF will show 1 item processed and 0.0 man-hours and the supporting
look phase MAF will show 0 items processed and accumulated man-hours. The following data
fields require entries for a completed action. Some data fields are system generated or updated
by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the total number of man-hours if combined withlook phase.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).

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WORK UNIT CODE - First three positions must be 030.
ACT ORG - I-level Organization Code. System generated.
TRANS - Must be 11. (Appendix E)
M/L - Enter the appropriate maintenance level.
A/T - System generated. (Appendix E)
MAL CODE - Must be 000. System generated. (Appendix E)
I/P - Must be 01.
TYPE EQUIP - Enter the TEC.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - System generated. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Not required.
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - JCN system generated.
WORK CENTER - Enter the appropriate Work Center Code (Appendix E).
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.16 Inspection Look Phase Supporting Document
Figure 16-25 is an example of an inspection supporting document. Each assisting work center
participating in the inspection will generate a look phase supporting MAF. NALCOMIS will
provide the same JCN as the control MAF. Supporting documents are used to accumulate the
man-hours expended by assisting work centers. Supporting documents will account for 0 items

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processed. The following data fields require entries for a completed action. Some data fields are
system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the total number of man-hours if combined withlook phase.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
WORK UNIT CODE - First three positions must be 030.
ACT ORG - I-level Organization Code. System generated.
TRANS - Must be 11. (Appendix E)
M/L - Enter the appropriate maintenance level.
A/T - System generated. (Appendix E)
MAL CODE - Must be 000. System generated. (Appendix E)
I/P - Must be 00.
HOURS - System generated from accumulated work hours field. System generated.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - System generated. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Not required.
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - JCN system generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.

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CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.17 Inspection Fix Phase Document
Figure 16-26 is an example of the fix document. Fix phase MAFs are used to document repair of
discrepancies discovered during an inspection. A fix phase MAF has an alpha/numeric JCN(NALCOMIS auto assigns this JCN) constructed per paragraph 16.1. The WUC identifies thefailed component/system. The following data fields require entries for a completed action.
Some data fields are system generated or updated by using on-line function.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
WORK UNIT CODE - Enter the specific WUC for the item being processed.
ACT ORG - I-level Organization Code; system generated.
TRANS - Enter the appropriate Transaction Code. (Appendix E)
M/L - System generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE -Enter the appropriate Malfunction Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time (if applicable).

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REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. Second timecycle denotes installation of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - JCN system generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.18 End Item TD Compliance (No Removal Component)
Figure 16-27 is an example of a TD compliance VIDS/MAF documenting an end item TD withno removed component. For each component removed, a separate TD compliance turn-in
document is generated. The following data fields require entries to document a completed
action. Some data fields are system generated or updated by using on-line functions.
NOTE: TDs must reside in the configuration sub-system prior to the TD MAF being
initiated.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the parts required information.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - Trans Code 41. (Appendix E)
M/L - Must be 1.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Leave blank.
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I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - Not required.
T/M - Not required.
POSIT - Not required.
SFTY/EI - Not required.
TECHNICAL DIRECTIVE ID - Enter the appropriate TD information for the Code/Basic
No/Kit.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data, if required.
INSTALLED/NEW ITEM - Enter the appropriate data, if required.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate work center.
DISCREPANCY- Enter the narrative description of the discrepancy. System generated.
CORRECTIVE ACTION - Enter the narrative description.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF.
MAINT CONTROL - Signature is electronically posted to the MAF. Not required.
16.2.5.19 TD Compliance Supporting VIDS/MAF
Figure 16-28 is an example of a TD compliance supporting VIDS/MAF; note the TD complianceis not identified. The following data fields require entries or are of special interest. Some data
fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.

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FAILED/REQUIRED MATERIAL - Enter the parts required information.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - Transaction Code 11. (Appendix E)
M/L - Must be 1.
A/T - AT Code must be S. (Appendix E)
MAL CODE - MAL Code; must be 804. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC. The TEC entered on the TD compliance facilitate MAF will be a
G, H, M, S or V series code that identifies the end item the component was removed from.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - WD Code; must be O. (Appendix E)
T/M - TM Code, must be B. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Not required.
TECHNICAL DIRECTIVE ID - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date/time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Not required.
INSTALLED NEW/ITEM - Not required.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate work center.
DISCREPANCY- Enter the narrative description.
CORRECTIVE ACTION - Enter the narrative description.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF.

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MAINT CONTROL - Signature is electronically posted to the MAF. Not required.
16.2.5.20 TD Compliance Turn-In Document
Figure 16-29 is an example of a TD compliance turn-in document to initiate off-equipment
compliance with a TD. The TD compliance turn-in document is a MAF with the same JCN as
the component removal document. For component TD compliance actions on supply stock, theTD compliance turn-in document will be generated by the Supply Department, NALCOMIS will
auto-assign a supply JCN, no removal document is required. The following data fields require
entries or are system generated/updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Not required.
ACCUMULATED WORK HOURS - Not required.
FAILED/REQUIRED MATERIAL - Not required.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - Enter Transaction Code 47. (Appendix E)
M/L - Enter the appropriate maintenance level.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Not required.
I/P - Not required.
HOURS - Not required.
EMT - Not required.
TYPE EQUIP - Enter the TEC. The TEC must be a Y series code for a component TD
compliance.
BU/SERNO - Enter the appropriate component serial number or 000000 if nonserialized.
W/D - Not required.
T/M - Not required.
POSIT - Not required.
SFTY/EI - Not required.
TECHNICAL DIRECTIVE ID - Enter the appropriate TD information for the Code/Basic
No/Kit.
REPAIR CYCLE - Received Date/Time; system generated.
MAINTENANCE/SUPPLY REC - Not required.
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REMOVED/OLD ITEM - Enter the appropriate data as required.
INSTALLED/NEW ITEM - Not required.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code (Appendix E)
DISCREPANCY - Enter the narrative description.
CORRECTIVE ACTION - Not required.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Not required.
MAINT CONTROL - Not required.
16.2.5.21 Off-Equipment TD Compliance Action
Figure 16-30 is an example of a completed off-equipment TD compliance action. Off-equipment
TD compliance actions are documented by completing the TD compliance turn-in document.
The following data fields require entries to document a completed action. Some data fields are
system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the parts required information.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - Transaction code must be 47. (Appendix E)
M/L - Must be 2.
A/T - Enter the appropriate technical directive code. (Appendix E)
MAL CODE - Leave blank.
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - Not required.
T/M - Not required.
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POSIT - PSI (if applicable).
SFTY/EI - Not required.
TECHNICAL DIRECTIVE ID - Enter the appropriate TD information for the Code/Basic
No/Kit.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date/time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates/times.
REMOVED/OLD ITEM - Enter the appropriate data, if required.
INSTALLED NEW/ITEM - Enter the appropriate data, if required.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description.
CORRECTIVE ACTION - Enter the narrative description.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF.
MAINT CONTROL - Signature is electronically posted to the MAF. Not required.
16.2.5.22 TD Compliance Removal (On-Equipment)
Figure 16-31 is an example of a completed on-equipment TD compliance removal which is
documented in the same manner as TD incorporations except for data field action taken. The
following data fields require entries to document a completed action. Some data fields are
system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the parts required information.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - Transaction Code must be 41. (Appendix E)
M/L - Must be 1.
A/T - Technical Directive Status Code must be Q. (Appendix E)
MAL CODE - Leave blank.
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I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - Not required.
T/M - Not required.
POSIT - PSI (if applicable).
SFTY/EI - Not required.
TECHNICAL DIRECTIVE ID - Enter the appropriate TD information for the Code/Basic
No/Kit.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date/time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates/times.
REMOVED/OLD ITEM - Not required.
INSTALLED NEW/ITEM - Not required.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description.
CORRECTIVE ACTION - Enter the narrative description.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF.
MAINT CONTROL - Signature is electronically posted to the MAF. Not required.
16.2.5.23 Inventory Transaction (Gain)
Figure 16-36 is an example of a VIDS/MAF documented when reporting an equipment gain.
The following data fields are system generated or updated by using on-line functions:
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
WORK UNIT CODE - Not required.
ACT ORG - System generated.

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TRANS - Transaction Code; system generated.
M/L - Not required.
A/T - Not required.
MAL CODE - Not required.
I/P - Not required.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the serial number of the item being processed. The serial number is always
six characters and not zeros. If there are fewer than six characters, prefix the number with zeros
until there are six. If there are more than six characters, enter only the last six. If there is noserial number (due to missing name plates, etc.) create a serial number by using the Organization
Code of the reporting custodian plus a unique, locally assigned three character serial, such as
A9D001 or A9DAAT. This assigned serial number is to be affixed to the equipment and willremain with the unit until the equipment is stricken from naval inventory.
W/D - Not required.
T/M - Not required.
METER - Enter the appropriate meter time in whole hours (no tenths) or cycle/starts from theequipment meter. Prefix with enough zeros and the letter M or S to make a total of fivepositions, such as M0921. If the equipment has no meter, enter A0000.
INV CD - Enter the appropriate Inventory Code. (Appendix E).
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated.
MAINTENANCE/SUPPLY REC - Not required.
REMOVED/OLD ITEM - Not required.
JOB CONTROL NUMBER - Not required.
WORK CENTER - Not required.
DISCREPANCY - Not required.
CORRECTIVE ACTION - System generated.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Not required.
SUPERVISOR - Name of person performing.
MAINT CONTROL - Not required.

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16.2.5.24 Inventory Transaction (Loss)
Figure 16-37 is an example of a VIDS/MAF documented when reporting an equipment loss. The
following data fields are system generated or updated by using on-line functions:
WORK UNIT CODE - Not required.
ACT ORG - Enter the appropriate Organization Code.
TRANS - Transaction code; system generated.
M/L - Not required.
A/T - Not required.
MAL CODE - Not required.
I/P - Not required.
TYPE EQUIP - Enter the appropriate TEC. First position must be D, G, H, M, S, V, or Y.
BU/SERNO - Enter the serial number of the item being processed. Refer to paragraph 16.2.5.23.
W/D - Not required.
T/M - Not required.
METER - Enter the appropriate meter time in whole hours (no tenths) or cycle/starts from theequipment meter. Prefix with enough zeros and the letter M or S to make a total of fivepositions, such as M0921. If the equipment has no meter, enter A0000.
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated.
MAINTENANCE/SUPPLY REC - Not required.
REMOVED/OLD ITEM - Not required.
JOB CONTROL NUMBER - Not required.
WORK CENTER - Not required.
DISCREPANCY - Not required.
CORRECTIVE ACTION - System generated.
CORRECTED BY/INSPECTED BY/SUPERVISOR - System generated.
MAINT CONTROL - Not required.

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16.2.5.25 Removed Component for Calibration
Figure 16-38 is an example of a VIDS/MAF documenting the removal of a component forprocessing to the PME work center on a METER Card. If informed that the component failed,the Transaction Code data field will be 23; Action Taken Code will be R and the
REMOVED/OLD ITEM and the INSTALLED/NEW ITEM fields will be filled in. Some data
fields are system generated or updated by using on-line functions. An asterisk (*) denotes thosedata fields completed by the AMSU induction.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
WORK UNIT CODE* - Enter the specific WUC of the item being processed.
ACT ORG* - I-level Organization Code.
TRANS - Must be 11. (Appendix E)
M/L - Must be 1.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed; first position must be D, G, H, M, S,
V, or Y.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - Enter the appropriate WD Code. (Appendix E)
T/M - Enter the appropriate TM Code. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.

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REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number. Systemgenerated.
JOB CONTROL NUMBER - System generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.26 Component Turn-In Document
Figure 16-39 is an example of a turn-in document to initiate repair of a removed component
being received from an external activity. A separate turn-in document with the same JCN as theremoval MAF is required for each removed component to be repaired. An asterisk (*) denotes
those data fields completed by the AMSU induction. Type MAF Code "D".
WORK UNIT CODE* - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code; system generated.
TRANS - Not required, unless item is an auto BCM action.
M/L* - Must be 2.
A/T - Not required, unless item is an auto BCM action.
MAL CODE - Not required, unless item is an auto BCM action.
I/P - Not required, unless item is an auto BCM action.
TYPE EQUIP* - Enter the TEC for the item being processed.
BU/SERNO* - Enter the appropriate bureau/serial number; must be on database.
W/D* - Enter the appropriate WD Code. (Appendix E)
T/M* - Enter the appropriate TM Code. (Appendix E)
POSIT* - Enter the appropriate PSI; if applicable.
SFTY/EI* - Enter the appropriate safety/EI number; if applicable.
REPAIR CYCLE* - System generated, may be updated upon induction.

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REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER* - Assigned JCN from the requesting activity.
WORK CENTER* - Enter the appropriate Work Center Code. (Appendix E). Auto assigned if
on the ICRL.
DISCREPANCY* - Enter the narrative description of the discrepancy.
TURN-IN DOCUMENT* - Enter the appropriate requisition number for the replacement
component.
CORRECTIVE ACTION* - Not required, unless item is an auto BCM action.
CORRECTED BY/INSPECTED BY/SUPERVISOR* - Not required, unless item is an auto
BCM action.
16.2.5.27 BCM Action (AMSU)
Figure 16-40 is an example of a BCM action at AMSU. ASD will retain a MAF as a suspense
copy, and the component will be forwarded to the IMA screening unit. The AMSU performs
administrative screening of the component to determine if a check/test/repair capability exists in
the IMA work centers. If it does not, the AMSU completes the MAF in the following manner.
(*) denotes those data fields completed by the AMSU induction. Type MAF Code "D". AMSU
and work centers will not document any man-hours on BCM 1 MAFs.
WORK UNIT CODE* - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code; system generated.
TRANS* - Must be 31.
M/L* - Must be 2.
A/T* - Must be 1 or 8.
MAL CODE* - Enter the appropriate MAL Code. (Appendix E)
I/P* - Must be 1.
HOURS* - System generated from accumulated work hours field.
TYPE EQUIP* - Enter the TEC for the item being processed.
BU/SERNO* - Enter the appropriate bureau/serial number; must be on database.
W/D* - Enter the appropriate WD Code. (Appendix E)
T/M* - Enter the appropriate TM Code. (Appendix E)
POSIT* - Enter the appropriate PSI (if applicable).

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SFTY/EI* - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE* - System generated, may be updated upon induction.
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER* - Assigned JCN from the requesting activity.
WORK CENTER* - Enter the appropriate Work Center Code 05A. Auto assigned if on the
ICRL. (Appendix E).
DISCREPANCY* - Enter the narrative description of the discrepancy.
TURN-IN DOCUMENT - Enter the appropriate requisition number for the replacement
component.
CORRECTIVE ACTION* - System generated.
CORRECTED BY/INSPECTED BY/SUPERVISOR* - Signature is electronically posted to the
MAF, based on the individual PASSWORD/SMQ. NALCOMIS will create the appropriate
mailbox messages as required.
MAINT CONTROL - Signature electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.28 Troubleshooting Close Out
Figure 16-41 is an example of a VIDS/MAF documented for the reporting of man-hours
expended in troubleshooting. NALCOMIS must create the close-out MAF automatically by
performing the basic MAF update function and indicating the close-out to be performed. The
following explains documentation:
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - System generated.
WORK UNIT CODE - Same as original MAF. System generated.
ACT ORG - I-level organization code. System generated.
TRANS - System generated.
M/L - System generated.
A/T - System generated.
MAL CODE - System generated.
I/P - System generated.
HOURS - System generated from accumulated work hours field.
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EMT - System generated.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.
METER - System generated.
REPAIR CYCLE - System generated.
MAINTENANCE/SUPPLY REC - System generated.
JOB CONTROL NUMBER - Same as original MAF. System generated.
WORK CENTER - System generated.
DISCREPANCY - System generated.
CORRECTIVE ACTION - System generated.
CORRECTED BY/INSPECTED BY/SUPERVISOR - System generated as required.
16.2.5.29 Assisting Work Center (Same WUC)
Figure 16-42 is an example of an assisting work center working on a same work unit coded item.
The following data fields require entries to document a completed action. Some data fields are
system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
WORK UNIT CODE - Must be the same as the primary work center's MAF.
ACT ORG - System generated.
TRANS - Enter the appropriate Transaction Code. (Appendix E)
M/L - Enter the appropriate maintenance level.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Items processed must be 0.
HOURS - System generated from accumulated work hours field.

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EMT - System generated.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.30 Assisting Work Center (Different WUC)
Figure 16-43 is an example of an assisting work center working on a different work unit coded
item. For NDI actions done on assist MAF refer to paragraphs 16.2.5.47 and 16.2.5.48 for action
taken and MAL code. The transaction code will be 11 for NDI assists. Some data fields are
system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
WORK UNIT CODE - Must be different from the primary Work Center Code. (Appendix E)
ACT ORG - System generated.
TRANS - Enter the appropriate Transaction Code. (Appendix E)
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M/L - Enter the appropriate maintenance level.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.31 Component Repaired Using a Repairable Subassembly
Figure 16-44 is an example of removal, replacement, and subsequent repair actions on subassemblies/modules of a major component. When a defective subassembly/module is removed
from a major component undergoing repair in the IMA, and the repair of these items isaccomplished as a separate job, NALCOMIS will generate a proper sequenced suffix JCN after
the requested parts are approved. The failed/required material field is used to document the
repair of the major component. Enter the following information for each subassembly/module

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removed. Complete the remainder of the MAF as specified in paragraph 16.2.1.3. The
following data fields require entries to document a completed action. Some data fields are
system generated or updated by using on-line functions. (*) denotes those data fields completed
by the AMSU induction.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
Upon approval of the requested subassemblies/modules by Production Control, NALCOMIS will
auto assign a DDSN to each failed/required line of the MAF.
WORK UNIT CODE - Enter the specific WUC of the unit being processed.
ACT ORG - I-level Organization Code.
TRANS - Must be 31or 32. (Appendix E)
M/L - Must be 2.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - Enter the appropriate TEC.
BU/SERNO* - Enter the appropriate bureau/serial
W/D* - Enter the appropriate WD Code. (Appendix E)
T/M* - Enter the appropriate TM Code. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE* - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC* - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate removed/old item data.
JOB CONTROL NUMBER* - Enter the appropriate JCN.

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WORK CENTER* - If the CAGE/part number is on the database ICRL, the work center will beelectronically posted to the turn-in MAF for each repairable. If CAGE/part number is not on the
ICRL, enter the appropriate work center code. (Appendix E)
DISCREPANCY* - Enter the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.32 Subassembly/Module Repair (Suffix)
Figure 16-45 is an example of a subassembly repair action documented by completing the suffix
MAF. This is the last MAF required if no repairable subassemblies are removed from thesubassembly. The following data fields require entries to document a completed action. Some
data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
Upon approval of the requested subassemblies/modules by Production Control, NALCOMIS will
auto assign a DDSN to each failed/required line of the MAF.
WORK UNIT CODE - System generated.
ACT ORG - I-level Organization Code.
TRANS - Must be 31 or 32. (Appendix E)
M/L - System generated; must be 2.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
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T/M - System generated.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - System generated.
WORK CENTER - If the FSCM/part number is on the database ICRL, the work center will beelectronically posted to the turn-in MAF for each repairable. If FSCM/part number is not on the
ICRL, enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - System generated.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.33 Sub-Subassembly/Module Repair (Double Suffix)
Figure 16-46 is an example of a sub-subassembly repair action documented by completing the
double suffix MAF. The failed/required material field is used to document the repair of the subsubassembly. Enter information for those items, which are known or suspected to havecontributed to the discrepancy. NALCOMIS will generate the proper sequenced double suffix
JCN. The following data fields require entries to document a completed action. Some data
fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
Upon approval of the requested sub-subassemblies/modules by Production Control NALCOMIS
will auto assign a DDSN to each failed/required line of the MAF.
WORK UNIT CODE - System generated.
ACT ORG - I-level Organization Code.
TRANS - Must be 31 or 32. (Appendix E)
M/L - System generated; must be 2.
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A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - System generated.
JOB CONTROL NUMBER - System generated.
WORK CENTER - If the FSCM/part number is on the database ICRL, the work center will beelectronically posted to the turn-in MAF for each repairable. If FSCM/part number is not on the
ICRL, enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY - System generated.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.34 Cannibalization (End Item)
Figure 16-47 is an example of a cannibalization of an end item. The removal of items forcannibalization will be documented on a MAF using the appropriate function and procedures
listed in paragraph 16.2.1.3. The following data fields require entries to document a completed
action. Some data fields are system generated or updated by using on-line functions.

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ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
WORK UNIT CODE - Enter the specific WUC for the item being processed.
ACT ORG - I-level organization code. System generated.
TRANS - System generated. (Appendix E)
M/L - System generated.
A/T - System generated. (Appendix E)
MAL CODE - Enter the appropriate MAL code; must be 812, 813, 814, 815, 816, 817, or 818(Appendix E).
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the equipment.
BU/SERNO - Enter the appropriate bureau/serial number; must be on the database.
W/D - System generated.
T/M - System generated.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. Second timecycle denotes installation of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - JCN system generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)

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DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.35 Cannibalization (From AWP Component)
Figure 16-48 is an example of cannibalization from an AWP component. If a joint decision ismade by supply and IMA to cannibalize instead of placing the repairable component AWP, thefollowing information will be entered in the FAILED/REQUIRED MATERIAL fields on the
MAF from which the serviceable repairable/consumable item is removed. NALCOMIS
performs this function automatically. The following data fields require entries to document acompleted action. Some data fields are system generated or updated by using on-line functions.
NOTE: By performing these functions within NALCOMIS the fields identified below as"Not required" will be completed as the MAF sign-off occurs.
ENTRIES REQUIRED SIGNATURE - Not required.
ACCUMULATED WORK HOURS - Not required.
FAILED/REQUIRED MATERIAL - System generated.
WORK UNIT CODE - Not required.
ACT ORG - Not required.
TRANS - Not required.
M/L - Not required.
A/T - System generated.
MAL CODE - System generated.
I/P - Not required.
HOURS - Not required.
EMT - Not required.
TYPE EQUIP - Not required.
BU/SERNO - Not required.
W/D - Not required.
T/M - Not required.

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POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Not required.
MAINTENANCE/SUPPLY REC - Not required.
REMOVED/OLD ITEM - Not required.
JOB CONTROL NUMBER - Not required.
WORK CENTER - Not required.
DISCREPANCY - Not required.
CORRECTIVE ACTION - Not required.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Not required.
MAINT CONTROL - Not required.
16.2.5.36 Cannibalization (Off-Equipment)
Figure 16-49 is an example of cannibalization of an item from a repairable component or
subassembly that is documented in the FAILED/REQUIRED MATERIAL section of the MAF
for the component/subassembly from which the item was cannibalized. The removed item isconsidered to have caused AWP but is not a "failed part" of the component/subassembly fromwhich it was cannibalized. It may be a failed part of the component for which it wascannibalized. Identify the removed item in the normal manner of a required part that caused
AWP and transfer the requisition to this JCN. NALCOMIS performs this function
automatically. The following data fields require entries to document a completed action. Some
data fields are system generated or updated by using on-line functions.
NOTE: By performing these functions within NALCOMIS the fields identified below as"Not required" will be completed as the MAF sign-off occurs.
ENTRIES REQUIRED SIGNATURE - Not required.
ACCUMULATED WORK HOURS - Not required.
FAILED/REQUIRED MATERIAL - Indicate (as appropriate) the FP and AWP blocks and fill in
the AT and MAL blocks (as required), QTY (as required), PROJ and PRI (as appropriate), Julian
date ordered and REQ NO (as applicable). System generated.
WORK UNIT CODE - Not required.
ACT ORG - Not required
TRANS - Not required.
M/L - Not required.

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A/T - System generated.
MAL CODE - System generated.
I/P - Not required.
HOURS - Not required.
EMT - Not required.
TYPE EQUIP - Not required.
BU/SERNO - Not required.
W/D - Not required.
T/M - Not required.
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Not required.
MAINTENANCE/SUPPLY REC - Not required.
REMOVED/OLD ITEM - Not required.
JOB CONTROL NUMBER - Not required.
WORK CENTER - Not required.
DISCREPANCY - Not required.
CORRECTIVE ACTION - Not required.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Not required.
MAINT CONTROL - Not required.
16.2.5.37 Matched Set (Repair and No Repair)Figures 16-50 and 16-51 are examples of a VIDS/MAF documented when processing a matched
set. Figure 16-50 illustrates repair action and Figure 16-51 illustrates no repair action. When the"no defect" component is determined at the I-level activity, it must be documented per paragraph16.2.1.3 with the following exceptions: Action Taken Code must be A, MAL Description Codemust be 806. Some data fields are system generated or updated by using on-line functions. An
asterisk (*) denotes those data fields completed by the AMSU induction. Type MAF Code D.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.

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FAILED/REQUIRED MATERIAL - Enter the failed part(s), and/or record supply requisition(s).
WORK UNIT CODE* - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code.
TRANS - Must be 31or 32. (Appendix E)
M/L* - Must be 2.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - Enter the TEC for the item being processed.
BU/SERNO* - Enter the appropriate bureau/serial number, must be on database.
W/D* - Enter the appropriate WD code. (Appendix E)
T/M* - Enter the appropriate TM code. (Appendix E)
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI* - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate removed/old item data. Second time cycle
denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER* - Enter the assigned JCN.
WORK CENTER* - Enter the appropriate work center code, auto assigned if FSCM/part number
is on database ICRL. (Appendix E)
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.

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16.2.5.38 Tire and Wheel Documentation (Tires Prepositioned in W/C and Ordering
Replacement Tire)
Figures 16-52 and 16-53 are examples of the VIDS/MAF documented for aircraft tire and wheel
actions. The work center must document tire identification and BCM data in the failed andrequired material fields of the MAF. Using AMSU Receipt, and various on-line functions thefollowing data fields require entry. An asterisk (*) denotes those data fields completed by the
AMSU induction. Type MAF Code D.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data (as required).
WORK UNIT CODE* - Enter the specific WUC of the item being processed.
ACT ORG - I-level organization code. System generated.
TRANS - Must be 31or 32. (Appendix E)
I/P* - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - Not required.
TYPE EQUIP* - Enter the TEC for the item being processed.
BU/SERNO* - Enter the appropriate bureau/serial number, must be on database.
W/D* - Enter the appropriate WD code. (Appendix E)
T/M* - Enter the appropriate TM code. (Appendix E)
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI* - Enter the appropriate safety/EI number (if applicable).
METER - Not required.
REPAIR CYCLE* - System generated. In-work/completed date/time; enter the appropriate
Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate removed/old item data. Second time cycle
denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Not required.
JOB CONTROL NUMBER* - Assigned JCN from the requesting activity.

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WORK CENTER* - Enter the appropriate work center code. Auto assigned if FSCM/partnumber is on database ICRL. (Appendix E)
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION* - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.39 Transferring IMA Close Out (Post/Predeployment)
Figure 16-54 is an example of an IMA close out for post/predeployment. The following data
fields require entries to document a completed action. Some data fields are system generated or
updated by using on-line functions. (*) denotes those data fields from the turn-in document.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter for each "missing" FLR module, subassembly of subsubassembly (as appropriate). The action taken field must be P.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code.
TRANS - Must be 31 or 32. (Appendix E)
M/L - Must be 2.
A/T - Must be D. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed.
BU/SERNO* - Enter the appropriate bureau/serial number; must be on database.
W/D - Enter the appropriate WD Code. (Appendix E)
T/M - Enter the appropriate TM Code. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
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SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate removed/old item data. Second time cycle
denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - System generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.40 Receiving IMA (Reinitiation Documentation)
Figure 16-55 is an example of a reinitiated VIDS/MAF from a transferring I-level activity. On
receipt of a repairable item from another I-level activity, the receiving AMSU will forward a
copy of the MAF to the local Supply CCS. Subsequent repair and disposition will be
documented on the new MAF per paragraph 16.2.1.3, except the Received Date field will reflect
the date the component was received from the transferring I-level activity. The following data
fields require entries. An asterisk (*) denotes those data fields completed by the AMSU
induction using information taken from the transferring activity MAF. Type MAF Code D.
WORK UNIT CODE* - Enter the specific WUC for the item being processed.
ACT ORG - I-level Organization Code.
M/L - Must be 2.
EMT - System generated.
TYPE EQUIP* - Enter the TEC for the item being processed.
BU/SERNO* - Enter the appropriate bureau/serial number.
W/D* - Enter the appropriate WD Code. (Appendix E)
T/M* - Enter the appropriate TM Code. (Appendix E)
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI* - Enter the appropriate safety/EI number (if applicable).
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REPAIR CYCLE* - Received date/time; system generated.
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER* - Enter the appropriate JCN from the activity item is received
from.
WORK CENTER* - Enter the appropriate work center code, auto assigned if FSCM/part number
is on database ICRL. (Appendix E)
DISCREPANCY* - Enter the narrative description of the discrepancy.
TURN IN DDSN* - Enter the turn-in document from the activity item is being received from.
PILOT/INITIATOR* - Enter the person’s name (as appropriate).
16.2.5.41 Component Missing SRC Card
Figure 16-56 is an example of a VIDS/MAF documented for turn-in of a component that is
missing the SRC card. Using AMSU receipt, the following data fields require entry. An asterisk(*) denotes those data fields completed by the AMSU induction. Type MAF Code D.
WORK UNIT CODE* - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code, system generated.
TRANS - Required if item is an auto BCM action.
M/L* - Must be 2.
A/T - Required if item is an auto BCM action.
MAL CODE* - Enter "140".
I/P - Required if item is an auto BCM action.
TYPE EQUIP* - Enter the TEC for the item being processed.
BU/SERNO* - Enter the appropriate bureau/serial number.
W/D* - Enter the appropriate WD Code. (Appendix E)
T/M* - Enter the appropriate TM Code. (Appendix E)
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI* - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE* - System generated, may be updated upon induction.
MAINTENANCE/SUPPLY REC* - Not required.

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REMOVED/OLD ITEM* - Enter the appropriate removed/old item data. Time cycle field enter
the appropriate time/cycle prefix code (Appendix E) followed by 9999. The use of 9999
indicates the value is unknown.
JOB CONTROL NUMBER* - Enter the assigned JCN from the requesting activity.
WORK CENTER* - Enter the appropriate work center code. Auto assigned if on the ICRL.
(Appendix E)
DISCREPANCY* - Enter the narrative description of the discrepancy.
TURN-IN DOCUMENT* - Enter the appropriate requisition number for the replacement
component.
CORRECTIVE ACTION* - Required if item is an auto BCM action.
CORRECTED BY/INSPECTED BY/SUPERVISOR* - Required if item is an auto BCM action.
16.2.5.42 Corrosion Supporting MAF
Figure 16-57 is an example of a supporting MAF documenting corrosion treatment. If corrosion
caused the malfunction and treatment of that condition results in elimination of the discrepancy,
then it is proper to use Transaction Code 31 or 32 with an AT Code C and MAL Codes C01
through C33. The only time a supporting MAF (Z/C01 through C33/Transaction Code 11) isrequired is when the corrosion treatment is separate and distinct from the malfunction cause.
The following explains documentation:
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code. System generated.
TRANS - Enter the appropriate Transaction Code, as required. (Appendix E)
M/L - Enter the appropriate maintenance level.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed.
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BU/SERNO - Enter the appropriate bureau/serial number.
W/D - System generated.
T/M - System generated.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
METER - Not required for level 2 maintenance.
REPAIR CYCLE - System generated. In-work/completed date/time; enter the appropriate Julian
date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate work center code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.43 Turn-In from Supply for TD Compliance
Figure 16-58 is an example of the VIDS/MAF documented for an end item turned in from a
supply activity for TD compliance. The supply activity, after coordinating through the I-level
QA, must initiate a TD compliance MAF for each item requiring TD compliance. The supply
activity must complete the following data fields on the TD compliance MAF prior to issuing to
Production Control for scheduling. The following explains documentation:
TECHNICAL DIRECTIVE ID INT - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO. - Enter basic number.
TECHNICAL DIRECTIVE ID RV - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT - Enter kit number.
TYPE EQUIP - Enter the TEC for the equipment.
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BU/SERNO - Enter the appropriate bureau/serial number.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates control number.
JOB CONTROL NUMBER - System will generate Supply ORG JCN.
DISCREPANCY - Enter the narrative description of the discrepancy and initiator.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD for supply induction of items
requiring TD compliance.
16.2.5.44 VIDS/MAF Work Request (Production Control Entries)
Figure 16-59 is an example of Work Request VIDS/MAF data fields completed by Production
Control. This information is provided by the requesting activity. Using the appropriate on-linefunction, enter the required data. The following explains documentation:
TYPE MAF CODE - "WR".
ENTRIES REQUIRED SIGNATURE - Not required.
ACCUMULATED WORK HOURS - Not required.
FAILED/REQUIRED MATERIAL - Not required.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - Not required.
M/L - Must be 2.
A/T - Not required.
MAL CODE - Not required.
I/P - Not required.
HOURS - Not required.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed.
BU/SERNO - Enter the appropriate bureau/serial number, must be on database.
W/D - Enter the appropriate WD code. (Appendix E)

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T/M - Enter the appropriate TM code. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. May be modified prior to approval.
MAINTENANCE/SUPPLY REC - Not required.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - Enter the assigned JCN from the requesting activity.
WORK CENTER - Enter the appropriate Work Center Code; auto assigned if FSCM/partnumber is on database ICRL. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Not required.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Not required.
PILOT/INITIATOR - Signature is electronically posted to the MAF upon approval.
MAINT CONTROL - Not required.
16.2.5.45 VIDS/MAF Work Request (Local Manufacture/Fabrication)
Figure 16-60 is an example of a completed Work Request VIDS/MAF documenting local
manufacture or fabrication. The following data fields require entries. Some data fields are
system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data as required.
WORK UNIT CODE - System generated.
ACT ORG - System generated.
TRANS - Transaction Code must be 30. (Appendix E)
M/L - Must be 2.
A/T - AT code must be A. (Appendix E)
MAL CODE - MAL code, must be 000. (Appendix E)
I/P - Enter the total number of items being processed.

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HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - System generated.
JOB CONTROL NUMBER - System generated.
WORK CENTER - System generated.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR - System generated.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.46 VIDS/MAF Work Request (Supply Asset Build-Up Induction)
Figure 16-61 is an example of a completed Work Request VIDS/MAF documenting supply asset
build-up inductions. Supply must move the item to suspense prior to performing the Work
Request function. The following data fields require entries. Some data fields are systemgenerated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE - System generated.
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ACT ORG - System generated.
TRANS - System generated.
M/L - Must be 2.
A/T - AT Code must be A. (Appendix E)
MAL CODE - MAL code, must be 804. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the serial number requiring build-up.
W/D - Enter W/D Code O.
T/M - Enter T/M Code T.
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data.
JOB CONTROL NUMBER - System generated upon initiation.
WORK CENTER - Enter the appropriate work center.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR - System generated.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.

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16.2.5.47 Scheduled Maintenance Work Request (NDI In-Shop) (Passed Inspection)
Figure 16-62 is an example of a completed Work Request VIDS/MAF documenting an In-Shop
NDI. The following data fields require entries. Some data fields are system generated or
updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE - Enter the specific WUC of the item being inducted.
ACT ORG - System generated.
TRANS - System generated; must be 30. (Appendix E)
M/L - Must be 2.
A/T - AT code must be A. (Appendix E)
MAL CODE - MAL code, must be 570 series. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - WD code must be O. (Appendix E)
T/M - TM code (as appropriate). (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data.
JOB CONTROL NUMBER - Enter the assigned JCN from the requesting activity.
WORK CENTER - Enter the appropriate work center.
DISCREPANCY - Enter the narrative description of the discrepancy.
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CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR - Enter the name of the person (as appropriate).
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.48 Scheduled Maintenance Work Request (NDI On-Site) (Passed Inspection)
Figure 16-63 is an example of a completed Work Request VIDS/MAF documenting an On-Site
NDI Inspection. The following data fields require entries. Some data fields are systemgenerated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE - Enter the specific WUC of the item being inducted.
ACT ORG - System generated.
TRANS - System generated; must be 30. (Appendix E)
M/L - Must be 2.
A/T - AT code must be A. (Appendix E)
MAL CODE - MAL code, must be 570 series. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - WD code must be O. (Appendix E)
T/M - TM code (as appropriate). (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.

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REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Not required.
JOB CONTROL NUMBER - Enter the assigned JCN from the requesting activity.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR - Enter the name of the person (as appropriate).
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
NOTE: The NDI technician must sign-off the squadron’s work request. Squadron
Maintenance Control must obtain the Level II copy within 48 hours.
16.2.5.49 Scheduled Maintenance Work Request (NDI On-Site) (Failed Inspection)
Figure 16-64 is an example of a completed Work Request VIDS/MAF documenting an On-Site
NDI failing test. The following data fields require entries. Some data fields are systemgenerated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE - Enter the specific WUC of the item being inducted.
ACT ORG - System generated.
TRANS - System generated; must be 30. (Appendix E)
M/L - Must be 2.
A/T - AT code must be F. (Appendix E)
MAL CODE - MAL code, must be 570 series. (Appendix E)
I/P - Enter the total number of items being processed.

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HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - WD code must be O. (Appendix E)
T/M - TM code (as appropriate). (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Not required.
JOB CONTROL NUMBER - Enter the assigned JCN from the requesting activity.
WORK CENTER - Enter the appropriate work center.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR - Enter the name of the person (as appropriate).
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.50 Scheduled Maintenance Work Request (NDI In-Shop) (Failed Inspection)
Figure 16-65 is an example of a completed Work Request VIDS/MAF documenting an In-Shop
NDI failing test. The following data fields require entries. Some data fields are systemgenerated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE - Enter the specific WUC of the item being inducted.

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ACT ORG - System generated.
TRANS - System generated; must be 30. (Appendix E)
M/L - Must be 2.
A/T - AT code must be F. (Appendix E)
MAL CODE - MAL code, must be 570 series. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the appropriate bureau/serial number, must be on database.
W/D - WD Code must be O. (Appendix E)
T/M - TM Code (as appropriate). (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data.
JOB CONTROL NUMBER - Enter the assigned JCN from the requesting activity.
WORK CENTER - Enter the appropriate Work Center Code.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR - Enter the name of the person (as appropriate).
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.

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16.2.5.51 Unscheduled Maintenance Work Request (NDI In-Shop) (Passed Inspection)
Figure 16-66 is an example of a completed Work Request VIDS/MAF documenting an In-Shopunscheduled NDI. The following data fields require entries. Some data fields are systemgenerated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE - Enter the specific WUC of the item being inducted.
ACT ORG - System generated.
TRANS - Transaction code must be 30. (Appendix E)
M/L - Must be 2.
A/T - AT code must be A. (Appendix E)
MAL CODE - MAL code must be 570. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the appropriate bureau/serial number, must be on database.
W/D - WD Code must be O. (Appendix E)
T/M - TM Code must be S. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data.
JOB CONTROL NUMBER - Enter the assigned JCN from the requesting activity.
WORK CENTER - Enter the appropriate Work Center Code.
DISCREPANCY - Enter the narrative description of the discrepancy.
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CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR - Enter the name of the person (as appropriate).
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.52 Unscheduled Maintenance Work Request (NDI In-Shop) (Failed Inspection)
Figure 16-67 is an example of a completed Work Request VIDS/MAF documenting an In-Shopunscheduled NDI failing test. The following data fields require entries. Some data fields are
system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE - Enter the specific WUC of the item being inducted.
ACT ORG - System generated.
TRANS - Transaction Code must be 30. (Appendix E)
M/L - Must be 2.
A/T - AT code must be F. (Appendix E)
MAL CODE - MAL code must be 570 series. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - WD code. (Appendix E)
T/M - TM code. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.

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REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data.
JOB CONTROL NUMBER - Enter the assigned JCN from the requesting activity.
WORK CENTER - Enter the appropriate Work Center Code.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR - Enter the name of the person (as appropriate).
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.53 O-Level Armament Equipment Turn-In for Scheduled Maintenance
Figure 16-68 is an example of an O-level armament equipment turn-in for scheduled
maintenance. The following data fields require entries. Some data fields are system generated
or updated by using on-line functions. (*) denotes those data fields completed by the AMSU
induction. Type MAF Code "SD".
ENTRIES REQUIRED SIGNATURE - Not required.
ACCUMULATED WORK HOURS - Not required.
FAILED/REQUIRED MATERIAL - Not required.
WORK UNIT CODE* - Enter the specific WUC of the item being inducted.
ACT ORG* - System generated.
TRANS - Not required.
M/L* - Must be 2.
A/T - Not required.
MAL CODE - Not required.
I/P - Not required.
HOURS - Not required.
EMT - System generated.

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TYPE EQUIP* - Enter the appropriate TEC.
BU/SERNO* - Enter the appropriate bureau/serial number.
W/D* - WD Code must be O. (Appendix E)
T/M* - TM Code must be D. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE* - Received date/time; system generated.
MAINTENANCE/SUPPLY REC* - System generated.
REMOVED/OLD ITEM* - Enter the appropriate data.
JOB CONTROL NUMBER* - Enter the assigned JCN from the requesting activity.
WORK CENTER* - Enter the appropriate Work Center Code, auto assigned if on databaseICRL.
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Not required.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Not required.
PILOT/INITIATOR* - Enter the name of the person (as appropriate).
MAINT CONTROL - Not required.
16.2.5.54 O-Level Armament Equipment Component Turn-In for Scheduled Maintenance(No Material Required) (Completed)
Figure 16-69 is an example of a completed VIDS/MAF documenting scheduled maintenance of aremoved armament equipment pool item, no discrepancies. The following data fields require
entries. Some data fields are system generated or updated by using on-line functions. An
asterisk (*) denotes those data fields completed by the AMSU induction. Type MAF Code SD.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE* - Enter the specific WUC of the item being inducted.
ACT ORG - System generated.
TRANS - Transaction code must be 31. (Appendix E)

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M/L* - Must be 2.
A/T - AT Code must be A. (Appendix E)
MAL CODE - MAL code must be 804. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - Enter the appropriate TEC.
BU/SERNO* - Enter the appropriate bureau/serial number, must be on database.
W/D* - WD Code must be O. (Appendix E)
T/M* - TM Code must be D. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data.
JOB CONTROL NUMBER* - Enter the assigned JCN from the requesting activity.
WORK CENTER* - Enter the appropriate work center, auto assigned if on database ICRL.
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR* - Enter the name of the person (as appropriate).
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.55 O-Level Armament Equipment Component Turn-In for Scheduled Maintenance(Maintenance and Material Required) (Completed)
Figure 16-70 is an example of a completed VIDS/MAF documenting scheduled maintenance of aremoved armament equipment pool item; maintenance and material required. The following
data fields require entries. Some data fields are system generated or updated by using on-line

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functions. An asterisk (*) denotes those data fields completed by the AMSU induction. TypeMAF Code SD.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE* - Enter the specific WUC of the item being processed.
ACT ORG* - System generated.
TRANS - Transaction Code must be 32. (Appendix E)
M/L* - Must be 2.
A/T - AT Code must be C. (Appendix E)
MAL CODE - MAL Code must be 804. (Appendix E)
I/P - Items processed; must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - Enter the appropriate TEC for the item being processed.
BU/SERNO* - Enter the appropriate bureau/serial number.
W/D* - WD Code must be O. (Appendix E)
T/M* - TM Code must be D. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - System generated.
JOB CONTROL NUMBER* - System generated.
WORK CENTER* - System generated.
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.

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CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR* - System generated.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.56 Turn-In Acceptance/Functional Check on Armament Equipment
Figure 16-71 is an example of a turn-in Work Request VIDS/MAF documenting theacceptance/functional check on armament equipment received from another AEP or excess froma supported activity. The following data fields require entries. Some data fields are systemgenerated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Not required.
ACCUMULATED WORK HOURS - Not required.
FAILED/REQUIRED MATERIAL - Not required.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - System generated.
M/L - Must be 2.
A/T - Not required.
MAL CODE - Not required.
I/P - Not required.
HOURS - Not required.
EMT - Not required.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - WD Code must be O. (Appendix E)
T/M - TM Code must be D. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.

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MAINTENANCE/SUPPLY REC - Not required.
REMOVED/OLD ITEM - Enter the appropriate data.
JOB CONTROL NUMBER - Enter the JCN from the activity turning in the component.
WORK CENTER - Enter the appropriate Work Center Code.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Not required.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Not required.
PILOT/INITIATOR - Enter the name of the person (as appropriate).
MAINT CONTROL - Not required.
16.2.5.57 Turn-In Acceptance/Functional Check on Armament Equipment (Completed)
Figure 16-72 is an example of a Work Request Turn-In VIDS/MAF documenting theacceptance/functional check on armament equipment received from another armament
equipment pool (AEP) or excess from a supported activity. The following data fields require
entries. Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE - Enter the specific WUC of the item being inducted.
ACT ORG - System generated.
TRANS - System generated, must be 30. (Appendix E)
M/L - Must be 2.
A/T - AT Code must be A. (Appendix E)
MAL CODE - MAL code (as appropriate). (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - WD Code. (Appendix E)
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T/M - TM Code. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data.
JOB CONTROL NUMBER - Enter the assigned JCN from the requesting/supported activity.
WORK CENTER - Enter the appropriate Work Center Code.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR - Enter the name of the person (as appropriate).
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.58 Armament Equipment Pool Preservation/Depreservation Control Document(Completed)
Figure 16-73 is a preservation/depreservation control document. Production Control will
generate a MAF for each preservation/depreservation. The following data fields require entries.
Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed parts/record supply requisitions.
WORK UNIT CODE - The first three positions must be 049.
ACT ORG - System generated.
TRANS - Transaction code must be 11. (Appendix E)
M/L - Enter the appropriate maintenance level.
A/T - AT Code must be 0. (Appendix E)
MAL CODE - MAL Code must be 000. (Appendix E)
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I/P - Must be 01.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the appropriate TEC.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - WD Code must be O. (Appendix E)
T/M - TM Code must be D. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Not required.
METER - Enter the appropriate meter time (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - System generated.
WORK CENTER - Enter the appropriate work center. (Appendix E).
WORK PRIORITY - Enter the appropriate work priority.
SYSTEM REASON - Enter the short narrative description of the discrepancy.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.59 I-Level Armament Equipment Pool Component Due for Scheduled Maintenance(Completed)
Figure 16-74 is an example of a completed VIDS/MAF documenting scheduled maintenance ofan I-level AEP component. The following data fields require entries. Some data fields are
system generated or updated by using on-line functions. An asterisk (*) denotes those data fields
completed by the AMSU induction. Type MAF SD.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.

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ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE* - Enter the specific WUC of the item being inducted.
ACT ORG* - System generated.
TRANS - Transaction Code must be 31. (Appendix E)
M/L* - Must be 2.
A/T - AT Code must be A. (Appendix E)
MAL CODE - MAL Code must be 804. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - Enter the appropriate TEC.
BU/SERNO* - Enter the appropriate bureau/serial number.
W/D* - WD Code must be O. (Appendix E)
T/M* - TM Code must be D. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data.
JOB CONTROL NUMBER* - Enter the assigned JCN from the IMA activity.
WORK CENTER* - Enter the appropriate work center. Auto assigned if on the database ICRL.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR* - Enter the name of the person (as appropriate).

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MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.60 O-Level ALSS Equipment Due for Scheduled Maintenance (Maintenance andMaterial Required) (Completed)
Figure 16-75 is an example of a completed VIDS/MAF documenting scheduled maintenance of
ALSS equipment (maintenance and material required). The following data fields require entries.
Some data fields are system generated or updated by using on-line functions. An asterisk (*)
denotes those data fields completed by the AMSU induction. Type MAF SD.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE* - Enter the specific WUC of the item being inducted.
ACT ORG* - System generated.
TRANS - Transaction Code must be 32. (Appendix E)
M/L* - Must be 2.
A/T - AT Code must be C. (Appendix E)
MAL CODE - MAL Code must be 804. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - Enter the appropriate TEC.
BU/SERNO* - Enter the appropriate bureau/serial number.
W/D* - WD Code must be O. (Appendix E)
T/M* - TM Code must be D. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data, as required.
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JOB CONTROL NUMBER* - Enter the assigned JCN from the requesting activity.
WORK CENTER* - System generated.
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR* - System generated.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.61 O-Level ALSS Personal Equipment Due For Scheduled Maintenance(Completed)
Figure 16-76 is an example of a completed VIDS/MAF documenting scheduled maintenance of
ALSS personal equipment. The following data fields require entries. Some data fields are
system generated or updated by using on-line functions. An asterisk (*) denotes those data fields
completed by the AMSU induction. Type MAF SD.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE* - Enter the specific WUC of the item being inducted.
ACT ORG* - System generated.
TRANS - Transaction Code must be 31. (Appendix E)
M/L* - Must be 2.
A/T - AT Code must be A. (Appendix E)
MAL CODE - MAL Code must be 804. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - Enter the appropriate TEC.
BU/SERNO* - Enter the appropriate bureau/serial number.
W/D* - WD Code must be O. (Appendix E)
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T/M* - TM Code must be D. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data, as required.
JOB CONTROL NUMBER* - Enter the assigned JCN from the requesting activity.
WORK CENTER* - Enter the appropriate work center; auto assigned if FSCM/part number is on
database ICRL.
DISCREPANCY* - System generated.
CORRECTIVE ACTION - System generated.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR* - Enter the name of the person (as appropriate).
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.62 O-Level ALSS Personal Equipment Due For Scheduled Maintenance(Maintenance and Material Required) (Completed)
Figure 16-77 is an example of a completed VIDS/MAF documenting scheduled maintenance of
ALSS personal equipment (maintenance and material required). The following data fields
require entries. Some data fields are system generated or updated by using on-line functions. An
asterisk (*) denotes those data fields completed by the AMSU induction. Type MAF SD.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE* - Enter the specific WUC of the item being inducted.
ACT ORG* - System generated.
TRANS - Transaction Code must be 32. (Appendix E)
M/L* - Must be 2.

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A/T - AT Code must be C. (Appendix E)
MAL CODE - MAL Code must be 804. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - Enter the appropriate TEC.
BU/SERNO* - Enter the appropriate bureau/serial number.
W/D* - WD Code must be O. (Appendix E)
T/M* - TM Code must be D. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data, as required.
JOB CONTROL NUMBER* - Enter the assigned JCN from the requesting activity.
WORK CENTER* - Enter the appropriate Work Center Code; auto assigned if FSCM/partnumber is on database ICRL.
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR* - Enter the name of the person (as appropriate).
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.63 I-Level ALSS Pool Component Due for Scheduled Maintenance (Completed)
Figure 16-78 is an example of an I-level completed VIDS/MAF documenting scheduled
maintenance of an ALSS pool component. The following data fields require entries. Some data
fields are system generated or updated by using on-line functions. An asterisk (*) denotes thosedata fields completed by the AMSU induction. Type MAF SD.

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ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data, as required.
WORK UNIT CODE* - Enter the specific WUC of the item being inducted.
ACT ORG* - System generated.
TRANS - Transaction Code must be 31. (Appendix E)
M/L* - Must be 2.
A/T - AT Code must be A. (Appendix E)
MAL CODE - MAL Code must be 804. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - Enter the appropriate TEC.
BU/SERNO* - Enter the appropriate bureau/serial number.
W/D* - WD Code must be O. (Appendix E)
T/M* - TM Code must be D. (Appendix E)
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data, as required.
JOB CONTROL NUMBER* - Enter the assigned JCN of the IMA.
WORK CENTER* - Enter the appropriate Work Center Code (Appendix E); auto assigned if
FSCM/part number is on database ICRL.
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
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PILOT/INITIATOR* - Enter the name of the person (as appropriate).
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.64 VIDS/MAF Discrepancy (Supply Asset Induction Document) (Material
Condition Tag Missing)
Figure 16-79 is an example of a VIDS/MAF documented for items inducted from a supply
activity for check, test, or service. Supply must move the item to suspense prior to performing
the MAF function. The following data fields require entries. Some data fields are systemgenerated or updated by using on-line functions. An asterisk (*) denotes those data fields
completed by the AMSU induction. Type MAF Code D.
ENTRIES REQUIRED SIGNATURE - Not required.
ACCUMULATED WORK HOURS - Not required.
FAILED/REQUIRED MATERIAL - Not required.
WORK UNIT CODE* - Enter the appropriate WUC of item being inducted.
ACT ORG* - System generated.
TRANS - Not required.
M/L* - Must be 2.
A/T - Not required.
MAL CODE - Not required.
I/P - Not required.
HOURS - Not required.
EMT - System generated.
TYPE EQUIP* - Enter the appropriate TEC.
BU/SERNO* - Enter the appropriate bureau/serial number.
W/D* - WD Code must be O.
T/M* - TM Code must be T.
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC* - System generated.
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REMOVED/OLD ITEM - Enter the FSCM, part number, removed date, serial number of theremoved item(s) and time cycle. If there is no serial number enter 0.
JOB CONTROL NUMBER* - JCN will have a Supply Org code.
WORK CENTER* - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Not required.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Not required.
PILOT/INITIATOR* - Type name.
MAINT CONTROL - Not required.
16.2.5.65 Completed Discrepancy MAF (Supply Asset Induction Document) (Material
Condition Tag Missing)
Figure 16-80 is an example of a completed VIDS/MAF documented for items inducted from a
supply activity for check, test, or service. The following data fields require entries. Some data
fields are system generated or updated by using on-line functions. An asterisk (*) denotes thosedata fields completed by the AMSU induction. Type MAF code D.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the appropriate data (as required).
WORK UNIT CODE* - System generated.
ACT ORG* - System generated.
TRANS - Transaction Code must be 31/32. (Appendix E)
M/L* - System generated.
A/T - AT Code. (Appendix E)
MAL CODE - MAL Code. (Appendix E)
I/P - Enter the total number of items being processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - System generated.
BU/SERNO* - System generated.

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W/D* - System generated.
T/M* - System generated.
POSIT - Not required.
SFTY/EI - Not required.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - System generated.
JOB CONTROL NUMBER* - System generated upon initiation.
WORK CENTER* - System generated.
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
PILOT/INITIATOR* - System generated.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.66 TD Compliance Turn-In Document (O-Level)
Figure 16-81 illustrates the data groups to be completed by the O-level activity on the TD
compliance VIDS/MAF. If the TD is applicable to an end item, such as an aircraft or NC-5, anda component is to be removed and sent to the IMA for modification or inspection as a portion of
the TD compliance, the man-hours required to remove and reinstall the component will be
documented on a TD compliance WO. The O-level will then originate a TD compliance WO foreach component forwarded to the I-level activity. This TD compliance WO will accompany thecomponent to the I-level activity for documentation of the assisting TD compliance action, andprocessing. The I-level activity will sign a copy, indicating receipt of the component and returnit to the O-level activity as an IOU receipt. An asterisk (*) denotes those data fields completed
by the AMSU induction. Type MAF Code TD.
WORK UNIT CODE* - Enter the specific WUC of the item being processed.
TECHNICAL DIRECTIVE ID INT* - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE* - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - Enter basic number.

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TECHNICAL DIRECTIVE ID RV* - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM* - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART* - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT* - Enter kit number.
TYPE EQUIP* - Enter the TEC for equipment.
BU/SERNO* - Enter the appropriate bureau/serial number; must be on database.
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI* - Enter the appropriate safety/EI number (if applicable).
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER* - Utilize O-level JCN.
WORK CENTER* - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY* - Enter the narrative description of the discrepancy.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.67 TD Compliance (IMA Assist)
Figure 16-82 is an example of the VIDS/MAF documented for a TD compliance with the I-level
activity assist. The I-level activity will complete the MAF as an assist work center. An asterisk(*) denotes those data fields completed by the AMSU induction. Type MAF Code TD.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE* - System generated.
ACT ORG - I-level Organization Code, system generated.
TRANS - Transaction Code must be 47. (Appendix E)
M/L* - System generated.
A/T - Enter Technical Directive status code, action taken field, must be A.
I/P - Must be 0.
HOURS - System generated from accumulated work hours field.
EMT - System generated.

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TECHNICAL DIRECTIVE ID INT* - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE* - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - Enter basic number.
TECHNICAL DIRECTIVE ID RV* - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM* - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART* - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT* - Enter kit number (if applicable); if not enter 00.
TYPE EQUIP* - Enter TEC for the equipment.
BU/SERNO* - Enter the appropriate bureau/serial number.
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
RECEIVED DATE/TIME - System generated. In-work/completed date/time; enter theappropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Entries are required when TYPE EQUIP is Y, D, S, H, or G series
or whenever an incorporation is being reported against a component related modification.
Second time cycle denotes installation of a warranted item. Third time cycle indicates contract
number.
JOB CONTROL NUMBER* - Utilize O-level JCN.
WORK CENTER* - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.

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16.2.5.68 Turn-In for TD Compliance
Figure 16-83 is an example of a VIDS/MAF documented for items turned in for TD compliance.
If the TD compliance is directly applicable to a component, the removal and replacement of thecomponent and the associated man-hours will be documented on a VIDS, MAF, or WO. The Olevel activity will then originate a TD compliance WO for the component being forwarded to theI-level activity. This TD compliance WO will accompany the component to the I-level activity
for documenting the accomplishment of the TD compliance action and processing. If thecomponent is not ordered, the I-level activity will sign copy 2, indicating receipt of thecomponent and return copy 2 to the O-level activity as an IOU receipt. An asterisk (*) denotes
those data fields completed by the AMSU induction. Type MAF Code TD.
WORK UNIT CODE* - Enter the specific WUC of the item being processed.
TECHNICAL DIRECTIVE ID INT* - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE* - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - Enter basic number.
TECHNICAL DIRECTIVE ID RV* - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM* - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART* - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT* - Enter kit number.
TYPE EQUIP* - Enter the Y series TEC for the item or the applicable TEC of the end item.
BU/SERNO* - Enter 000000 for Y series equipment or the appropriate bureau/serial number.
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI* - Enter the appropriate safety/EI number (if applicable).
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER* - Utilize O-level JCN.
WORK CENTER* - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY* - Enter the narrative description of the discrepancy.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.69 IMA TD Compliance
Figure 16-84 is an example of the VIDS/MAF documented when processing an item for TD
compliance at the I-level activity. The I-level activity will complete the remainder of the TD

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compliance MAF accounting for the items(s) processed in IP data field. An asterisk (*) denotes
those data fields completed by the AMSU induction. Type MAF Code TD.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE* - System generated.
ACT ORG - I-level Organization Code, system generated.
TRANS - Transaction Code must be 47. (Appendix E)
M/L* - System generated.
A/T - Enter Technical Directive status code, action taken field.
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TECHNICAL DIRECTIVE ID INT* - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE* - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - Enter basic number.
TECHNICAL DIRECTIVE ID RV* - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM* - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART* - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT* - Enter kit number.
TYPE EQUIP* - Enter the Y series TEC for the item or the applicable TEC of the end item.
BU/SERNO* - Enter 000000 if unknown or the appropriate bureau/serial number, must be on the
database.
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.

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INSTALLED/NEW ITEM - Entries are required when TYPE EQUIP is Y, D, S, H, or G series
or whenever an incorporation is being reported against a component related modification.
Second time cycle denotes installation of a warranted item. Third time cycle indicates contract
number.
JOB CONTROL NUMBER* - Utilize O-level JCN.
WORK CENTER* - System generated.
DISCREPANCY* - System generated.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.70 TD Compliance Removal
Figure 16-85 is an example of a VIDS/MAF documented for a TD compliance removal. TD
compliance removals will be documented in the same manner as TD compliance incorporations.
An asterisk (*) denotes those data fields completed by the AMSU induction.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE* - System generated.
ACT ORG - I-level Organization Code, system generated.
TRANS - Transaction Code must be 47. (Appendix E)
M/L* - System generated.
A/T - Enter Technical Directive status code Q.
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TECHNICAL DIRECTIVE ID INT* - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE* - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - Enter basic number.
TECHNICAL DIRECTIVE ID RV* - Enter revision (if applicable).

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TECHNICAL DIRECTIVE ID AM* - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART* - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT* - Enter kit number.
TYPE EQUIP* - Enter the Y series TEC for the item or the applicable TEC of the end item.
BU/SERNO* - Enter 000000 if unknown or the appropriate bureau/serial number.
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Entries are required in these blocks when TYPE EQUIP is Y, D, S,
H, or G series or whenever an incorporation is being reported against a component related
modification. Second time cycle denotes installation of a warranted item. Third time cycle
indicates contract number.
JOB CONTROL NUMBER* - Utilize O-level JCN.
WORK CENTER* - System generated.
DISCREPANCY* - System generated.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.71 O-Level Turn-In Control Document for Engine Repair
Figure 16-86 is an example of a VIDS/MAF turn-in control document for engine repair initiatedby the O-level. The following data fields will be transcribed from O-level turn-in VIDS, MAF,
or WO into NALCOMIS AMSU Induction. Type MAF Code D.
WORK UNIT CODE - Enter the specific WUC for the item being processed.
MAL CODE - Enter the conditional MAL Code (if applicable); otherwise leave blank.
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TYPE EQUIP - Enter the TEC for the engine.
BU/SERNO - Enter the PSSN.
W/D - Enter the appropriate WD Code. (Appendix E)
T/M - Enter the appropriate TM Code. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REMOVED/OLD ITEM - Enter the appropriate data to reflect the PSSN as a removed
component. Leave part number data field blank. Second time cycle denotes removal of awarranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - Utilize O-level JCN.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy. Provide inspection JCN
for IMA use.
INSP JCN - Enter ALPHA JCN from the discrepancy block of the Turn-In MAF.
TURN-IN DOCUMENT - Enter the data from the turn-in MAF.
SYSTEM REASON - Enter engine SERNO/MOM.
NOTE: Before any engine can be inducted for repair or inspection the engine must be
loaded to the Configuration Subsystem within NALCOMIS.
16.2.5.72 Supply Asset Engine Depreservation
Figure 16-87 is an example of a VIDS/MAF for a supply asset engine depreservation. The
following data fields require entries.
WORK UNIT CODE - Enter 049.
ACT ORG - System generated.
TRANS - System generated 11.
M/L - System generated.
TYPE EQUIP - Enter the TEC for the engine.
BU/SERNO - Enter the PSSN.
W/D - System generated O. (Appendix E)
T/M - System generated D. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).

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SFTY/EI - Enter the appropriate safety/EI number (if applicable).
DISCREPANCY - Enter the narrative description of the discrepancy.
JOB CONTROL NUMBER - System generated with Supply Org.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
SYSTEM REASON - Uncan/depreserve.
NOTE: Before any engine can be inducted for repair or inspection the engine must be
loaded to the Configuration Subsystem within NALCOMIS.
16.2.5.73 Supply Asset Engine (Assist VIDS/MAF) Test Cell Run
Figure 16-88 is an example of a VIDS/MAF for a supply asset engine (Assist MAF) test cell run.
The following data fields require entries.
WORK UNIT CODE - Enter the specific WUC for the item being processed.
ACT ORG - System generated.
TRANS - System generated 11.
M/L - System generated.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated V. (Appendix E)
T/M - System generated T. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
DISCREPANCY - Enter the narrative description of the discrepancy.
JOB CONTROL NUMBER - System generated with Supply Org.
WORK CENTER - Enter the appropriate work center code. (Appendix E)
SYSTEM REASON - Enter "Test Cell Run".
NOTE: Before any engine can be inducted for repair or inspection the engine must be
loaded to the Configuration Subsystem within NALCOMIS.
16.2.5.74 Fix-In-Place (Material Not Required)Figure 16-89 is an example of a supporting VIDS/MAF for a fix-in-place repair action not
requiring material. The following data fields require entries to document a completed action.
Some data fields are system generated or updated by using on-line functions.
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ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code; system generated.
TRANS - Transaction Code must be 11. (Appendix E)
M/L - Must be 2.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated from engine turn-in MAF.
BU/SERNO - System generated from engine turn-in MAF.
W/D - System generates W; it can be changed to R or X. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - System generated from Engine Turn-in MAF.
WORK CENTER - Enter the appropriate work center. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.

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16.2.5.75 Fix-In-Place (Material Required)Figure 16-90 is an example of a supporting VIDS/MAF for a fix-in-place repair action requiring
material. The following data fields require entries to document a completed action. Some data
fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Enter the failed parts, identify parts that caused AWP
during repair, and/or record supply requisitions.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code; system generated.
TRANS - Enter 12 when material is being indexed in failed required material. (Appendix E)
M/L - Must be 2.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated from engine turn-in MAF.
BU/SERNO - System generated from engine turn-in MAF.
W/D - System generates W; it can be changed to R or X. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - System generated from engine turn-in MAF.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.

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CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.76 Removal/Replacement of a Tracked Consumable Component
Figure 16-91 is an example of a supporting VIDS/MAF for a removal and replacement of a
tracked consumable. The following data fields require entries to document a completed action.
Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Record supply requisitions.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code; system generated.
TRANS - Must be 18. (Appendix E)
M/L - System generated.
A/T - Must be R. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated from engine turn-in MAF.
BU/SERNO - System generated from engine turn-in MAF.
W/D - System generates W; it can be changed to R or X. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.

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MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item . Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - System generated from engine turn-in MAF.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.77 Removal/Replacement of a Repairable Component with No Repairable SubSubassemblies
Figure 16-92 is an example of a supporting VIDS/MAF for a removal and replacement of arepairable with no repairable sub-subassemblies. The following data fields require entries todocument a completed action. Some data fields are system generated or updated by using online functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Record supply requisitions.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code; system generated.
TRANS - Must be 23. (Appendix E)
M/L - System generated.
A/T - Must be R. (Appendix E)
MAL CODE - Enter the appropriate MAL code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.

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EMT - System generated.
TYPE EQUIP - System generated from engine turn-in MAF.
BU/SERNO - System generated from engine turn-in MAF.
W/D - System generates W; it can be changed to R or X. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. Second timecycle denotes installation of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - System generated from engine turn-in MAF.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.78 Removal/Replacement of a Repairable Component with Repairable SubSubassemblies
Figure 16-93 is an example of a supporting VIDS/MAF for a removal and replacement of arepairable with repairable sub-subassemblies. The following data fields require entries todocument a completed action. Some data fields are system generated or updated by using online functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Record supply requisitions.
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WORK UNIT CODE - Enter the specific WUC of the item being removed/replaced.
ACT ORG - I-level Organization Code; system generated.
TRANS - Must be 23. (Appendix E)
M/L - System generated.
A/T - Must be R. (Appendix E)
MAL CODE - Enter the appropriate MAL code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated from engine turn-in MAF.
BU/SERNO - System generated from engine turn-in MAF.
W/D - System generates W; it can be changed to R or X. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. Second timecycle denotes installation of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - System generated from engine turn-in MAF.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.

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16.2.5.79 Facilitate Other Maintenance (FOM)
Figure 16-94 is an example of a supporting VIDS/MAF to FOM. The following data fields
require entries to document a completed action. Some data fields are system generated or
updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code; system generated.
TRANS - Must be 11. (Appendix E)
M/L - Must be 2.
A/T - Must be S. (Appendix E)
MAL CODE - Must be 800. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated from engine turn-in MAF.
BU/SERNO - System generated from engine turn-in MAF.
W/D - Must be O. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - System generated from engine turn-in MAF.
WORK CENTER - Enter the appropriate work center. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.

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CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.80 Engine Repair Control Document (Completed VIDS/MAF)
Figure 16-95 is an example of a completed VIDS/MAF for an engine repair control document.
The following data fields require entries to document a completed action. Some data fields are
system generated or updated by using on-line functions. An asterisk (*) denotes those data fields
completed by the AMSU induction.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE* - Enter the specific WUC of the item being processed.
ACT ORG* - I-level Organization Code; system generated.
TRANS - Transaction Code must be 31. (Appendix E)
M/L* - Must be 2.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - System generated from engine turn-in MAF.
BU/SERNO* - System generated from engine turn-in MAF.
W/D* - System generated.
T/M* - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.

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REMOVED/OLD ITEM* - Enter the appropriate data to reflect the PSSN as a removed
component. Leave part number data field blank. Second time cycle denotes removal of awarranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER* - System generated from engine turn-in MAF.
WORK CENTER* - System generated.
DISCREPANCY* - System generated.
CORRECTIVE ACTION - Enter the narrative description of the corrective action taken andindicate if RFI or BCM. This section may also be used to report test cell run time.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.81 Supply Asset Engine Build-Up
Figure 16-96 is an example of a VIDS/MAF for a supply asset engine build-up. The following
data fields require entries.
WORK UNIT CODE - Enter the specific WUC for the item being processed.
ACT ORG - System generated.
TRANS - System generated 30.
M/L - System generated.
TYPE EQUIP - Enter the TEC for the engine.
BU/SERNO - Enter the PSSN.
W/D - Enter WD Code O. (Appendix E)
T/M - Enter TM Code T. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REMOVED/OLD ITEM - Enter the appropriate data to reflect the PSSN as a removed
component. Second time cycle denotes removal of a warranted item. Third time cycle indicatescontract number.
DISCREPANCY - Enter the narrative description of the discrepancy. Provide inspection JCN
for IMA use.
JOB CONTROL NUMBER - System generated with Supply Org.

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WORK CENTER - Enter the appropriate work center code. (Appendix E)
SYSTEM REASON - Enter engine serial number and the word "QEC".
NOTE: Before any engine can be inducted for repair or inspection the engine must be
loaded to the Configuration Subsystem within NALCOMIS.
16.2.5.82 Engine Component Turn-In for Repair
Figure 16-97 is an example of an engine component turned in for repair. An engine component
turned in for repair will have the following data fields which are system generated when the partis ordered.
WORK UNIT CODE - System generated.
MAL CODE - Enter conditional MAL code (if applicable); otherwise leave blank.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.
REMOVED/OLD ITEM - System generated.
JOB CONTROL NUMBER - System generated.
DISCREPANCY - System generated.
TURN-IN DOCUMENT - System generated.
16.2.5.83 Engine Component Repair (Completed)
Figure 16-98 is an example of a completed engine component repair. To complete the repair use
the turn-in document and make the following entries. Some data fields are system generated or
updated by using on-line functions. (*) denotes those data fields system generated from the turnin document.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Enter the failed part(s), identify parts that caused AWP
during repair, and/or record supply requisition(s) (if applicable).
WORK UNIT CODE* - System generated.
ACT ORG - I-level Organization Code; system generated.
TRANS - Must be 31 or 32. (Appendix E)

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M/L - Must be 2, system generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - System generated from engine turn-in MAF.
BU/SERNO* - System generated from engine turn-in MAF.
W/D* - System generated.
T/M* - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
JOB CONTROL NUMBER* - System generated from engine turn-in MAF.
WORK CENTER* - Enter the appropriate work center. (Appendix E)
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.84 Turn-In Document Solely for Major Engine Inspection
Figure 16-99 is an example of a turn-in document from O-level activity solely for a major engine
inspection. This induction MAF also serves as the inspection control MAF. (*) denotes thosedata fields completed by the AMSU induction. Type MAF Code "PC".
WORK UNIT CODE* - Enter the seven position WUC describing the inspection.
TYPE EQUIP* - Enter the TEC of the engine.
BU/SERNO* - Enter the PSSN.
W/D* - Must be O.

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T/M* - Must be J.
POSIT* - Enter the appropriate PSI (if applicable).
REMOVED/OLD ITEM* - Reflects the propulsion system as a removed component. Leave partnumber blank.
JOB CONTROL NUMBER* - Enter O-level inspection JCN.
DISCREPANCY* - Enter narrative description of the type of inspection to be performed andinitiator.
TURN-IN DOCUMENT* - Enter turn-in document from O-level turn-in.
16.2.5.85 Control Document Solely for Major Engine Inspection (Completed)
Figure 16-100 an example of a completed control document for a major engine inspection. The
I-level activity will fill in the following blocks on the control document for an engine that has
been inducted into the I-level activity solely for a major engine inspection. Some data fields are
system generated or updated by using on-line functions. (*) denotes those data fields systemgenerated from the turn-in document.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - If only one work center is involved in the inspection, lookphase man-hours may be entered on the control document. EMT will be system generated. If
more than one work center is involved, a separate supporting MAF must be documented for eachwork center involved in the inspection.
WORK UNIT CODE* - System generated.
ACT ORG - I-level Organization Code; system generated.
TRANS - Must be 31. (Appendix E)
M/L* - Must be 2, system generated.
A/T - Must be 0. (Appendix E)
MAL CODE - Must be 000. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
TYPE EQUIP* - System generated from engine turn-in MAF.
BU/SERNO* - System generated from engine turn-in MAF.
W/D* - System generated.
T/M* - System generated. (Appendix E)
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POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
JOB CONTROL NUMBER* - System generated from engine turn-in MAF.
WORK CENTER* - System generated.
DISCREPANCY* - System generated.
CORRECTIVE ACTION - Enter the narrative description of the corrective action and indicate if
RFI or BCM.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
NOTE: If the engine is BCM, it should be documented using a fix phase JCN. The turn-in
document and E blocks will be transferred to the BCM MAF. The inspection
control document for the BCM'd engine will be closed out using Transaction Code11 and 0 items processed.
16.2.5.86 Control Document for Major Engine Inspection (Engine Undergoing Repair)Figure 16-101 is an example of a supporting control document for an engine undergoing repair
that requires a major inspection. I-level maintenance activities will comply with this instruction
when engines are turned in for repair. If an inspection is required, the IMA will initiate theMAF. The following explains documentation:
WORK UNIT CODE - Enter the seven position WUC describing the inspection.
TYPE EQUIP - System generated from repair MAF.
BU/SERNO - System generated from repair MAF.
W/D - System generated.
T/M - Must be J, system generated.
POSIT - Enter the appropriate PSI (if applicable).
JOB CONTROL NUMBER - System generated from engine turn-in MAF, must be A00, B00,
etc.
DISCREPANCY - Enter narrative description of the type of inspection to be performed.
SYSTEM/REASON - Enter PSSN and the word INSP.

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16.2.5.87 Major Engine Inspection (Look Phase Supporting Work Center)
Figure 16-102 is an example of a look phase supporting work center for a major engine
inspection. If more than one work center is involved in the inspection, a separate supporting
MAF must be documented for each work center. Some data fields are system generated or
updated by using on-line functions. (*) denotes those data fields system generated from thecontrol document created. Inspection look MAFs can be initiated when the control MAF is
initiated.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE* - System generated.
ACT ORG* - System generated.
TRANS - Must be 11. (Appendix E)
M/L* - System generated.
A/T* - System generated. (Appendix E)
MAL CODE* - System generated. (Appendix E)
I/P* - Must be 0, system generated.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - System generated from inspection control MAF.
BU/SERNO* - System generated from inspection control MAF.
W/D* - System generated.
T/M* - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
JOB CONTROL NUMBER* - System generated from inspection control MAF.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the MRC numbers to be complied with.

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CORRECTIVE ACTION - Enter the MRC numbers complied with and item numbers of any
discrepancy discovered. Inspection supervisor will assign a fix phase MAF to cover any
discrepancy found.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
SYSTEM REASON - Engine SERNO and the word "LOOK".
16.2.5.88 Major Engine Inspection (Fix-In-Place)
Figure 16-103 is an example of the VIDS/MAF documented for a fix-in-place for a major engine
inspection. Some data fields are system generated or updated by using on-line functions. An
asterisk (*) denotes those data fields system generated from the control document.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE - Enter the specific WUC for the item being processed.
ACT ORG* - System generated.
TRANS - Must be 11 or 12. (Appendix E)
M/L* - System generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field
EMT - System generated.
TYPE EQUIP* - System generated from inspection control MAF.
BU/SERNO* - System generated from inspection control MAF.
W/D* - System generated.
T/M* - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).

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REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
JOB CONTROL NUMBER* - System generated from inspection control MAF.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the MRC numbers to be complied with.
CORRECTIVE ACTION - Enter a narrative description of the corrective action taken.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.89 Major Engine Inspection (Fix Phase Removal and Replacement of a Repairable
Component)
Figure 16-104 is an example of a removal and replacement of a repairable component during amajor engine inspection. Some data fields are system generated or updated by using on-linefunctions. An asterisk (*) denotes those data fields system generated from the control document
created in.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - This section will be used to document Supply requisitions.
No index.
WORK UNIT CODE - Enter the specific WUC for the item being processed.
ACT ORG* - System generated.
TRANS - Must be 23. (Appendix E)
M/L* - System generated.
A/T - Must be R. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - System generated from inspection control MAF.

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BU/SERNO* - System generated from inspection control MAF.
W/D* - System generated.
T/M* - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates, and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. Second timecycle denotes installation of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER* - System generated from inspection control MAF.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter a narrative description of the corrective action taken.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.90 Major Engine Inspection (Component Turn-In)
Figure 16-105 is an example of a component turn-in during a major engine inspection. Turn-in
MAF is created.
WORK UNIT CODE - System generated.
TYPE EQUIP - System generated.
BU/SERNO - System generated.
W/D - System generated.
T/M - System generated.
POSIT - Enter the appropriate PSI (if applicable).
JOB CONTROL NUMBER - System generated.

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DISCREPANCY - System generated.
SYSTEM/REASON - System generated.
16.2.5.91 Major Engine Inspection Completed After Repair Action
Figure 16-106 is an example of a major engine inspection control document after repair action.
I-level maintenance activities will comply with this instruction when engines are turned in forrepair. If an inspection is required, the I-level maintenance activity will initiate the MAF. Whenthe original repair action is complete and the inspection is complete, there should be twocompleted control documents MAFs. The transaction code will be 31 for the repair control
document and 11 for the inspection control document. Some data fields are system generated or
updated by using on-line functions. (*) denotes those data fields system generated from the turnin document.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - If only one work center is involved in the inspection, lookphase man-hours may be entered on the control document. EMT will be system generated. If
more than one work center is involved, a separate supporting MAF must be documented for eachwork center involved in the inspection.
WORK UNIT CODE* - System generated.
ACT ORG - I-level organization code; system generated.
TRANS - Must be 11. (Appendix E)
M/L* - Must be 2; system generated.
A/T - Must be 0. (Appendix E)
MAL CODE - Must be 000. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
TYPE EQUIP* - System generated from engine turn-in MAF.
BU/SERNO* - System generated from engine turn-in MAF.
W/D* - System generated.
T/M* - System generated. (Appendix E)
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
POSIT - Enter the appropriate PSI (if applicable).

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SFTY/EI - Enter the appropriate safety/EI number (if applicable).
JOB CONTROL NUMBER* - System generated from Engine Turn-in MAF.
WORK CENTER* - System generated.
DISCREPANCY* - System generated.
CORRECTIVE ACTION - Enter a narrative description of the corrective action taken.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.92 Supply Asset (TD Compliance Request)
Figure 16-107 is an example of the entries required by the Supply Department for TD
compliance on all engines or engine components held as supply stock. The following explains
documentation:
TECHNICAL DIRECTIVE ID INT - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO. - Enter basic number.
TECHNICAL DIRECTIVE ID RV - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT - Enter kit number.
TYPE EQUIP - Enter the TEC that identifies the type of engine to which the TD applies.
BU/SERNO - Enter the PSSN of the engine or serial number of the component to which the TD
applies.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates control number.
JOB CONTROL NUMBER - System generated.
DISCREPANCY - Enter the narrative description of the discrepancy and initiator.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.

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16.2.5.93 Supply Asset TD Compliance Request (IMA Production Control Entries)
Figure 16-108 is an example of the entries required by Production Control for TD compliance on
all engines or engine components held as supply stock. An asterisk (*) denotes entries
completed when MAF was initiated.
ENTRIES REQUIRED SIGNATURE - Check LOGS and REC boxes and upon completion of
TD compliance enter name/rate/rank to certify all applicable logs/records have had appropriate
entries made.
WORK UNIT CODE - Enter the WUC which identifies the engine or component to which the
TD applies.
ACT ORG - I-level Organization Code, system generated.
TRANS - Must be 41 or 47 (as appropriate); system generated. (Appendix E)
M/L - Must be 2; system generated.
TECHNICAL DIRECTIVE ID INT* - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE* - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - Enter basic number.
TECHNICAL DIRECTIVE ID RV* - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM* - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART* - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT* - Enter kit number.
TYPE EQUIP* - Enter the TEC that identifies the type of engine to which the TD applies.
BU/SERNO* - Enter the PSSN of the engine or serial number of the component to which the TD
applies.
JOB CONTROL NUMBER* - System generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
REMOVED/OLD ITEM - Enter the appropriate data for PSSN. Second time cycle denotes
removal of a warranted item. Third time cycle indicates contract number.
DISCREPANCY* - Enter the narrative description of the discrepancy and initiator.
NOTE: Production Control will initiate separate MAFs for each work center involved,
using the same JCN as the control document.

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16.2.5.94 Supply Asset (TD Compliance Completed)
Figure 16-109 is an example of the completed TD compliance (work center entries) for supply
stock. (*) denotes those data fields previously completed by Supply and Production Control.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE* - System generated.
ACT ORG - I-level Organization Code, system generated.
TRANS - Transaction Code must be 41 or 47 (as appropriate).
M/L* - System generated.
A/T - Enter TD Status Code. (Appendix E)
I/P - Enter the total number of items processed. The following conditions will apply to thenumber of items processed being recorded. (1) TD Status Codes A or W will require 0's. (2) TD
Status Codes C, D, P, or Q will require a minimum of 1 in this data field.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TECHNICAL DIRECTIVE ID INT* - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE* - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - Enter basic number.
TECHNICAL DIRECTIVE ID RV* - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM* - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART* - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT* - Enter kit number.
TYPE EQUIP* - Enter the TEC that identifies the type of engine to which the TD applies.
BU/SERNO* - Enter the PSSN of the engine or serial number of the component to which the TD
applies.
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.

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JOB CONTROL NUMBER* - System generated.
WORK CENTER* - Enter the appropriate work center code. (Appendix E)
REMOVED/OLD ITEM - Enter the appropriate data for PSSN. Second time cycle denotes
removal of a warranted item. Third time cycle indicates contract number.
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.95 O-Level Engine TD Compliance Request
Figure 16-110 is an example of the O-level originating the TD compliance VIDS/MAF (turn-in)
using an O-level JCN for engines or engine components sent to the I-level activity solely for TD
compliance. The following data fields will be filled in at the I-level activity. Type MAF CodeTD.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
TYPE EQUIP - Enter the TEC that identifies the type of engine to which the TD applies.
BU/SERNO - Enter the PSSN of the engine or serial number of the component to which the TD
applies; otherwise enter 000000.
TECHNICAL DIRECTIVE ID INT - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO. - Enter basic number.
TECHNICAL DIRECTIVE ID RV - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT - Enter kit number.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).

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REMOVED/OLD ITEM - Enter the appropriate data for the PSSN. Second time cycle denotes
removal of a warranted item. Third time cycle indicates contract number.
DISCREPANCY - Enter the narrative description of the discrepancy.
JOB CONTROL NUMBER - Utilize O-level JCN from turn-in.
TURN-IN DOCUMENT - Enter the data from turn-in MAF. If engine/component is not ordered
but simply turned in for TD compliance, leave blank.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.96 O-Level Engine TD Compliance Request (Production Control Entries)
Figure 16-111 is an example of Production Control entries for an O-level engine TD compliance.
(*) denotes those data fields that are system generated.
WORK UNIT CODE* - Enter the specific WUC of the item being processed.
TECHNICAL DIRECTIVE ID INT* - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE* - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - Enter basic number.
TECHNICAL DIRECTIVE ID RV* - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM* - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART* - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT* - Enter kit number.
TYPE EQUIP* - Enter the TEC for equipment.
BU/SERNO* - Enter the appropriate bureau/serial number; must be on database.
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI* - Enter the appropriate safety/EI number (if applicable).
REMOVED/OLD ITEM* - Enter the appropriate data for the PSSN. Second time cycle denotes
removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER* - Utilize O-level JCN.
WORK CENTER* - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY* - Enter the narrative description of the discrepancy.
PRI - Enter 1, 2, or 3.

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NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.97 O-Level Engine TD Compliance Request (Completed)
Figure 16-112 is an example of a completed I-level work center VIDS/MAF for an engine TD
compliance request. An asterisk (*) denotes those data fields that are system generated.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE* - System generated.
ACT ORG* - System generated.
TRANS - Transaction Code must be 41. (Appendix E)
M/L* - System generated.
A/T - Enter the appropriate TD Status Code that describes the action taken by the reporting work
center. (Appendix E)
I/P - Enter the total number of items processed. The following conditions will apply to thenumber of items processed: (1) TD Status Codes A or W will require 0's. (2) TD Status codes
C, D, P, or Q will require a 1 in this data field.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TECHNICAL DIRECTIVE ID INT* - System generated.
TECHNICAL DIRECTIVE ID CODE* - System generated. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - System generated.
TECHNICAL DIRECTIVE ID RV* - System generated.
TECHNICAL DIRECTIVE ID AM* - System generated.
TECHNICAL DIRECTIVE ID PART* - System generated.
TECHNICAL DIRECTIVE ID KIT* - System generated.
TYPE EQUIP* - System generated.
BU/SERNO* - System generated.
POSIT* - System generated.
SFTY/EI* - System generated.

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REMOVED/OLD ITEM* - System generated.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
JOB CONTROL NUMBER* - System generated.
WORK CENTER* - System generated. (Appendix E)
DISCREPANCY* - System generated.
CORRECTIVE ACTION - Enter the narrative description of the discrepancy.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.98 I-Level Originated TD Compliance Request (Engine Component)
Figure 16-113 is an example of an I-level originated TD compliance. The following explains
documentation:
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
FAILED/REQUIRED MATERIAL - This section will be used to record supply requisitions.
WORK UNIT CODE - Enter the specific WUC for the item being processed.
ACT ORG - I-level Organization Code; system generated.
TRANS - Transaction Code must be 41 or 47. (Appendix E)
M/L - Enter the appropriate maintenance level.
TYPE EQUIP - Enter the TEC that identifies the type of engine to which the TD applies. EnterYE series TEC for components.
BU/SERNO - Enter the PSSN of the engine or serial number of the component to which the TD
applies, otherwise enter 000000.
TECHNICAL DIRECTIVE ID INT - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO. - Enter basic number.
TECHNICAL DIRECTIVE ID RV - Enter revision (if applicable).

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TECHNICAL DIRECTIVE ID AM - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT - Enter kit number.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
REMOVED/OLD ITEM - Enter the FSCM, serial number, part number, and Julian dateremoved. Second time cycle denotes removal of a warranted item. Third time cycle indicatescontract number.
JOB CONTROL NUMBER - Enter a supply JCN.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
NOTES: 1. TD identification information must be loaded to the NALCOMIS
Configuration Subsystem prior to the induction of any TD.
2. Production Control will initiate separate MAFs for each work center involved.
16.2.5.99 I-Level Originated TD Compliance (Completed)
Figure 16-114 is an example of a completed VIDS/MAF for an I-level originated TD
compliance. The following explains documentation. An asterisk (*) denotes those data fields
that are system generated.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL* - This section will be used to record supply requisitions.
WORK UNIT CODE* - Enter the specific WUC for the item being processed.
ACT ORG* - I-level Organization Code; system generated.
TRANS - Enter the appropriate Transaction Code. (Appendix E)
M/L* - System generated.
A/T - Enter the appropriate TD Status Code. (Appendix E)

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I/P - Enter the total number of items processed. The following conditions will apply to thenumber of items processed: (1) TD Status Codes A or W will require 0's. (2) TD Status Codes
C, D, P, or Q will require 01.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TECHNICAL DIRECTIVE ID INT* - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE* - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - Enter basic number.
TECHNICAL DIRECTIVE ID RV* - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM* - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART* - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT* - Enter kit number.
TYPE EQUIP* - Enter the TEC for the equipment.
BU/SERNO* - Enter the appropriate bureau/serial number; must be on the database.
POSIT* - Enter the appropriate PSI (if applicable).
SFTY/EI* - Enter the appropriate safety/EI number; if applicable.
REMOVED/OLD ITEM* - Enter the FSCM, serial number, part number, and Julian dateremoved. Second time cycle denotes removal of a warranted item. Third time cycle indicatescontract number.
INSTALLED NEW ITEM - Enter the FSCM, serial number, part number, and Julian dateinstalled. Second Time cycle denotes installation of a warranted item. Third time cycle
indicates contract number.
JOB CONTROL NUMBER* - Supply JCN.
WORK CENTER* - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY* - Enter the narrative description of discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.

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NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.100 O-Level Request for TD Compliance Assist (Engine Component)
Figure 16-115 is an example of the entries on the turn-in VIDS/MAF from the O-level activity.
Type MAF Code TD.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
TYPE EQUIP - Enter the TEC that identifies the type of engine to which the TD applies. EnterYE series TEC for components.
BU/SERNO - Enter the PSSN of the engine or serial number of the component to which the TD
applies, otherwise enter 000000.
TECHNICAL DIRECTIVE ID INT - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO. - Enter basic number.
TECHNICAL DIRECTIVE ID RV - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT - Enter kit number.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REMOVED/OLD ITEM - Enter the FSCM, serial number, part number, Julian date removed.
Second time cycle denotes removal of a warranted item. Third time cycle indicates contract
number.
DISCREPANCY - Enter the narrative description of the discrepancy.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.101 O-Level Request for TD Compliance Assist (AMSU/Production Control
Entries)Figure 16-116 is an example of the entries required by AMSU/Production Control for an O-level
TD compliance assist. Type MAF code "TD".
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.

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WORK UNIT CODE - Enter the specific WUC for the item being processed.
ACT ORG - I-level Organization Code; system generated.
TRANS - Transaction Code must be 41 or 47 (as appropriate). (Appendix E)
M/L - Must be 2.
TECHNICAL DIRECTIVE ID INT - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO. - Enter basic number.
TECHNICAL DIRECTIVE ID RV - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT - Enter kit number.
TYPE EQUIP - Enter the TEC that identifies the type of engine to which the TD applies. EnterYE series TEC for components.
BU/SERNO - Enter the PSSN of the engine or serial number of the component to which the TD
applies; otherwise enter 000000.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REMOVED/OLD ITEM - Enter the FSCM, serial number, part number, and Julian dateremoved. Second time cycle denotes removal of a warranted item. Third time cycle indicatescontract number.
JOB CONTROL NUMBER - Utilize O-level JCN.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
PRI - Enter 1, 2, or 3.
NOTES: 1. TD identification information must be loaded to the NALCOMIS
Configuration Subsystem prior to the induction of any TD.
2. Production Control will initiate separate MAFs for each work center involved,
using the same JCN as the control document.

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16.2.5.102 O-Level Request for TD Compliance Assist (Completed)
Figure 16-117 is an example of a completed VIDS/MAF for an O-level TD compliance assist.
The following explains documentation. An asterisk (*) denotes those data fields that are systemgenerated. Type MAF Code TD.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE* - System generated.
ACT ORG* - System generated.
TRANS - Enter the appropriate Transaction Code. (Appendix E)
M/L* - System generated.
A/T - Enter the appropriate TD Status Code. (Appendix E)
I/P - Must be 0.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TECHNICAL DIRECTIVE ID INT* - System generated.
TECHNICAL DIRECTIVE ID CODE* - System generated. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - System generated.
TECHNICAL DIRECTIVE ID RV* - System generated.
TECHNICAL DIRECTIVE ID AM* - System generated.
TECHNICAL DIRECTIVE ID PART* - System generated.
TECHNICAL DIRECTIVE ID KIT* - System generated.
TYPE EQUIP* - System generated.
BU/SERNO* - System generated.
POSIT* - System generated.
SFTY/EI* - System generated.
REMOVED/OLD ITEM* - System generated.
INSTALLED NEW ITEM - Enter the FSCM, serial number, part number, and Julian dateinstalled. Second time cycle denotes installation of a warranted item. Third time cycle indicatescontract number.

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JOB CONTROL NUMBER* - System generated.
WORK CENTER* - System generated. (Appendix E)
DISCREPANCY* - System generated.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
NOTES: 1. TD identification information must be loaded to the NALCOMIS
Configuration Subsystem prior to the induction of any TD.
2. If an engine or engine component sent to the IMA for TD compliance is found
to require repair, the IMA will inform the O-level activity, which must provide aturn-in MAF for documenting the repair action. The original TD compliance
MAF is destroyed and Production Control initiates a replacement TD compliance
MAF using a supply JCN.
16.2.5.103 O-Level Turn-In Control Document for Engine Repair (Modular Engine)
Figure 16-118 is an example of an O-level turn-in VIDS/MAF for a modular engine repair. TypeMAF Code D.
WORK UNIT CODE - Enter the specific WUC for the item being processed.
MAL CODE - Enter the conditional MAL code (if applicable); otherwise leave blank.
TYPE EQUIP - Enter the TEC of the engine.
BU/SERNO - Enter the PSSN.
W/D - Enter the applicable WD code. (Appendix E)
T/M - Enter the appropriate TM code. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SAFETY/EI - Enter the appropriate safety/EI number (if applicable).
REMOVED/OLD ITEM - Reflects the PSSN as a removed component on the turn-in MAF.
Leave part number blank. Second time cycle denotes removal of a warranted item. Third timecycle indicates contract number.
DISCREPANCY - Enter narrative description of the discrepancy and initiator. Provide
inspection JCN for IMA use.
INSPECTION JCN - Enter inspection JCN from discrepancy field.

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TURN-IN DOCUMENT - Transcribe the data from O-level turn-in.
16.2.5.104 Fix-In-Place (Not Requiring Material)
Figure 16-119 is an example of a supporting VIDS/MAF for a fix-in-place repair action on a
modular engine not requiring material. The following data fields require entries for a completed
action. Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE - System generated from engine turn-in MAF.
ACT ORG - I-level Organization Code. System generated.
TRANS - Must be 11. (Appendix E)
M/L - Must be 2; system generated.
A/T - System generated from engine turn-in MAF.
MAL CODE - System generated from engine turn-in MAF.
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated from engine turn-in MAF.
BU/SERNO - System generated from engine turn-in MAF.
W/D - System generates W; it can be changed to R or X. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
JOB CONTROL NUMBER - JCN system generated from engine turn-in MAF.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
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CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.105 Fix-In-Place (Requiring Material)
Figure 16-120 is an example of a supporting VIDS/MAF for a fix-in-place repair action on a
modular engine requiring material. The following data fields require entries for a completed
action. Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Enter the failed parts, identify parts that caused AWP
during repair, and/or record supply requisitions.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code, system generated.
TRANS - Enter 12 when material is being indexed in failed/required material. (Appendix E)
M/L - System generated from engine turn-in MAF, must be 2.
A/T - System generated from engine turn-in MAF.
MAL CODE - System generated from engine turn-in MAF.
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated from engine turn-in MAF.
BU/SERNO - System generated from engine turn-in MAF.
W/D - System generates W; it can be changed to R or X. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
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JOB CONTROL NUMBER - JCN system generated from engine turn-in MAF.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.106 Removal/Replacement of a Repairable Subassembly with No Repairable SubSubassemblies
Figure 16-121 is an example of a removal/replacement of a repairable subassembly with norepairable sub-subassemblies. The following data fields require entries for a completed action.
Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Record supply requisitions.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level organization code, system generated.
TRANS - Must be 23. (Appendix E)
M/L - System generated.
A/T - Must be R. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated from engine turn-in MAF.
BU/SERNO - System generated from engine turn-in MAF.
W/D - System generates W; it can be changed to R or X. (Appendix E)
T/M - System generated. (Appendix E)

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POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. Second timecycle denotes installation of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - JCN system generated from engine turn-in MAF.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.107 Removal/Replacement of a Repairable Module/Component with Repairable
Sub-Subassemblies
Figure 16-122 is an example of a supporting VIDS/MAF for a removal/replacement of repairable
modules/components with repairable sub-subassemblies. The following data fields require
entries for a completed action. Some data fields are system generated or updated by using online functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Record supply requisitions.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code, system generated.
TRANS - Must be 23. (Appendix E)
M/L - System generated.
A/T - Must be R. (Appendix E)
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MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated from engine turn-in MAF.
BU/SERNO - System generated from engine turn-in MAF.
W/D - System generates W; it can be changed to R or X. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. Second timecycle denotes installation of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - JCN system generated from engine turn-in MAF.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.108 Engine Repair Control Document (Completed)
Figure 16-123 is an example of a completed engine repair control document. Use the turn-in
document and complete the following blocks. The following data fields require entries todocument a completed action. Some data fields are system generated or updated by using online functions. An asterisk (*) denotes those data fields completed by the AMSU induction.
Type MAF Code "D".

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ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE* - System generated.
ACT ORG* - System generated.
TRANS - Transaction code must be 31. (Appendix E)
M/L* - System generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - System generated.
BU/SERNO* - System generated.
W/D* - System generated. (Appendix E)
T/M* - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates, and times.
REMOVED/OLD ITEM* - System generated.
JOB CONTROL NUMBER* - System generated.
WORK CENTER* - System generated. (Appendix E)
DISCREPANCY* - System generated.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
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16.2.5.109 Turn-In of Repairable Module with Repairable Sub-Subassemblies
Figure 16-124 is an example of a turn-in VIDS/MAF for repairable sub-subassemblies. An
engine module turned in for repair will have the following data fields system generated when thepart is ordered. An asterisk (*) denotes those data fields that are system generated.
WORK UNIT CODE* - System generated.
MAL CODE - Enter conditional MAL code (if applicable); otherwise leave blank.
TYPE EQUIP* - System generated for modules with an X in the fourth position.
BU/SERNO* - System generated.
W/D* - System generated.
T/M* - System generated.
REMOVED/OLD ITEM* - System generated.
JOB CONTROL NUMBER* - System generated.
DISCREPANCY* - System generated.
TURN-IN DOCUMENT - System generated.
16.2.5.110 Removal/Replacement of a Repairable Sub-Subassembly from a Module
Figure 16-125 is an example of a supporting VIDS/MAF for a removal/replacement of arepairable sub-subassembly from a module. The following data fields require entries for acompleted action. Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Record supply requisitions.
WORK UNIT CODE - Enter the specific WUC of the item being removed/replaced.
ACT ORG - I-level Organization Code, system generated.
TRANS - Must be 23. (Appendix E)
M/L - System generated.
A/T - Must be R. (Appendix E)
MAL CODE - Enter the appropriate MAL code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.

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EMT - System generated.
TYPE EQUIP - System generated for the engine module with fourth position X.
BU/SERNO - System generated for the engine module.
W/D - System generates W; it can be changed to R or X. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. Second timecycle denotes installation of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - JCN system generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.111 Module Repair (Completed)
Figure 16-126 is an example of a completed VIDS/MAF for module repair. Use the turn-in
document and complete the following blocks. The following data fields require entries todocument a completed action. Some data fields are system generated or updated by using online functions. An asterisk (*) denotes those data fields that are system generated.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE* - Enter the specific WUC for the item being removed/replaced.

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ACT ORG - I-level Organization Code; system generated.
TRANS - Transaction Code must be 31. (Appendix E)
M/L - Must be 2; system generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - System generated for the engine module with fourth position X.
BU/SERNO* - System generated for the engine module.
W/D* - System generates W; it can be changed to R or X. (Appendix E)
T/M* - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates, and times.
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER* - System generated.
WORK CENTER* - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY* - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.112 Turn-In of Repairable Sub-Subassembly from a Repairable Component
Figure 16-127 is an example of a turn-in VIDS/MAF for a repairable sub-subassembly from a
repairable component. A repairable sub-subassembly turned in for repair will have the following

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data fields system generated when the part is ordered. An asterisk (*) denotes those data fields
that are system generated.
WORK UNIT CODE* - System generated.
MAL CODE - Enter conditional MAL Code (if applicable); otherwise leave blank.
TYPE EQUIP* - System generated for modules with an X in the fourth position.
BU/SERNO* - System generated to reflect module serial number.
W/D* - System generated.
T/M* - System generated.
REMOVED/OLD ITEM* - System generated.
JOB CONTROL NUMBER* - System generated.
DISCREPANCY* - System generated.
TURN-IN DOCUMENT - System generated.
16.2.5.113 Repair of a Repairable Component with Required Material
Figure 16-128 is an example of a repair of a repairable component with required material. Use
the turn-in document and complete the following blocks. The following data fields require
entries to document a completed action. Some data fields are system generated or updated byusing on-line functions. An asterisk (*) denotes those data fields that are system generated.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Record supply requisitions.
WORK UNIT CODE* - Enter the specific WUC for the item being removed/replaced.
ACT ORG - I-level Organization Code; system generated.
TRANS - Transaction Code must be 31 or 32. (Appendix E)
M/L - Must be 2; system generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.

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TYPE EQUIP* - System generated for the engine module with fourth position X.
BU/SERNO* - System generated for the engine module.
W/D* - System generates W; it can be changed to R or X. (Appendix E)
T/M* - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - System generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.114 Turn-In of a Repairable Component Sub-Subassemblies
Figure 16-129 is an example of a turn-in VIDS/MAF for a repairable component. Use for turn-inof defective sub-subassembly for sub-subassembly repair in the I-level activity when the repairof these items is accomplished as a separate job. An asterisk (*) denotes those data fields thatare system generated.
WORK UNIT CODE* - System generated.
MAL CODE - Enter conditional MAL code (if applicable); otherwise leave blank.
TYPE EQUIP* - System generated for modules with an X in the fourth position.
BU/SERNO* - System generated to reflect module serial number.
W/D* - System generated.
T/M* - System generated.
REMOVED/OLD ITEM* - System generated.
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JOB CONTROL NUMBER* - System generated.
DISCREPANCY* - System generated.
TURN-IN DOCUMENT* - System generated.
16.2.5.115 Repair of a Sub-Subassembly from a Component Subassembly (Completed)
Figure 16-130 is an example of a completed VIDS/MAF for repair of a sub-subassembly from acomponent subassembly. Use the turn-in document and complete the following blocks. The
following data fields require entries to document a completed action. Some data fields are
system generated or updated by using on-line functions. An asterisk (*) denotes those data fields
that are system generated.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Record supply requisitions.
WORK UNIT CODE* - Enter the specific WUC for the item being removed/replaced.
ACT ORG - I-level Organization Code; system generated.
TRANS - Transaction Code must be 31 or 32. (Appendix E)
M/L - Must be 2; system generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - System generated for the engine module with fourth position X.
BU/SERNO* - System generated for the engine module.
W/D* - System generates W; it can be changed to R or X. (Appendix E)
T/M* - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.

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MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates, and times.
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
JOB CONTROL NUMBER - System generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
16.2.5.116 Removal/Replacement of a Repairable Sub-Subassembly from a Module
Figure 16-131 is an example of a removal and replacement of a repairable sub-subassembly
VIDS/MAF from a module. The following data fields require entries to document a completed
action. Some data fields are system generated or updated by using on-line functions. An asterisk(*) denotes those data fields that are system generated.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED REQUIRED MATERIAL - Record supply requisitions.
WORK UNIT CODE* - Enter the specific WUC for the item being removed/replaced.
ACT ORG - I-level Organization Code; system generated.
TRANS - Transaction Code must be 23. (Appendix E)
M/L - Must be 2; system generated.
A/T - Must be R. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP* - System generated for the engine module with fourth position X.
BU/SERNO* - System generated for the engine module.
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W/D* - System generates W; it can be changed to R or X. (Appendix E)
T/M* - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM* - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
JOB CONTROL NUMBER - System generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
16.2.5.117 Turn-In of a Repairable Sub-Subassembly from a Module
Figure 16-132 is an example of a turn-in of a repairable sub-subassembly from a module. An
asterisk (*) denotes those data fields that are system generated.
WORK UNIT CODE* - System generated.
MAL CODE - Enter conditional MAL Code (if applicable); otherwise leave blank.
TYPE EQUIP* - System generated for modules with an X in the fourth position.
BU/SERNO* - System generated to reflect module serial number.
W/D* - System generated.
T/M* - System generated.
REMOVED/OLD ITEM* - System generated.
JOB CONTROL NUMBER* - System generated.
DISCREPANCY* - System generated.
TURN-IN DOCUMENT* - System generated.

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16.2.5.118 O-Level Turn-In Control Document Modular Engine Turn-In (Solely for Major
Engine Inspection)
Figure 16-133 is an example of an O-level turn-in control document. Use for turn-in from the Olevel activity to accomplish the induction of the engine. Type MAF Code PC.
WORK UNIT CODE - Enter the seven position WUC describing the inspection.
TYPE EQUIP - Enter the TEC of the engine.
BU/SERNO - Enter the PSSN for the engine.
W/D - Must be O.
T/M - Must be J.
POSIT - Enter the appropriate PSI (if applicable).
REMOVED/OLD ITEM - Reflects the PSSN as a removed component. Leave part number
blank.
JOB CONTROL NUMBER - Use O-level phase JCN.
DISCREPANCY - Enter narrative description of the type of inspection to be performed andinitiator.
TURN-IN DOCUMENT - Use O-level turn-in document number.
SYSTEM/REASON - Enter the engine PSSN and the word MOM.
16.2.5.119 Major Modular Engine Inspection (Look Phase Supporting Work Center)
Figure 16-134 is an example of a look phase supporting work center for a major engine
inspection not requiring any material. If more than one work center is involved in the inspection,
a separate supporting MAF must be documented for each work center. The following data fields
require entries for a completed action. Some data fields are system generated or updated byusing on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE - Same as control document.
ACT ORG - I-level Organization Code, system generated.
TRANS - Must be 11, system generated. (Appendix E)
M/L - System generated.
A/T - Must be 0. (Appendix E)

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MAL CODE - Must be 000. (Appendix E)
I/P - Must be 0.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Same as control document, system generated.
BU/SERNO - Same as control document, system generated.
W/D - Same as control document, system generated. (Appendix E)
T/M - Same as control document, system generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
DISCREPANCY - Enter the card numbers of the MRC to be complied with.
CORRECTIVE ACTION - Enter the MRC card numbers complied with and item numbers ofany discrepancy discovered. Any discrepancy found will have a fix phase JCN assigned.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
JOB CONTROL NUMBER - JCN system generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
SYSTEM/REASON - Enter the engine serial number and the word LOOK.
16.2.5.120 Major Modular Engine Inspection (Look Phase Supporting Work Center)(Engine Test Cell Run)
Figure 16-135 is an example of a look phase supporting work center for a major engine
inspection (Engine Test Cell Run). The following data fields require entries for a completed
action. Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.

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WORK UNIT CODE - Same as control document.
ACT ORG - I-level Organization Code, system generated.
TRANS - Must be 11, system generated. (Appendix E)
M/L - System generated.
A/T - Must be 0. (Appendix E)
MAL CODE - Must be 000. (Appendix E)
I/P - Must be 0.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Same as control document, system generated.
BU/SERNO - Same as control document, system generated.
W/D - Same as control document, system generated. (Appendix E)
T/M - Same as control document, system generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
DISCREPANCY - Enter the card numbers of the MRC to be complied with.
CORRECTIVE ACTION - Enter the MRC card numbers complied with and item numbers ofany discrepancy discovered. Any discrepancy found will have a fix phase JCN assigned.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
JOB CONTROL NUMBER - JCN system generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
SYSTEM/REASON - Enter the engine serial number and the word RUN.

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16.2.5.121 Major Engine Inspection (Fix-In-Place)
Figure 16-136 is an example of a fix-in-place VIDS/MAF during a major engine inspection. The
following data fields require entries for a completed action. Some data fields are systemgenerated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the failed parts(s), identify parts that caused AWP
during repair, and/or record supply requisition(s) (if applicable).
WORK UNIT CODE - Enter the specific WUC.
ACT ORG - I-level Organization Code, system generated.
TRANS - Must be 11 or 12. (Appendix E)
M/L - System generated.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Same as control document, system generated.
BU/SERNO - Same as control document, system generated.
W/D - Must be M, system generated. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.

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CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
JOB CONTROL NUMBER - JCN system generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
16.2.5.122 Major Engine Inspection (Fix Phase Module Replacement)
Figure 16-137 is an example of a fix phase module replacement VIDS/MAF during a major
engine inspection. The following data fields require entries for a completed action. Some data
fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Record supply requisitions.
WORK UNIT CODE - Enter the specific WUC for the item being requisitioned.
ACT ORG - I-level Organization Code, system generated.
TRANS - Must be 23. (Appendix E)
M/L - Must be 2; system generated.
A/T - Must be R. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Same as control document.
BU/SERNO - Same as control document.
W/D - Must be M. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).

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REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data to reflect the old module. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data to reflect the new module. Second timecycle denotes installation of a warranted item. Third time cycle indicates contract number.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
JOB CONTROL NUMBER - JCN system generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
16.2.5.123 Major Engine Inspection (Module Turn-In)
Figure 16-138 is an example of a fix phase module replacement MAF during a major engine
inspection. An asterisk (*) denotes those data fields that are system generated.
WORK UNIT CODE* - System generated.
MAL CODE - Enter conditional MAL code (if applicable); otherwise leave blank.
TYPE EQUIP* - System generated for modules with an X in the fourth position.
BU/SERNO* - System generated to reflect module serial number.
W/D* - System generated.
T/M* - System generated.
REMOVED/OLD ITEM* - System generated.
JOB CONTROL NUMBER* - System generated.
DISCREPANCY* - System generated.
TURN-IN DOCUMENT* - System generated.

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16.2.5.124 Major Engine Inspection (Fix Phase Repairable Component Replacement)
Figure 16-139 is an example of a fix phase repairable component replacement VIDS/MAF
during a major engine inspection. The following data fields require entries for a completed
action. Some data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Record supply requisitions.
WORK UNIT CODE - Enter the specific WUC for the item being processed.
ACT ORG - I-level Organization Code, system generated.
TRANS - Must be 23. (Appendix E)
M/L - Must be 2; system generated.
A/T - Must be R. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated for the engine.
BU/SERNO - System generated for the engine.
W/D - System generated. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. Second timecycle denotes removal of a warranted item. Third time cycle indicates contract number.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. Second timecycle denotes installation of a warranted item. Third time cycle indicates contract number.

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DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
JOB CONTROL NUMBER - JCN system generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
16.2.5.125 Major Engine Inspection (Fix Phase Component Turn-In)
Figure 16-140 is an example of a fix phase component turn-in VIDS/MAF during a major engine
inspection. An asterisk (*) denotes those data fields that are system generated.
WORK UNIT CODE* - System generated.
MAL CODE - Enter conditional MAL Code (if applicable); otherwise leave blank.
TYPE EQUIP* - System generated for engine TEC.
BU/SERNO* - System generated to reflect engine.
W/D* - System generated.
T/M* - System generated.
REMOVED/OLD ITEM* - System generated.
JOB CONTROL NUMBER* - System generated.
DISCREPANCY* - System generated.
TURN-IN DOCUMENT - System generated.
16.2.5.126 Completed Major Inspection Control Document (Modular Engine Turned-In
Solely for Major Inspection)
Figure 16-141 is an example of a major inspection control document for an engine turned-in
solely for inspection. The following data fields require entries for a completed action. Some
data fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - If only one work center is involved in the inspection, lookphase man-hours and EMT may be entered on the control document. If more than one work
center is involved, a separate supporting MAF must be documented for each work center
involved in the inspection.
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WORK UNIT CODE - Enter the specific WUC for the item being processed.
ACT ORG - I-level Organization Code, system generated.
TRANS - Must be 31. (Appendix E)
M/L - Must be 2; system generated.
A/T - Must be 0. (Appendix E)
MAL CODE - Must be 000. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - System generated for the engine.
BU/SERNO - System generated for the engine.
W/D - System generated. (Appendix E)
T/M - System generated. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
REMOVED/OLD ITEM - Reflects the PSSN as a removed component on the control document
only. All other supporting documents will not have the PSSN identification listed in the "E"
record. Second time cycle denotes removal of a warranted item. Third time cycle indicatescontract number.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
JOB CONTROL NUMBER - JCN system generated.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)

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16.2.5.127 O-Level Activity Request for a Modular Engine TD Compliance by I-Level
Activity
Figure 16-142 is an example of the O-level originating the TD compliance VIDS/MAF using an
O-level JCN for modular engine sent to the I-level activity solely for TD compliance. TypeMAF Code TC.
WORK UNIT CODE - Enter the module or component WUC.
TECHNICAL DIRECTIVE ID INT - Enter X (if applicable).
TECHNICAL DIRECTIVE ID CODE - Enter appropriate code. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO. - Enter basic number.
TECHNICAL DIRECTIVE ID RV - Enter revision (if applicable).
TECHNICAL DIRECTIVE ID AM - Enter amendment (if applicable).
TECHNICAL DIRECTIVE ID PART - Enter part (if applicable).
TECHNICAL DIRECTIVE ID KIT - Enter kit number.
TYPE EQUIP - Enter the TEC for module to which the TD applies.
BU/SERNO - Enter the appropriate bureau/serial number for the module.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REMOVED/OLD ITEM - Must be filled in under the following circumstances: 1) If module
will have a part number change; 2) If the TD applies to a component within the module, enter the
information concerning the component. Second time cycle denotes removal of a warranted item.
Third time cycle indicates contract number.
JOB CONTROL NUMBER - Use O-level JCN.
DISCREPANCY - Enter the narrative description of the discrepancy and initiator.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.128 Production Control Entries (O-Level Activity Request for TD Compliance)
Figure 16-143 is an example of Production Control entries on an O-level activity request for a
TD compliance VIDS/MAF. An asterisk (*) indicates data entered from the O-level turn-in
document.
WORK UNIT CODE* - System generated.
ACT ORG* - System generated.

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TRANS - Transaction Code must be 41 or 47 (as appropriate). (Appendix E)
M/L* - System generated. Must be 2.
TECHNICAL DIRECTIVE ID INT* - System generated.
TECHNICAL DIRECTIVE ID CODE* - System generated. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - System generated.
TECHNICAL DIRECTIVE ID RV* - System generated.
TECHNICAL DIRECTIVE ID AM* - System generated.
TECHNICAL DIRECTIVE ID PART* - System generated.
TECHNICAL DIRECTIVE ID KIT* - System generated.
TYPE EQUIP* - System generated.
BU/SERNO* - System generated.
POSIT - Enter the appropriate PSI (if applicable).
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
REMOVED/OLD ITEM - Must be filled in under the following circumstances: 1) If module
will have a part number change; 2) If the TD applies to a component within the module, enter the
information concerning the component. Second time cycle denotes removal of a warranted item.
Third time cycle indicates contract number.
DISCREPANCY - Enter the narrative description of the discrepancy and initiator.
JOB CONTROL NUMBER - Use O-level JCN.
WORK CENTER* - System generated. (Appendix E)
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.129 Completed TD Compliance (Applies to a Module With No Module orRepairable Component P/N Change)
Figure 16-144 is an example of a TD compliance VIDS/MAF documenting an end item TD withno removed component. For each component removed, a separate TD compliance turn-in
document is generated per paragraph 16.2.5.20. The following data fields require entries todocument a completed action. Some data fields are system generated or updated by using online functions.

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NOTE: All TDs must reside in the configuration sub-system prior to the TD MAF being
initiated.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the parts required information.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - Must be 41. (Appendix E)
M/L - Must be 1.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Leave blank.
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - Not required.
T/M - Not required.
POSIT - Not required.
SAFETY/EI - Not required.
TECHNICAL DIRECTIVE ID - Enter the appropriate TD information for the Code/Basic
No/Kit.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates/times.
REMOVED/OLD ITEM - Enter the appropriate data, if required.
INSTALLED/NEW ITEM - Enter the appropriate data, if required.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).
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DISCREPANCY - Enter the narrative description.
CORRECTIVE ACTION - Enter the narrative description.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF. Not required.
16.2.5.130 TD Compliance (Applies to a Module With P/N Change)
Figure 16-145 is an example of a VIDS/MAF documented when processing an item for TD
compliance at the IMA. The IMA will complete the remainder of the TD compliance MAF
accounting for the item(s) processed in an IP data field. An asterisk (*) denotes those data fields
previously completed by AMSU induction. Type MAF Code TD.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
WORK UNIT CODE* - System generated.
ACT ORG - I-level Organization Code; system generated.
TRANS - Must be 47. (Appendix E)
M/L* - System generated.
A/T - Enter the TD Status Code.
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TECHNICAL DIRECTIVE ID INT* - System generated.
TECHNICAL DIRECTIVE ID CODE* - System generated. (Appendix E)
TECHNICAL DIRECTIVE ID BASIC NO.* - System generated.
TECHNICAL DIRECTIVE ID RV* - System generated.
TECHNICAL DIRECTIVE ID AM* - System generated.
TECHNICAL DIRECTIVE ID PART* - System generated.
TECHNICAL DIRECTIVE ID KIT* - System generated.
TYPE EQUIP* - System generated.
BU/SERNO* - System generated.

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POSIT* - System generated.
SFTY/EI - Enter the appropriate safety/EI number (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates, and times.
REMOVED/OLD ITEM* - System generated.
INSTALLED NEW ITEM - Entries are required when a Y, D, S, H, or G series TEC is enteredor whenever an incorporation is being reported against a component related modification.
Second time cycle denotes installation of a warranted item. Third time cycle indicates contract
number.
JOB CONTROL NUMBER* - System generated.
WORK CENTER* - System generated.
DISCREPANCY* - System generated.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
NOTE: TD identification information must be loaded to the NALCOMIS Configuration
Subsystem prior to the induction of any TD.
16.2.5.131 TD Compliance (Applies to a Component Within A Module)
Figure 16-146 is an example of a completed off-equipment TD compliance action. Offequipment TD compliance actions are documented by completing the TD compliance turn-in
document. The following data fields require entries to document a completed action. Some data
fields are system generated or updated by using on-line functions.
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Enter the parts required information.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - System generated.
TRANS - Must be 47. (Appendix E)

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M/L - Must be 2.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Leave blank.
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed.
BU/SERNO - Enter the appropriate bureau/serial number.
W/D - Not required.
T/M - Not required.
POSIT - PSI (if applicable).
SAFETY/EI - Not required.
TECHNICAL DIRECTIVE ID - Enter the appropriate TD information for the Code/Basic
No/Kit.
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates/times.
REMOVED/OLD ITEM - Enter the appropriate data, if required.
INSTALLED/NEW ITEM - Enter the appropriate data, if required.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E).
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF. Not required.
16.2.5.132 Engine or Module Cannibalization (For A Supported Activity)
Figure 16-147 is an example of cannibalization action of a removal and subsequent replacementof a component from an engine or module under repair. Removed for a supported activity.

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Some data fields are system generated or updated by using on-line functions. The following
explains documentation:
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - This section will be used to document or record supply
requisitions.
WORK UNIT CODE - Enter the specific WUC of the item being cannibalized.
ACT ORG - I-level Organization Code, system generated.
TRANS - Must be 18. (Appendix E)
M/L - Must be 2.
A/T - Must be T. (Appendix E)
MAL CODE - Must be 813, 814, 815, 816, 817, or 818. (Appendix E)
I/P - Must be 1.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the general TEC for the engine or module, for example, JHDX.
BU/SERNO - Enter the SERNO of the engine or SERNO of the uninstalled module.
W/D - Must be O, system generated. (Appendix E)
T/M - Must be B, system generated. (Appendix E)
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
REMOVED/OLD ITEM - Enter the FSCM, serial number, part number, Julian date removed,
and appropriate time/cycle data for the removed item.
INSTALLED/NEW ITEM - Enter the FSCM, serial number, part number, Julian date removed,
and appropriate time/cycle data for the installed item.
MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates and times.
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action taken.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
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MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.
JOB CONTROL NUMBER - JCN system generated from module inspection control MAF.
PRI - Production control or authorized personnel will fill in this data field to approve the initiatedMAF.
SYSTEM/REASON - Enter a brief (snap shot) description of the reported discrepancy.
16.2.5.133 Removal and Replacement of Cartridges (CART), Cartridge Activated Devices(CAD), and Propellant Actuated Devices(PAD) (I-Level Maintenance)
Figure 16-148 is an example of a VIDS/MAF documented for the removal and replacement of
explosive devices. The following explains documentation:
ENTRIES REQUIRED SIGNATURE - Check the appropriate field, signature is electronicallyposted.
ACCUMULATED WORK HOURS - Enter the appropriate data.
FAILED/REQUIRED MATERIAL - Record supply requisitions.
WORK UNIT CODE - Enter the specific WUC of the item being processed.
ACT ORG - I-level Organization Code. System generated.
TRANS - Must be 18. (Appendix E)
M/L - Must be 2.
A/T - Enter the appropriate AT Code. (Appendix E)
MAL CODE - Enter the appropriate MAL Code. (Appendix E)
I/P - Enter the total number of items processed.
HOURS - System generated from accumulated work hours field.
EMT - System generated.
TYPE EQUIP - Enter the TEC for the item being processed; first position must be D, G, H, M, S,
V, or Y.
BU/SERNO - Enter the appropriate bureau/serial number, must be on database.
W/D - Enter the appropriate WD Code. (Appendix E)
T/M - Enter the appropriate TM Code. (Appendix E)
POSIT - Enter the appropriate PSI (if applicable).
REPAIR CYCLE - Received date/time; system generated. In-work/completed date/time; enter
the appropriate Julian date and time.
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MAINTENANCE/SUPPLY REC - Enter the appropriate job status, Julian dates/times.
REMOVED/OLD ITEM - Enter the appropriate data for the removed/old item. The part number
block (E23) must reflect the lot number of the device removed. The time/cycle block (E42) musthave an entry using time/cycle prefix code H and the container open date (MMYY) for CARTs
or CADs and the manufacture date (MMYY) for PADs.
INSTALLED/NEW ITEM - Enter the appropriate data for the installed/new item. The partnumber block (G23) must reflect the lot number of the device installed. The time/cycle block(G38) must have an entry using time/cycle prefix code H and the container open date (MMYY)
for CARTs or CADs and the manufacture date (MMYY) for PADs.
JOB CONTROL NUMBER - System generated upon Production Control approval.
WORK CENTER - Enter the appropriate Work Center Code. (Appendix E)
DISCREPANCY - Enter the narrative description of the discrepancy.
CORRECTIVE ACTION - Enter the narrative description of the corrective action.
CORRECTED BY/INSPECTED BY/SUPERVISOR - Signatures are electronically posted to the
MAF, based on the individual SMQ/PASSWORD.
MAINT CONTROL - Signature is electronically posted to the MAF, based on the individual's
SMQ.

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Figure 16-1: NALCOMIS IMA MAF (Example)

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Figure 16-2: OPNAV Form 4790/60 VIDS/MAF (Example)

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NALCOMIS CONTINGENCY JCN LOGJCNJULIAN DATE

MODEX

W/C

DISCREPANCY

Figure 15-3: NALCOMIS Contingency JCN Log (Example)

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VIDS/M AF 1
On-Equipment(End Item)**************

VIDS/MAF 1

ON-EQUIPM ENT WORK. A VIDS/M AF is generated for all work performed on an end item.
of SE. If no repairable component is removed, this is the only document required.

JCN : XYZ123 456

VIDS/M AF 2
Turn-In(Component)***************

VIDS/MAF 2

TURN-IN DOCUM ENT. A VIDS/M AF is generated whenever a repairable component is removed froman end item for off-equipment
work. A turn-in document will have the same JCN as the removal document, andwill be submitted to AM SU.

JCN : XYZ 123 456

VIDS/M AF 2a
Off-Equipment(Component)****************

VIDS/MAF 2a

OFF-EQUIPM ENT. Complete the maintenance action on the removed component by completing- If no repairable subassemblies are removed, this is the last document required.
the turn-in document.

JCN : XYZ123 456

VIDS/M AF 3
Suffix Turn-In(Subassembly)****************

VIDS/MAF 3

SUFFIX TURN-IN . A VIDS/M AF is generated for each repairable subassembly removed from. JCN.
component during off-equipment
work. A suffix VIDS/M AF will have a suffix of the original

JCN : XYZ 123 456A

VIDS/M AF 3a
Off-Equipment(Subassembly)****************

VIDS/MAF 3a

OFF-EQUIPM ENT. Complete the maintenance action on a removed subassembly bycompleting the suffix turn-in- document. If no repairable sub-subassembly is removed, this is the last
document required.

JCN : XYZ 123 456A
NOTE: If a repairable sub-subassembly is removed from a subassembly, repeat the procedures shown in VIDS/M AF 3 and VIDS/M AF 3a.
-

Figure 16-4: VIDS/MAFs Documentation Flow

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Figure 16-5: Off-Equipment Documentation Flow

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Figure 16-6: Serviceable Label-Material (DD 1574) (Example)

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Figure 16-7: Unserviceable Label-Material (DD 1577-2) (Example)

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Figure 16-8: On-Equipment Work Documentation Flow

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Figure 16-9: End Item Repair (No Removed Component) (Example)

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Figure 16-10: End Item Repair of a SEGTE (No Removed Component) (Example)

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Figure 16-11: End Item Repair (Removed Repairable Component) (Example)

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Figure 16-12: Facilitate Other Maintenance Action (Example)

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Figure 16-13: Primary Work Center Repair Action (Example)

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Figure 16-14: Assisting Work Centers (Same WUC) (Example)

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Figure 16-15: Assisting Work Centers (Different WUC) (Example)

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Figure 16-16: On-Equipment Cannibalization (Example)

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Figure 16-17: Support Equipment Turned-In by a Supported Activity for Scheduled
Maintenance (Excluding TMDE) (Example)

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Figure 16-18: Support Equipment Turned-In by a Supported Activity for Unscheduled
Maintenance (Excluding TMDE) (Example)

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Figure 16-19: Turn-In Document (Off-Equipment Repair) (Example)

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Figure 16-20: Turn-In Document SEGTE Repair (Example)

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Figure 16-21: Off-Equipment Component Repair (Example)

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Figure 16-22: Suffix Turn-In Document (Example)

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Figure 16-23: Off-Equipment Subassembly Repair (Example)

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Figure 16-24: Inspection Control Document (Example)

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Figure 16-25: Inspection Look Phase Supporting Document (Example)

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Figure 16-26: Inspection Fix Phase Document (Example)

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Figure 16-27: End Item TD Compliance (No Removal Component) (Example)

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Figure 16-28: TD Compliance Supporting VIDS/MAF (Example)

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Figure 16-29: TD Compliance Turn-In Document (Example)

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Figure 16-30: Off-Equipment TD Compliance Action (Example)

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Figure 16-31: TD Compliance Removal (On-Equipment) (Example)

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TD Compliance
VIDS/M AF 1
On-Equipment(End Item)*****************TD COMPLIANCE VIDS/MAF 1

END ITEM TD COM PLIANCE. A TD compliance VIDS/M AF is generated for all TDs incorporated
on an end item of SE. If no component is removed, this is the only document required.

JCN: XYZ 123 456

TD Compliance
VIDS/M AF 2
Turn-In(Component)***************TD COMPLIANCE VIDS/MAF 2

TD COM PLIANCE TURN-IN DOCUMENT. A TD compliance turn-in document isgenerated whenever a component is removed for off-equipment inspection or modification in.
compliance with an end item.

JCN: XYZ 123 456

TD Compliance
VIDS/M AF2a
Off-Equipment(Component)***************
JCN: XYZ 123 456 A

TD COMPLIANCE VIDS/MAF 2a

OFF-EQUIPM ENT TO COM PLIANCE. Complete the assist offequipment portion of the end item TDs by completing the turn-in
document.

Figure 16-32: VIDS/MAF Required for End Item TD Compliance Concurrent with a
Failed Part

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Supporting
VIDS/M AF 1
On-Equipment(End Item)****************SUPPORTING VIDS/MAF 1

COM PONENT TD COMPLIANCE. A TD compliance supporting VIDS/M AF is generated to account for onequipment work, whenever a RFI component is removed for off-equipment inspection or modification in compliancewith a TD that applies only to the components. The TD compliance is not identified on the supporting VIDS/M AF.
.

JCN: XYZ 123 567

TD Compliance
VIDS/M AF 2
Turn-In(Component)*****************TD COMPLIANCE VIDS/MAF 2

TD COM PLIANCE TURN-IN DOCUMENT. A TD compliance turn-in document is generated,
whenever a component is removed for off-equipment inspection or modification in compliance witha TD that applies only to the component.
.

JCN: XYZ 123 567

TD Compliance
VIDS/M AF 2a
Off-Equipment(Component)*****************TD COMPLIANCE VIDS/MAF 2a

OFF-EQUIPM ENT TD COM PLIANCE. Complete the compliance portion of thecomponent TD by completing the turn-in document.

JCN : XYZ 123 567

Figure 16-33: VIDS/MAF Required for Component TD Compliance16-224

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Repair
VIDS/M AF 1
On-Equipment(End Item)*****************REPAIR VIDS/MAF 1

ON-EQUIPM ENT WORK. A VIDSW/M AF is generated to document the end item failure and order a replacement
component. M an-hours and EM T expended removing and replacing the component are accounted for on the TD
compliance on-equipment VIDS/M AF (#3 below).

JCN : XYZ 123 234
Repair
VIDS/M AF 2
Turn-In(Component)****************REPAIR VIDS/MAF 2

TURN-IN DOCUM ENT. A turn-in document is generated to initiate repair of the removed component.
This is in addition to the TD compliance turn-in document (#4 below).

JCN : XYZ 123 234
Repair
VIDS/M AF 2a
Off-Equipment(Component)****************REPAIR VIDS/MAF 2a

OFF-EQUIPM ENT REPAIR. Complete the repair action on the removed component by completing the turn-in
document.

JCN : XYZ 123 234
TD Compliance
VIDS/M AF 3
On-Equipment(End Item)****************TD COMPLIANCE VIDS/MAF 3

END-ITEM TD COM PLIANCE. A TD compliance VIDS/M AF is generated to document the TD compliance on theend item. M an-hours and EM T expended for component removal will be documented on this VIDS/M AF.

JCN : XYZ 123 235
TD Compliance
VIDS/M AF 4
Turn-In(Component)****************TD COM PLIANCE VIDS/M AF 4
TD COM PLIANCE TURN-IN DOCUMENT. A VIDS/M AF is generated to initiate the off-equipment
portion of the end item TD compliance action. This is in addition to the repair turn-in document (#2
above).

JCN : XYZ 123 235
TD Compliance
VIDS/M AF 4a
Off-Equipment(Component)*****************TD COMPLIANCE VIDS/MAF 4a

OFF-EQUIPM ENT TD COM PLIANCE. Complete the assist (off-equipment) portion of the end item TD bycompleting the turn-in document.

JCN : XYZ 123 235

Figure 16-34: VIDS/MAF Required for End Item TD Compliance With a Failed Part

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RepairMAF 1
On-Equipment(End Item)*****************REPAIR MAF 1
ON-EQUIPMENT WORK. When a TD applies to a component that is removed for failure, theMAF that documents the failure will also account for the man-hours and EMT expended
removing and replacing the component.

JCN: XYZ 123 456

RepairMAF 2
Turn-In(Component)*****************REPAIR MAF 2
TURN-IN DOCUMENT. A turn-in document is generated to initiate repair of theremoved component. This is in addition to the TD compliance turn-in document.

JCN: XYZ 123 456

Repair
MAF 2aOff-Equipment(Component)*****************REPAIR MAF 2a
OFF-EQUIPMENT REPAIR. Complete the repair action on theremoved component by completing the turn-in document

JCN: XYZ 123 456

TD Compliance
MAF 3
Turn-In(Component)*****************TD COMPLIANCE MAF 3
TD COMPLIANCE TURN-IN DOCUMENT. A MAF is generated to initiate the off-equipment
portion of the end item TD compliance action. This is in addition to the repair turn-in document(#2 above).

JCN: XYZ 123 457

TD Compliance
MAF 3aOff-Equipment(Component)*****************TD COMPLIANCE MAF 3a
OFF-EQUIPMENT TD COMPLIANCE. Complete the compliance portion of thecomponent TD by completing the turn-in document.

JCN: XYZ 123 457

Figure 16-35: VIDS/MAF Required for End Item TD Compliance Concurrent With a
Failed Part
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Figure 16-36: Inventory Transaction (Gain) (Example)

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Figure 16-37: Inventory Transaction (Loss) (Example)

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Figure 16-38: Removed Component for Calibration (Example)

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Figure 16-39: Component Turn-In Document (Example)

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Figure 16-40: BCM Action (AMSU) (Example)

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Figure 16-41: Troubleshooting Close Out (Example)

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Figure 16-42: Assisting Work Center (Same WUC) (Example)

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Figure 16-43: Assisting Work Center (Different WUC) (Example)

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Figure 16-44: Component Repaired Using a Repairable Subassembly (Example)

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Figure 16-45: Subassembly/Module Repair (Suffix) (Example)

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Figure 16-46: Sub-Subassembly/Module Repair (Double Suffix) (Example)

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Figure 16-47: Cannibalization (End Item) (Example)

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Figure 16-48: Cannibalization (From AWP Component) (Example)

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Figure 16-49: Cannibalization (Off-Equipment) (Example)

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Figure 16-50: Matched Set (Repair) (Example)

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Figure 16-51: Matched Set (No Repair) (Example)

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Figure 16-52: Tire and Wheel Documentation (Tires Prepositioned in W/C) (Example)

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Figure 16-53: Tire and Wheel Documentation (Ordering Replacement Tire) (Example)

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Figure 16-54: Transferring IMA Close Out (Post/Predeployment) (Example)

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Figure 16-55: Receiving IMA (Reinitiation Documentation) (Example)

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Figure 16-56: Component Missing SRC Card (Example)

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Figure 16-57: Corrosion Supporting MAF (Example)

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Figure 16-58: Turn-In from Supply for TD Compliance (Example)

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Figure 16-59: VIDS/MAF Work Request (Production Control Entries) (Example)

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Figure 16-60: VIDS/MAF Work Request (Local Manufacture/Fabrication) (Example)

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Figure 16-61: VIDS/MAF Work Request (Supply Asset Build-Up Induction) (Example)

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Figure 16-62: Scheduled Maintenance Work Request (NDI In-Shop) (Passed Inspection)(Example)

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Figure 16-63: Scheduled Maintenance Work Request (NDI On-Site) (Passed Inspection)(Example)

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Figure 16-64: Scheduled Maintenance Work Request (NDI On-Site) (Failed Inspection)(Example)

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Figure 16-65: Scheduled Maintenance Work Request (NDI In-Shop) (Failed Inspection)(Example)

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Figure 16-66: Unscheduled Maintenance Work Request (NDI In-Shop) (Passed Inspection)(Example)

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Figure 16-67: Unscheduled Maintenance Work Request (NDI In-Shop) (Failed Inspection)(Example)

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Figure 16-68: O-Level Armament Equipment Turn-In for Scheduled Maintenance(Example)

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Figure 16-69: O-Level Armament Equipment Component Turn-In for Scheduled
Maintenance (No Material Required) (Completed) (Example)

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Figure 16-70: O-Level Armament Equipment Component Turn-In for Scheduled
Maintenance (Maintenance and Material Required) (Completed) (Example)

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Figure 16-71: Turn-In Acceptance/Functional Check on Armament Equipment (Example)

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Figure 16-72: Turn-In Acceptance/Functional Check on Armament Equipment(Completed) (Example)

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Figure 16-73: Armament Equipment Pool Preservation/Depreservation Control Document(Completed) (Example)

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Figure 16-74: I-Level Armament Equipment Pool Component Due for Scheduled
Maintenance (Completed) (Example)

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Figure 16-75: O-Level ALSS Equipment Due for Scheduled Maintenance (Maintenanceand Material Required) (Completed) (Example)

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Figure 16-76: O-Level ALSS Personal Equipment Due For Scheduled Maintenance(Completed) (Example)

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Figure 16-77: O-Level ALSS Personal Equipment Due For Scheduled Maintenance(Maintenance and Material Required) (Completed) (Example)

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Figure 16-78: I-Level ALSS Pool Component Due for Scheduled Maintenance (Completed)(Example)

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Figure 16-79: VIDS/MAF Discrepancy (Supply Asset Induction Document) (Material
Condition Tag Missing) (Example)

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Figure 16-80: Completed Discrepancy VIDS/MAF (Supply Asset Induction Document)(Material Condition Tag Missing) (Example)

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Figure 16-81: TD Compliance Turn-In Document (O-Level) (Example)

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Figure 16-82: TD Compliance (IMA Assist) (Example)

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Figure 16-83: Turn-In for TD Compliance (Example)

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Figure 16-84: IMA TD Compliance (Example)

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Figure 16-85: TD Compliance Removal (Example)

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Figure 16-86: O-Level Turn-In Control Document for Engine Repair (Example)

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Figure 16-87: Supply Asset Engine Depreservation (Example)

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Figure 16-88: Supply Asset Engine (Assist VIDS/MAF) Test Cell Run (Example)

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Figure 16-89: Fix-In-Place (Material Not Required) (Example)

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Figure 16-90: Fix-In-Place (Material Required) (Example)

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Figure 16-91: Removal/Replacement of a Tracked Consumable Component (Example)

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Figure 16-92: Removal/Replacement of a Repairable Component with No Repairable SubSubassemblies (Example)

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Figure 16-93: Removal/Replacement of a Repairable Component with Repairable SubSubassemblies (Example)

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Figure 16-94: Facilitate Other Maintenance (Example)

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Figure 16-95: Engine Repair Control Document (Completed VIDS/MAF) (Example)

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Figure 16-96: Supply Asset Engine Build-Up (Example)

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Figure 16-97: Engine Component Turn-In for Repair (Example)

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Figure 16-98: Engine Component Repair (Completed) (Example)

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Figure 16-99: Turn-In Document Solely for Major Engine Inspection (Example)

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Figure 16-100: Control Document Solely for Major Engine Inspection (Completed)(Example)

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Figure 16-101: Control Document for Major Engine Inspection (Engine Undergoing
Repair) (Example)

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Figure 16-102: Major Engine Inspection (Look Phase Supporting Work Center) (Example)

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Figure 16-103: Major Engine Inspection (Fix-In-Place) (Example)

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Figure 16-104: Major Engine Inspection (Fix Phase Removal and Replacement of a
Repairable Component) (Example)

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Figure 16-105: Major Engine Inspection (Component Turn-In) (Example)

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Figure 16-106: Major Engine Inspection Completed After Repair Action (Example)

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Figure 16-107: Supply Asset (TD Compliance Request) (Example)

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Figure 16-108: Supply Asset TD Compliance Request (IMA Production Control Entries)(Example)

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Figure 16-109: Supply Asset (TD Compliance Completed) (Example)

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Figure 16-110: O-Level Engine TD Compliance Request (Example)

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Figure 16-111: O-Level Engine TD Compliance Request (Production Control Entries)(Example)

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Figure 16-112: O-Level Engine TD Compliance Request (Completed) (Example)

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Figure 16-113: I-Level Originated TD Compliance Request (Engine Component)(Example)

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Figure 16-114: I-Level Originated TD Compliance (Completed) (Example)

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Figure 16-115: O-Level Request for TD Compliance Assist (Engine Component) (Example)

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Figure 16-116: O-Level Request for TD Compliance Assist (AMSU/Production Control
Entries) (Example)

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Figure 16-117: O-Level Request for TD Compliance Assist (Completed) (Example)

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Figure 16-118: O-Level Turn-In Control Document for Engine Repair (Modular Engine)(Example)

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Figure 16-119: Fix-In-Place (Not Requiring Material) (Example)

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Figure 16-120: Fix-In-Place (Requiring Material) (Example)

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Figure 16-121: Removal/Replacement of a Repairable Subassembly with No Repairable
Sub-Subassemblies (Example)

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Figure 16-122: Removal/Replacement of a Repairable Module/Component with
Repairable Sub-Subassemblies (Example)

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Figure 16-123: Engine Repair Control Document (Completed) (Example)

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Figure 16-124: Turn-In of Repairable Module with Repairable Sub-Subassemblies(Example)

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Figure 16-125: Removal/Replacement of a Repairable Sub-Subassembly from a Module(Example)

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Figure 16-126: Module Repair (Completed) (Example)

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Figure 16-127: Turn-In of Repairable Sub-Subassembly from a Repairable Component(Example)

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Figure 16-128: Repair of a Repairable Component with Required Material (Example)

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Figure 16-129: Turn-In of a Repairable Component Sub-Subassemblies (Example)

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Figure 16-130: Repair of a Sub-Subassembly from a Component Subassembly(Completed) (Example)

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Figure 16-131: Removal/Replacement of a Repairable Sub-Subassembly from a Module(Example)

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Figure 16-132: Turn-In of a Repairable Sub-Subassembly from a Module (Example)

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Figure 16-133: O-Level Turn-In Control Document Modular Engine Turn-In(Solely for Major Engine Inspection) (Example)

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Figure 16-134: Major Modular Engine Inspection (Look Phase Supporting Work Center)(Example)

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Figure 16-135: Major Modular Engine Inspection (Look Phase Supporting Work Center)(Engine Test Cell Run) (Example)

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Figure 16-136: Major Engine Inspection (Fix-In-Place) (Example)

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Figure 16-137: Major Engine Inspection (Fix Phase Module Replacement) (Example)

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Figure 16-138: Major Engine Inspection (Module Turn-In) (Example)

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Figure 16-139: Major Engine Inspection (Fix Phase Repairable Component Replacement)(Example)

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Figure 16-140: Major Engine Inspection (Fix Phase Component Turn-In) (Example)

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Figure 16-141: Completed Major Inspection Control Document (Modular Engine TurnedIn Solely for Major Inspection) (Example)

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Figure 16-142: O-Level Activity Request for a Modular Engine TD Compliance by I-Level
Activity (Example)

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Figure 16-143: Production Control Entries (O-Level Activity Request for TD Compliance)(Example)

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Figure 16-144: Completed TD Compliance (Applies to a Module With No Module orRepairable Component P/N Change) (Example)

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Figure 16-145: TD Compliance (Applies to a Module With P/N Change) (Example)

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Figure 16-146: TD Compliance (Applies to a Component Within A Module) (Example)

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Figure 16-147: Engine or Module Cannibalization (For a Supported Activity) (Example)

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Figure 16-148: Removal and Replacement of Cartridges, Cartridge Activated Devices, andPropellant Actuated Devices (I-Level Maintenance) (Example)

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APPENDIX A
Acronyms, Abbreviations, and Definitions
2M – MINIATURE/MICROMINIATURE
3M – MAINTENANCE AND MATERIAL MANAGEMENT
5S – SORT, STRAIGHTEN, SHINE, STANDARDIZE, AND SUSTAIN – The 5S methodology
helps a workplace remove items that are no longer needed (Sort), organize the items to optimize
efficiency and flow (Straighten), clean the area in order to more easily identify problems (Shine),
implement color coding and labels to stay consistent with other areas (Standardize) and develop
behaviors that keep the workplace organized over the long term (Sustain).
A
A/R – ARRESTS/RECOVERY ASSIST, SECURING AND TRAVERSINGAADB – AUTOMATED AIRCRAFT DISCREPANCY BOOK
AADF – AUTOMATED AIRCRAFT DISCREPANCY FILE
AAE – AIRCRAFT ARMAMENT EQUIPMENT – Equipment is used to mount ordnance to theaircraft, such as bomb racks and missile launchers (BRU-32, LAU-118, etc.).
AAI – AMMRL ACTIVITY IDENTIFIER – A code used to identify an activity for the purpose ofmanaging the IMRL.
AAMO – ASSISTANT AIRCRAFT MAINTENANCE OFFICER (Marine Corps)
AAS – AIRCRAFT ARMAMENT SYSTEMS – AAS is comprised of the following sub-systems:
Aircraft Armament Equipment (AAE)/Alternate Mission Equipment (AME), Aircraft Gun Systems(AGS), Aircraft Crew Served Weapons (ACSW), Aircraft Crew Served Weapon Mounts (ACSW
Mounts), and LASER Aiming Devices (LAD).
ABDR – AIRCRAFT BATTLE DAMAGE REPAIR – Maintenance actions taken during combat
conditions that may provide less than 100 percent restoration of an aircraft and its subsystems tooriginal strength, mission capability, or configuration.
ABO – AVIATORS BREATHING OXYGEN
ACC – AIRCRAFT CONTROLLING CUSTODIAN – ACCs administratively control theassignment, employment, and logistic support of certain aircraft and aircraft engine. CNO
designated ACCs: COMNAVAIRFOR, CNATRA, COMNAVAIRFORES and
COMNAVAIRSYSCOM.
ACCEPTANCE – Assumption of responsibility for, or legal title to, an aircraft, engine or equipmentfrom another party. Receipt of new aircraft, engine or equipment from a manufacturer (or of any
aircraft from a non-Navy custodian) by a representative authorized to do so by the Navy.
ACCEPTANCE INSPECTION – See INSPECTIONS, AIRCRAFT/ENGINE and SE.
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ACCESSORIES – See AIRFRAME ACCESSORIES and ENGINE ACCESSORIES.
ACCOUNTABLE ITEM – Any item that must be accounted for or reported, per directive.
Examples: Equipment that must be accounted for and reported per the AMMRL Program; and toolsthat must be accounted for per the Tool Control Program.
ACCUM – ACCUMULATEDACCUMULATED WORK HOURS – Hours that are expended against a job by individuals within
the same work center.
ACE – AVIATION COMBAT ELEMENT – The aviation organization assigned to a Marine AirGround Task Force.
ACES – AIRCRAFT COST EVALUATION SYSTEM (on the CNAP SharePoint at
https://cpf.navy.deps.mil/sites/cnap/default.aspx)
ACI – AIRCRAFT CONDITION INSPECTION – Condition inspection of aircraft per parametersspecified in the Type/Model/Series Integrated Maintenance Concept (IMC)/Planned MaintenanceInterval (PMI) specifications.
ACO – ADMINISTRATIVE CONTRACTING OFFICER – Performs assigned functions, duties, or
responsibilities related to the administration of a contract.
ACP – ASSETS CAPITALIZATION PROGRAMACQUISITION LOGISTICS – The management process associated with the design, development,
test, production, fielding, sustainment, and improvement of DoD systems.
ACSP – AIRCRAFT CONFINED SPACE PROGRAM – Program that implements requirements foraviation confined space entry.
ACSW – AIRCRAFT CREW SERVED WEAPONSACT – ACTUALACTION DATE – The Julian date on which a maintenance form is completed by a work center.
ACTION ORGANIZATION – A three-character alphanumeric code that identifies the activity that
actually performs the maintenance action.
ACTIVE AIRCRAFT – Aircraft currently engaged in supporting flying missions either throughdirect assignment to aircraft units or reassignment through any of the logistic processes of supply,
maintenance, or modification.
ADB – AIRCRAFT DISCREPANCY BOOK – Provides maintenance and aircrew with an accurate,comprehensive, and chronological record and maintenance performed over the last 10 flights.
ADCS – AUTOMATED DATA CAPTURING SYSTEM – Collection point for the documentationof discrepancies found during PMI.
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ADDR – AIRCRAFT DELIVERY DEFICIENCY REPORT – The report submitted by Depot
Aircraft Examiners to document deficiencies associated with inadequate periodic maintenance.
ADDU – ADDITIONAL DUTY
ADJ – ADJUSTMENTADMINISTRATIVE CHAIN OF COMMAND – The chain of command as determined by theadministrative organization.
ADMINISTRATIVE COMMANDS (Type Commands) – The commands that provide the tacticalcommands with the means to conduct tactical operations. Administration of training, supply, andrepair of fleet units are some of their responsibilities.
ADRL – AUTOMATIC DISTRIBUTION REQUIREMENT LIST
ADW – AVIATION DATA WAREHOUSE – The central collection point for NALCOMIS data.
AE – AGE EXPLORATION – The process of determining age-reliability relationships throughcontrolled testing and analysis of chance or unintentional events for safety critical items; and fromoperating experience for non-safety items.
AEF – AERONAUTICAL EXPEDITIONARY AIRFIELD
AEL – ALLOWANCE EQUIPAGE LIST - Used to specify requirements for shipboard equipage
and lists of miscellaneous material requirements for mechanical, electrical, ordnance, or electronicsystem(s) in operating spaces aboard ship.
AEP – ARMAMENT EQUIPMENT POOL
AER – AIRCREW EQUIPMENT RECORD – Aircrew Equipment ALS Records document thecurrent configuration of survival equipment. Aircrew Equipment Records (AER) are used forcomponent inventory.
AERONAUTICAL ALLOWANCE LISTS – (Includes COMNAVAIRSYSCOM Allowance Lists(except Advanced Base Lists), COMNAVAIRSYSCOM ARRs, and COMNAVAIRSYSCOM
TBAs) - Lists of equipment and material determined from known or estimated requirements
necessary to maintain aeronautical material. See AEL, ALLOWANCE LISTS, APL, ARR,
AVCAL, and COSAL.
AERONAUTICAL EQUIPMENT – Equipment used to accomplish the aviation mission or perform
aviation maintenance. Examples: Aircraft, SE, aviators' equipment, and other similar devices.
AERONAUTICAL MATERIAL – Material used in the operation and maintenance of aircraft.
AESR – AERONAUTICAL EQUIPMENT SERVICE RECORD - An insert to the basic aircraft
logbook used as a service record for various aircraft equipment, such as power plants and propellers.
AFAST - AVIATION FINANCIAL ANALYSIS TOOL (CNAP SharePoint at
https://cpf.navy.deps.mil/sites/cnap/default.aspx)
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AFB – AIRFRAME BULLETIN
AFC – AIRFRAME CHANGE
AFH – AIRCRAFT FLIGHT HOURS
AFM – AVIATION FLEET MAINTENANCE
AGE – The process of accumulating operating service months. See CALENDAR AGE,
OPERATING SERVICE AGE, and PROGRAM SERVICE LIFE.
AGED UNFILLED ORDER – An unfilled order submitted by an operational target holder to the
DFAS which has been held in file for over 120 days and which has not matched with acorresponding expenditure document nor been canceled.
AGS – AIRCRAFT GUN SYSTEM.
AHML – AVIATION HAZARDOUS MATERIALS LIST – Database of HAZMAT authorized or
not authorized by the engineering technical authority for use on aviation weapons systems and SE.
AI – ARTISAN INSPECTOR – Depot level personnel assigned to QA duties.
AIDR – ACCEPTANCE INSPECTION DEFICIENCY REPORT – The report submitted to
document material discrepancies found in newly received, manufactured, modified, or reworked
aircraft that are attributed to deficient manufacturing, modification, or rework processes.
AIG – ADDRESS INDICATOR GROUP
AIMD – AIRCRAFT INTERMEDIATE MAINTENANCE DEPARTMENT (CVN or L-Class ship)
or AIRCRAFT INTERMEDIATE MAINTENANCE DETACHMENT (OCONUS Navy
IMAs) – AIMDs are responsible for I-level maintenance support for aircraft assigned to theirship/location.
AIR – AIRCRAFT INVENTORY RECORD – The record that establishes a formal, continuous
chain of accountability for specific equipment and material installed on or designated for use on
aircraft.
AIR PORTABLE – Equipment that can be carried in an aircraft with only minor dismantling andreassembly within the capabilities of user units.
AIRCRAFT – An air vehicle, designed primarily for flight in the atmosphere that has incorporated
in its prime design the ability/requirement for human occupancy. See ACTIVE AIRCRAFT;
EXPERIMENTAL AIRCRAFT; INACTIVE AIRCRAFT; PRODUCTION AIRCRAFT;PROGRAM AIRCRAFT; PROJECT AIRCRAFT; RESERVE AIRCRAFT; RESERVE STOCKAIRCRAFT; SPECIAL TEST, PERMANENT AIRCRAFT; SPECIAL TEST, TEMPORARY
AIRCRAFT; SUPPORTING AIRCRAFT; and UNIT AIRCRAFT.
AIRCRAFT AIRFRAME – The structural components, including the framework and skin of suchparts as the fuselage, empennage, wings, landing gear (minus tires), and engine mounts.

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AIRCRAFT EQUIPMENT CONFIGURATION LIST – A listing of the avionics components
installed in aircraft, cross-referenced to applicable ARRs that contain the support requirements foroutfitting purposes.
AIRCRAFT LOADING TABLE – A data sheet used by the force unit commander containing
information on the load that actually goes into each aircraft.
AIRCRAFT LOGBOOK – A detailed service record maintained for each individual aircraft. See
AESR.
AIRFRAME – See AIRCRAFT AIRFRAME and MISSILE AIRFRAME.
AIRFRAME ACCESSORIES – The items of equipment required for operation of the aircraft andnot considered an integral part of the airframe or engine, such as wheels, brakes, hydraulicequipment, fuel systems, deicing equipment, anti-icing equipment, and other items regardless ofwhether attached to the engine or airframe. See EQUIPMENT, DIVISION OF.
AIRRS – AIRCRAFT INVENTORY AND READINESS REPORTING SYSTEM – Provides upto-date and consistent aircraft inventory, readiness data, and flight or utilization data for eachaircraft in the Navy inventory.
AIRS – AIRCRAFT INVENTORY REPORTING SYSTEM
AIRSpeed – The integration and application of LSS and TOC process improvement methods toconsistently deliver readiness with greater efficiency.
AIRSpeed BLACK BELT – A fully trained practitioner of Lean and Six Sigma skills andtechniques. Black Belts typically lead complex projects where higher-level tools or statisticalanalysis may be required. Also serves as technical advisor to Green Belts in training, mentoring,and coaching Green Belt projects.
AIRSpeed GREEN BELT – A part-time leader and participant in CPI events, that require
fundamental Lean and Six Sigma skills and techniques.
AIRWORTHINESS INSPECTION – Applicable to commercial off the shelf aircraft and provides
for a periodic standard D-level rework normally performed per the manufacturer's FAA approved
maintenance requirements. This rework includes a comprehensive inspection together with critical
defect corrosion correction and compliance with outstanding FAA airworthiness directives andapproved manufacturer's service bulletins.
AIS – AVIATION INFORMATION SYSTEMS
ALE – AUTOMATED LOGISTICS ENVIRONMENTALERTS – AVIATION LOGISTIC ELECTRONIC REQUIREMENTS TRAINING SYSTEMALIMS – AVIATION LOGISTICS INFORMATION MANAGEMENT AND SUPPORTALLOCATION (PERSONNEL) – The apportionment of personnel numbers to a program orprogram element of the Future Defense Plan.
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ALLOWANCE (AIRCRAFT) – The quantity and kind of aircraft an organizational unit isauthorized to have. See PROGRAM OPERATING ALLOWANCE.
ALLOWANCE LISTS – Documents used to specify authorized requirements of operational support
inventory for a squadron, IMA, or ship. The allowance is based on the activity's need for the item toperform its mission, the level of maintenance, and frequency of use.
ALS - AUTOMATED LOGSET – An electronic data set of maintenance, repair/rework, operation,and miscellaneous history of a specific BUNO aircraft or SERNO equipment.
ALSP – ACQUISITION LOGISTICS SUPPORT PLAN – The ALSP is prepared by the Logistics
Manager to identify all logistics planning for aviation weapon system acquisitions or modificationsof equipment, and is used as guidance for developing and managing the logistics program andlogistics element requirements.
ALSS - AVIATION LIFE SUPPORT SYSTEM(S) – Items of equipment and clothing needed toallow aircrew members and aircraft passengers to function within all parameters of the flightenvironment, safely egress from disabled aircraft and descend/ascend to the surface, and survive onland and water and to interface with rescue forces.
ALTERNATE ITEM – An interchangeable item or suitable substitute capable of performing thesame function(s) as the prime item.
AM – AMENDMENTAMA – AVIATION MAINTENANCE ADVISORY – A naval messaged issued by
COMNAVAIRFOR to advise activities of discrepancies with the NAMP compliance being foundduring inspections, or to emphasize, correct, or update a NAMP policy.
AMARC – AEROSPACE MAINTENANCE AND REGENERATION CENTER
AMARG – AEROSPACE MAINTENANCE AND REGENERATION GROUP
AMB – AIRCRAFT MISHAP BOARD
AMCM – AIRBORNE MINE COUNTERMEASURES – Aircraft weapons systems used to detect,and neutralize sea mines.
AMCR – AIRCRAFT MATERIAL CONDITION REPORT
AMD – ACTIVITY MANPOWER DOCUMENT – Official source document of a Navy activity’s
manpower requirements and billet authorizations.
AME – AVIATION STRUCTURAL MECHANIC (SAFETY EQUIPMENT) – Navy enlisted
rating for technicians that maintain and repair oxygen, cockpit and cabin pressurization, and ejection
seat systems.
AME – ALTERNATE MISSION EQUIPMENT – Equivalent term as AAE for certain aircraft, suchas the F-35. See AAE.

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AMI – AVIATION MAINTENANCE INSPECTIONAMMRL – AIRCRAFT MAINTENANCE MATERIAL READINESS LIST(PROGRAM) – Provides data required for effective management of selected SE at all levels ofaircraft maintenance. Within this program, SERMIS and IMRL are significant.
AMMT – AVIATION MAINTENANCE MANAGEMENT TEAM
AMO – ASSISTANT MAINTENANCE OFFICER (Navy) or AIRCRAFT MAINTENANCE
OFFICER (Marine Corps)
AMSRR – AVIATION MANAGEMENT SUPPLY AND READINESS REPORTING (AMSRR)
AMSU – AERONAUTICAL MATERIAL SCREENING UNIT
AMT – AVIATION MAINTENANCE TRAININGAMTCS – AVIATION MAINTENANCE TRAINING CONTINUUM SYSTEM - All training andassociated infrastructure required to support naval aviation maintenance.
AMTCS (TOOLS) – AVIATION MAINTENANCE TRAINING CONTINUUM SYSTEM(TOOLS) – Knowledge/skill tools consist of CBT in the form of interactive courseware withcomputer managed instruction and computer aided instruction. Management tool is the ASM,
which provides test and evaluation, recording, a feedback system and the MTL. Aviation training
devices host CBT and ASM.
AMTRP – Aviation Maintenance Training and Readiness Program – The Marine Corps programthat provides maintenance training standardization, identification of training resources, and astandardized method for measuring the readiness of work centers, divisions, and departments.
AO – AVIATION ORDNANCEMAN
AOL – ALL OPERATOR LETTERS
AOM – AIRCRAFT OPERATIONS MAINTENANCE
APA – APPROPRIATION PURCHASE ACCOUNTAPL – ALLOWANCE PARTS LIST - A listing of repair parts prepared for individual equipment
and components.
APML – ASSISTANT PROGRAM MANAGER FOR LOGISTICS
APT – AVIATION PROGRAM TEAMAPPROPRIATION – An authorization, established by an Act of the Congress of the United States,to spend funds of the U. S. Treasury or incur indebtedness for specified purposes. The Operations
and Maintenance, Navy (O&MN) appropriation funds the operation and maintenance requirementsof Naval aviation.
APU – AUXILIARY POWER UNIT
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ARR – ALLOWANCE REQUIREMENTS REGISTER - Documents used to determine authorized
requirements of spare assemblies and repair parts at I-level and O-level maintenance. They are
storeroom items under control of the Supply Department.
ARTICLE (EQUIPMENT OR END ITEM) – Components, assemblies, subassemblies, and partsconnected or associated together to perform an operational function.
ARTISAN – Civilian personnel assigned to, or in support of, an FRC performing I-level and D-level
maintenance. See CIVILIAN.
AS – AVIATION SUPPORT EQUIPMENT TECHNICIANASB – AIRBORNE SOFTWARE BULLETIN
ASBA – AVIATION STANDARDS BRANCH
ASD – AVIATION SUPPORT DIVISION – ASD coordinates all material requirements forsupported activities. ASD is a function of the supporting supply activity, and includes a Component
Control Section and a Supply Response Section.
ASDTP – AVIATION SUPPLY DESK TOP PROCEDURES (MARINE CORPS) – Procedures
implemented in Marine Air Groups (MAG) to ensure standardization of aviation supply operations.
ASE – AIRCRAFT SURVIVABILITY EQUIPMENT – The aircraft-installed systems that protect
the aircraft and aircrew in hostile environments. Examples include missile warning systems andcountermeasure dispensing systems.
ASI – AIRCRAFT SYSTEMS INSPECTOR - Depot FRC personnel responsible for certifying
aircraft Safe for Flight as well as systems tests, inspections, troubleshooting, and repairs
accomplished prior to flight testing of the aircraft.
ASM – ADVANCED SKILLS MANAGEMENTASN(FM&C) – ASSISTANT SECRETARY OF THE NAVY (FINANCIAL MANAGEMENT
AND COMPTROLLER)
ASN(I&E) – ASSISTANT SECRETARY OF THE NAVY (INSTALLATION ANDENVIRONMENT)ASO – AVIATION SAFETY OFFICERASPA – AIRCRAFT SERVICE PERIOD ADJUSTMENT – ASPA is a Depot level airframe
inspection to determine if a 12 month (or equivalent flight hour) adjustment can be added to theinspected BUNO aircraft’s current PED.
ASR – ASSEMBLY SERVICE RECORDASSIGNMENT – Statement of positive intention that specifically designated aircraft or equipment
are, or will be, in the custody of specifically designated units.

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ASSY/ASSY CD – ASSEMBLY/ASSEMBLY CODEASW – ANTISUBMARINE WARFARE
AT – AVIATION ELECTRONICS TECHNICIANAT CODE - ACTION TAKEN CODE - A one-character alphabetic or numeric code that describes
what action has been accomplished on the item identified by a WUC.
ATA – AUTOMATED TRENDING AND ANALYSIS – See 10.37.
ATAC – ADVANCED TRACEABILITY AND CONTROLATB – AVIATION TRAINING BRANCHATDR – AERONAUTICAL TECHNICAL DIRECTIVE REQUIREMENTS
ATE – AUTOMATIC TEST EQUIPMENT - Equipment that carries out a predetermined programof testing for possible malfunction, with minimum reliance upon human intervention.
ATL – AIRCRAFT TRANSFER LETTER
ATO – AIRCRAFT TRANSFER ORDER – A letter or message type directive used by an
ACC/TYCOM to direct transfer and acceptance of aircraft. See SHORT TERM TRANSFER.
ATS – AUDIT TRACKING SYSTEM
AUDIT – A periodic evaluation of detailed plans, policies, procedures, products, directives, andrecords. See MANAGEMENT AUDIT.
AUGMENTED SUPPORT – An interim arrangement during initial development or production forthe support of the equipment by the contractor on an as required basis pending assumption of
support responsibility by the government.
AUL – AUTHORIZED USE LIST
AUOL – AGE UNFILLED ORDER LISTING – Forwarded monthly by the FAADC to individual
OPTAR holders for each OPTAR held.
AUTHORIZED CALIBRATION COURSE OR EQUIVALENT – TMDE specialists training
courses provided to the Navy by the Air Force under inter-Service support agreements. Equivalency
includes graduate or associate degrees in appropriate physical sciences or engineering fields or thesatisfactory completion of a 4-year apprenticeship training program in the field of calibration.
AUTHORIZED I-LEVEL CALIBRATION TRAINING – CNATTU administered courses that havebeen coordinated with TYCOMs, the appropriate technical offices, and approved by CNO and
TMDE specialists training courses provided to the Navy or Air Force under inter-Service support
agreements.
AUTODIN – AUTOMATIC DIGITAL NETWORK

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AUTOMATIC DISTRIBUTION – The action that provides initial distribution of publications to
newly activated aircraft squadrons or ships and that provides definite follow-on distribution of
supplementary publications, for example, changes, revisions, or supplements, to the recipients of the
publications on initial distribution or to authorized requesters.
AVAILABILITY (AIRCRAFT) – Applies to aircraft in an operating or non-operating status that
may be available for flight, upkeep, or rework as specified.
AVC – AVIONICS CHANGEAVCAL – AVIATION CONSOLIDATED ALLOWANCE LIST – A consolidated list of
aeronautical material, tailored to each individual ship and MAG, to support assigned or embarked
aircraft flight operations. It is normally prepared by NAVSUP WSS Philadelphia, PA under
direction of the air TYCOM.
AVDLR – AVIATION DEPOT LEVEL REPAIRABLE
AVG – AVERAGE
AVIATION ACTIVITY – A formally structured staff, command, squadron, unit, or detachment
headed by a Commander, CO, or OIC responsible for management, maintenance, material, andlogistic support of naval aeronautical equipment.
AVIATION CAPABLE SHIP – A non-aviation ship that can be used as an aviation operating
platform.
AVIATION SHIP – Specifically CV, CVN, and L-Class type ships are designated, for NAMP
purposes, as aviation ships.
AVIONICS – The application of electronics to aviation and astronautics. For NAMP purposes,
avionics is interpreted to include electronic, electrical, instrument, flight control, fire control, andbombing equipment and their subsystems taken as either independent equipment, groups ofequipment, or integrated systems to accomplish assigned military missions.
AVIONICS SE – AVIONICS SUPPORT EQUIPMENT (common and peculiar). Includes all
equipment of an electronic nature used for, but not limited to, testing, troubleshooting, aligning, orcalibrating aircraft systems and components. Examples of such equipment are general purpose
electronic test equipment, ATE, vacuum pressure testers, temperature, and fuel quantity indicator
test sets.
AVNSUPO – AVIATION SUPPLY OFFICER
AVO – AVIONICS OFFICERAWBS – AUTOMATED WEIGHT AND BALANCE SYSTEMAWI – AIR WORTHINESS INSPECTIONAWIS – ALL WEAPONS INFORMATION SYSTEM

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AWM – AWAITING MAINTENANCEAWM REASON CODE – A two-character alphanumeric code that describes the reason for an
AWM condition.
AWM TIME – Time when an aircraft is NMCM or PMCM and no maintenance is being performedon the systems causing the NMCM or PMCM status. Other maintenance upkeep not causing an
NMCM or PMCM condition may be performed on the aircraft during this period.
AWP – AWAITING PARTS - The condition that exists when materials required to complete amaintenance action are not available. A maintenance action is classified as AWP when no work canbe performed due to a lack of parts on order.
AWSE – ARMAMENT WEAPONS SUPPORT EQUIPMENT - All equipment used in the loadingof an explosive system or launch device on an aircraft, to include equipment used for the packaging,bulk handling, storage or stowage, and transportation of weapons, weapon components, and SE
where the principle function is support of the explosive ordnance component or weapon (usedprimarily by the Weapons Department).
AZ – AVIATION MAINTENANCE ADMINISTRATIONMAN
B
BA – BROAD ARROWBAILMENT – Government aircraft in the physical custody of a non-military organization (typicallyan aircraft manufacturer, aircraft modification company, or contractor providing the Government a
service requiring military aircraft) under the terms of a bailment agreement.
BASIC MISSION – The basic intended function or capability of the aircraft, such as bomber,fighter, patrol, observation, and utility. See MODEL DESIGNATION.
BASIC MISSION SYMBOL – A letter used to indicate the basic intended function or capability of
the aircraft, such as bomber, fighter, patrol, and utility. See MODEL DESIGNATION.
BCM – BEYOND CAPABILITY OF MAINTENANCE – A term/code used by IMAs when repair
is not authorized at that level or when an activity is not capable of accomplishing the repair becauseof a lack of equipment, facilities, technical skills, technical data, or parts. BCM will also be used
when shop backlog precludes repair within time limits specified by existing directives.
BCR – BASELINE CHANGE REPORTBENCH CHECK – A physical inspection or functional test of an item removed for an alleged
malfunction to determine if the part or item is serviceable or repairable. It also includes a
determination of the extent of maintenance, repair, or possible overhaul required to return it toserviceable status.

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BENCH TEST – The subjection of aircraft, engines, accessories, equipment, and equipage toprescribed conditions and specifications, with the use of shop test equipment, to ensure proper
functioning.
BER/BR – BEYOND ECONOMIC REPAIR/BEYOND REPAIRBFIMA – BATTLE FORCE INTERMEDIATE MAINTENANCE ACTIVITY – The IMA thatprovides support to units assigned to a battle force during a deployment cycle.
BMT – BUFFER MANAGEMENT TOOL – BMT uses data from NALCOMIS and R-Supply
databases to generate reports focused on what work has priority for repair in order to replenish RFI
inventory (buffers) in a Time Domain.
BOA – BASIC ORDERING AGREEMENTBOARD OF INSPECTION AND SURVEY – Convenes at COMNAVAIRSYSCOM approximately
60 days subsequent to the start of the Board of Inspection and Survey preliminary evaluation and is
attended by representatives of CNO, CNATRA, Fleets, COMNAVAIRSYSCOM, NAVSUP WSS
Philadelphia, PA, and contractors. Evaluation of the aircraft and its SE is reported and action to betaken is determined. Proposed configuration of the aircraft for fleet delivery is established.
Readiness of the aircraft and its associated equipment to commence the Fleet Introduction Programis a most important decision.
BOD – BOARD OF DIRECTORS
BOM – BILL OF MATERIAL
BOR – BUDGET OPTAR REPORTBOSS – BUY OUR SPARES SMART
BTR – BASELINE TROUBLE REPORT - Provides a means to report NTCSS Optimized OMA
NALCOMIS baseline deficiencies found in a specific PMA baseline.
BU/SER – BU/SERNO – BUREAU/SERIAL NUMBER
BULLETIN – A document issued by COMNAVAIRSYSCOM, which directs a one-time inspectionof equipment, contains related instructions, and disseminates administrative, or management
information as related to maintenance of weapon systems.
BUNO – BUREAU NUMBER – An unhyphenated serial number, not exceeding six digits, used to
identify individual airframes within the naval aircraft inventory. Each BUNO is unique to aparticular airframe. BUNO assignment is controlled by the CNO.
BUPERS – BUREAU OF NAVAL PERSONNELC
CAD – CARTRIDGE ACTUATED DEVICE

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CAGE – COMMERCIAL AND GOVERNMENT ENTITY – A five-position code assigned to
manufacturers and non-manufacturers organizational entities and contractors of items procured byagencies of the federal government.
CAI – CRITICAL APPLICATION ITEMCALENDAR AGE – The total number of calendar months since acceptance.
CALIBRATE – To make corrections within a calibration facility on items listed in the CALSEL.
CALIBRATION – The process by which calibration installations compare a calibration or TMDE
with a standard of higher accuracy to determine if the instrument being calibrated is within specified
limits throughout its entire range.
CALIBRATION FACILITY – An installation under the control of the military departments or any
agency of DOD that provides calibration services for TMDE and calibration standards used by
activities engaged in research, development, test, and evaluation, production, QA, maintenance,
supply, and operation of weapon system(s), equipment, and other DOD material.
CALIBRATION INTERVAL – The maximum length of time between calibrations that calibration
standards or TMDE are expected to maintain reliable measurement capability.
CALIBRATION PROCEDURE – A document that outlines the steps and operations to be followedby calibration personnel in calibrating an instrument.
CALIBRATION STANDARD – COMNAVAIRSYSCOM calibration installation equipment used
to maintain continuity of value in the units of measurement embodied by periodic comparison withhigher echelon or National Institute of Standards and Technology.
CALSEL – CALIBRATION STANDARD EQUIPMENT LISTCALSTDS – CALIBRATION STANDARDSCAMEO – COMPREHENSIVE AUTOMATED MAINTENANCE ENVIRONMENTOPTIMIZEDCANNIBALIZATION/CANNIBALIZE – The removal of serviceable material/part or component
from one aircraft or equipment for installation into another aircraft or equipment to restore the latterto a serviceable condition.
CANTRAC – CATALOG OF NAVY TRAINING COURSES (NAVEDTRA 10500) – Contains
information on schools and courses under the purview of NETC Amphibious Forces, Atlantic andPacific, and other Navy training commands. The function of CANTRAC is to provide a
consolidated, centrally produced catalog, presenting courses in standardized form.
CAO – CONTRACT ADMINISTRATION OFFICECART – CARTRIDGE
CAS – CONTRACT ADMINISTRATION SERVICES
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CASS – CONSOLIDATED AUTOMATED SUPPORT SYSTEM - An automatic, high speed,
computer controlled, general purpose test system that isolates faults to a piece/part level.
CAT – CATEGORYCATS – CATAPULTS
CAV-ORM – COMMERCIAL ASSET VISIBILITY - ORGANIC REPAIRABLE MODULE
CBT – COMPUTER BASED TRAINING
CC – CAPABILITY CODE – The code denoting an IMA repair capability, for example A1 (Checkand Test only)
CCB – CONFIGURATION CONTROL BOARD – A group of formally designated representatives
from management/engineering/support organizations established to review and approve ordisapprove change proposals by the government or a contractor.
CCS – COMPONENT CONTROL SECTION
CDA – CENTRAL DESIGN ACTIVITY
CDA – COMMERCIAL DERIVATIVE AIRCRAFT
CDI – COLLATERAL DUTY INSPECTOR
CDQAR – COLLATERAL DUTY QUALITY ASSURANCE REPRESENTATIVE
CD-ROM – COMPACT DISC-READ ONLY MEMORY
CDT – COMPLEXING/DECOMPLEXING TOOLSCEB – COMMERCIAL ENGINE BULLETIN
CECR – CHANGE ENTRY CERTIFICATION RECORDCENNAVAVNTECHTRA – CENTER FOR NAVAL AVIATION TECHNICAL TRAINING(CNATT) - An organization under the military command of NETC responsible for providing, bymeans of the CNATTUs, technical training for officers and enlisted personnel in the operation,
maintenance, and repair of air weapons systems and associated equipment and for conducting suchother training as the CNO may direct.
CENNAVAVNTECHTRAU – CENTER FOR NAVAL AVIATION TECHNICAL TRAINING
UNIT (CNATTU) +CERR – COMPLETE ENGINE REPAIR REQUIREMENTS
CERRC – COMPLETE ENGINE REPAIR REQUIREMENTS CARD
CERTIFICATE – An official document, either paper or electronic, that certifies completion of a
training course. NAMP examples include certificates of completion for CNATT courses.

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CERTIFICATION – Signed documentation, either paper or electronic, attesting an individual isqualified or a product meets specified standards. NAMP examples: A Division Officer (DO)signature on a CDI nomination form is the DO’s certification the nominee is eligible to be a CDI; atechnician’s signature on a WO/MAF is certification they performed the work.
CETARS – CORPORATE ENTERPRISE TRAINING ACTIVITY RESOURCE SYSTEM
CETS – CONTRACTOR ENGINEERING AND TECHNICAL SERVICES - Those services
performed by commercial or industrial companies which provide advice, instruction, and training topersonnel of the military departments in the installation, operation, and maintenance of DOD
aeronautical systems and equipment. CETS consist of CONTRACT FIELD SERVICES,CONTRACTOR PLANT SERVICES, and FIELD SERVICE REPRESENTATIVE.
CF REQ – CHECK FLIGHT REQUIREDCFE – CONTRACTOR FURNISHED EQUIPMENT - Items manufactured or purchased by thecontractor for inclusion in or support of an aeronautical system.
CFFC – COMMANDER, UNITED STATES FLEET FORCES COMMAND
CFR – CODE OF FEDERAL REGULATIONS
CFT – CONTRACT FIELD TEAMCG MCCDC – COMMANDING GENERAL, MARINE CORPS COMBAT DEVELOPMENT
COMMANDCGMARBDE – COMMANDING GENERAL, MARINE BRIGADE
CGMAW – COMMANDING GENERAL, MARINE AIRCRAFT WING
CHANGE – A document that directs and provides instruction for the accomplishment of a change,
modification, repositioning, or alteration of material in aircraft, weapon systems, assemblies,
subassemblies, components, or SE. See TD.
CHARTS – CHANGE HISTORY AND REVIEW TRACKING SYSTEMCHECKOUT – A sequence of functional or operational tests, or calibration, to determine thecondition and status of a weapon system or its elements.
CHRIMP – CONSOLIDATED HAZMAT REUTILIZATION AND INVENTORYMANAGEMENT PROGRAM
CI – CRITICAL ITEM
CIM – CRITICAL ITEM MANAGEMENT
CIN – COURSE IDENTIFICATION NUMBER – The number that identifies a training course.
Examples: C-555-0053 is the CIN for the Naval Aviation Maintenance Control Management
course, and C-555-0043 is the CIN for the IMA Production Control course.
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CIVILIAN – A Federal employee of the Department of Defense or other Federal agency.
CLASS – A broad classification of the general mission purpose of a Navy aircraft design, forexample, fighter, attack, patrol, or transport. Subclass refers to the next lower level of classification
into a more specific mission purpose of design, for example, all weather photographic.
CLS – CONTRACT LOGISTIC SUPPORTCM – CONFIGURATION MANAGEMENT – The process for establishing and maintaining
consistency of a product's performance, functional, and physical attributes with its requirements,
design, and operational information throughout its life. CM includes identifying, documenting, andverifying the functional and physical characteristics of an item; recording the configuration of an
item; and controlling changes to an item and its documentation.
CM ALS – CONFIGURATION MANAGEMENT AUTO LOG SET
CMC – COMMANDANT OF THE MARINE CORPS
CMD – CONSUMABLE MANAGEMENT DIVISIONCMIS – CONFIGURATION MANAGEMENT INFORMATION SYSTEMCMIS COMPONENT TRACKING SYSTEM FOR AIRCRAFT – An automated system for
tracking the composition, location, and operating time/cycle counts of the life limited components ofaircraft. The CMIS Component Tracking System for Aircraft is used to develop schedules forinspections, replacement procurements, and forced removal actions for these components based on
usage requirements and fixed or variable hour or cycle counts or limits.
CMIS COMPONENT TRACKING SYSTEM FOR ENGINES – An automated system for tracking
the composition, location, and operating time/cycle counts of the life usage indexes of aircraft
engines, propulsion systems, modules, and life limited components. The CMIS Component
Tracking System for Engines is used to develop long-range schedules for inspections, removals,
replacements, procurements, and rework schedules for these components, based on usage
requirements and fixed or variable usage rates.
CMS – COMMUNICATIONS MATERIAL SYSTEMSCNAFR – COMMANDER NAVAL AIR FORCE, RESERVECNATRA – CHIEF OF NAVAL AIR TRAINING
CNATTMARU – CENTER FOR NAVAL AVIATION TECHNICAL TRAINING MARINE UNIT
CNATTU – CENTER FOR NAVAL AVIATION TECHNICAL TRAINING UNIT
CNET – CHIEF OF NAVAL EDUCATION AND TRAINING
CNO – CHIEF OF NAVAL OPERATIONS
CO – COMMANDING OFFICER
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CODR – CONVENTIONAL ORDNANCE DEFICIENCY REPORT
COG – COGNIZANCE SYMBOL – A two-position numeric-alpha code prefixed to NSNs,
identifies the type of funds used to purchase the item and the activity that is the inventory manager.
COMFAIR – COMMANDER FLEET AIR
COMFAIRFWD – COMMANDER FLEET AIR FORWARDCOMFISC – COMMANDER, FLEET AND INDUSTRIAL SUPPLY CENTERCOMFRC – COMMANDER, FLEET READINESS CENTERCOMFRC FST-COMMANDER, FLEET READINESS CENTER, FLEET SUPPORT TEAM. See
FSTCOMMARFORCOM – COMMANDER, MARINE FORCES COMMAND
COMMARFORPAC – COMMANDER, MARINE FORCES PACIFICCOMMERCIAL – Aircraft, support systems, and processes unique to commercial aviation.
COMMERCIAL DERIVATIVE AIRCRAFT – Aircraft procured by the Navy for which there is acertified commercial counterpart.
COMMON ITEM – An item of standard design, application, and specification, normally procurablefrom several manufacturers or suppliers, or available from only one manufacturer, but with wideusage or of such design that the multiple application is apparent.
COMMON SERVICING – That function performed by one military service in support of anothermilitary service for which reimbursement is not required from the service receiving the support.
COMNAVAIRFOR (CNAF) – COMMANDER, NAVAL AIR FORCESCOMNAVAIRFORES (CNAFR) – COMMANDER, NAVAL AIR FORCE RESERVECOMNAVAIRLANT (CNAL) – COMMANDER, NAVAL AIR FORCE ATLANTICCOMNAVAIRPAC (CNAP) – COMMANDER, NAVAL AIR FORCE PACIFIC
COMNAVAIRSYSCOM (NAVAIR) – COMMANDER, NAVAL AIR SYSTEMS COMMAND
COMNAVFACENGCOM (NAVFAC) – COMMANDER, NAVAL FACILITIES ENGINEERINGCOMMAND
COMNAVSEASYSCOM(NAVSEA) – COMMANDER, NAVAL SEA SYSTEMS COMMAND
COMNAVSUPSYSCOM(NAVSUP) – COMMANDER, NAVAL SUPPLY SYSTEMSCOMMAND
COMNAVWARSYSCOM – COMMANDER, NAVAL WARFARE SYSTEMS COMMAND

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COMPLEMENT – The quantity and quality of aircraft prescribed by CNO and implemented by
COMNAVAIRFOR as the optimum inventory of an organizational unit whose mission requires
aircraft.
COMPONENT REPAIR – See MAINTENANCE LEVELS.
COMPOSITE MAINTENANCE ORGANIZATION – Unit of reporting custodians with one ormore T/M/S aircraft for purposes of deploying as a single unit, operating together during an
exercise, or performing missions/tasks.
CONDITION CODES – See MCC.
CONDITIONAL INSPECTION – An inspection required due to an over limit condition, specificusage, or operational event. Examples of over limit conditions: Hard landing, overstress, overtemp,
lightning strike, overweight take-off or landing, and field arrestment. Example of specific usage:
Post-fire gun inspection. Examples of operational events: Pre carrier and post carrier inspections,and one-time inspections directed by higher authority (not directed by a TD). See INSPECTIONS,AIRCRAFT/ENGINE.
CONFIGURATION – The functional and physical characteristics of material as described intechnical documents and achieved in a product.
CONFIGURATION CONTROL – The systematic evaluation, coordination, approval or disapprovalof proposed changes and the implementation of all approved changes to the configuration of aconfiguration item after formal establishment of its configuration identification.
CONFIGURATION IDENTIFICATION – The current approved or conditionally approved
technical documentation for a configuration item as set forth in specifications, drawings andassociated lists, and documents referenced therein.
CONFIGURATION ITEM LIST – A list of those status items designated for configuration control
and configuration accounting.
CONFIGURATION ITEM(S) – Items designated by DOD components for configuration
management. They may differ widely in complexity, size, and kind. Examples are an aircraft, ship,
mobile test unit, navigation system, embedded computer, computer program, facility, electronicsystem, test meter, or a round of ammunition.
CONFIGURATION STATUS ACCOUNTING – The recording and reporting of information that isneeded to manage configuration effectively, including the approved configuration identification, thestatus of proposed changes to configuration, and the implementation status of approved changes.
CONFIGURED ITEMS – Those selected items that require continuation of configuration statusaccounting during the operational phase. An item that affects mission capability and can beinterchanged with a similar item that will result in a different mission capability.
CONFIRMED CANCELLATION – The official notification by Supply that action will not be taken
on a requisition and the requisition is cancelled.
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CONOPS – CONCEPT OF OPERATIONSCONSUMABLE ITEM – Any item or substance which, upon installation, loses its identity and isnormally consumed in use or cannot be economically repaired.
CONSUMABLE MATERIALS – See EXPENDABLE SUPPLIES AND MATERIAL.
CONTAMINANTS – Particles of foreign material, which may or may not be visible to the unaided
eye.
CONTRACT FIELD SERVICES – Those engineering and technical services provided to DOD bycommercial or industrial companies on-site at defense locations by trained and qualified engineers
and technicians.
CONTRACT MAINTENANCE – The maintenance of material by commercial organizations
without distinction as to levels of maintenance accomplished and maintenance accomplished byprivate industry in government-owned, contractor-operated plants; contractor owned, contractor
operated plants; or by contract field teams.
CONTRACTING OFFICER – A person or persons with the authority to enter into, purchase,administer, or terminate contracts and make related determinations and findings.
CONTRACTOR – Any individual, corporation, or other non-Department of Defense entity that iscontracted to operate naval aircraft, or to perform or provide support to the maintenance,
modification, or production of Navy aircraft, to include engines, equipment, or components.
CONTRACTOR PLANT SERVICES – Those services provided to personnel of the military
departments in the plants and facilities of the manufacturer of military equipment or components bytrained and qualified engineers and technicians employed by the manufacturer.
CONTRACTOR SUPPORT PROGRAMS – Maintenance programs associated with commercial
derivative aircraft, where Navy personnel perform the O-level maintenance with limited I-level
effort. The contractor issues ready for issue components and provides limited diagnostic assistance.
CONTROL STATION – The portion of a UAS that allows for operator command and control of an
Unmanned Aircraft.
CONTROLLING CUSTODIAN – Activities designated with authority to control the assignment,
employment, and logistic support of certain aircraft, engines, and equipment.
CONTROLLING CUSTODY – Administrative control of the assignment, logistic support,
employment, and responsibility to account for and provide information about aircraft, engines, andequipment.
CONUS – CONTINENTAL UNITED STATESCILOP – CONVERSION IN LIEU OF PROCUREMENT – Any conversion, service life extension,
update, expansion/change of mission capability, improvement of combat capability, or combination

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COR – CONTRACTING OFFICER'S REPRESENTATIVE – A representative designated by thecontracting officer who performs primarily technical functions such as providing technical direction,
inspection, approval of shop drawings, testing, approval of samples, and other functions of atechnical or administrative nature not involving a change in the scope, price, terms, or conditions of
the contract or order.
CORRECTIVE ACTION – The resolution of a problem or deficiency.
CORRECTIVE MAINTENANCE – The actions performed to restore an item to a specified
condition.
COSAL – CONSOLIDATED SHIPBOARD ALLOWANCE LIST – Both a technical and a supply
document tailored to suit an individual ship or MAG material support requirements. Technical inthat equipment nomenclature, operating characteristics, applicable technical manuals, plans, repair
parts, and special tool requirements for the operation and repair of ship or MAG equipment aredescribed and documented. As a Supply document, it lists, by equipment, the NSN for each item
supported by the Naval Supply System. It is a coordinated listing of ship or MAG spares, repair
parts, and consumable allowances. It also provides the basis for a ship or MAG inventory
management and development of second and third echelon support requirements. The COSAL is
prepared by NAVSUP WSS Mechanicsburg, PA, for ship or MAG installed and portablemechanical, electrical, electronics, and ordnance equipment. NAVSUP WSS Philadelphia, PA,
produces COSALs for aircraft launch and recovery systems, optical landing equipment, flight deck
lighting, jet blast deflectors, and expeditionary airfields.
COTS – COMMERCIAL-OFF-THE-SHELF
COUNTERFEIT MATERIAL – Material whose identity or characteristics have been deliberately
misrepresented, falsified, or altered without legal right to do so.
CP – CHANGE PROPOSALCPARS – CONTRACTOR PERFORMANCE ASSESSMENT REPORTING SYSTEM
CPI – CONTINUOUS PROCESS IMPROVEMENTCPIMS – CONTINUOUS PROCESS IMPROVEMENT MANAGEMENT SYSTEM
CPR – CARDIOPULMONARY RESUSCITATION
CPT – COPILOT TIME
CR – CORRECTION RECORDCRIPL – CONSOLIDATED REMAIN-IN-PLACE LIST – A listing of all authorized remain inplace items for a particular T/M/S aircraft. CRIPLs are published by NAVSUP WSS and approvedby the ACCs and COMNAVAIRSYSCOM.
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CRITICAL DEFECT – See DEFECT.
CRITICAL SUPPLIES AND MATERIALS – Those supplies vital to the support of operations
which, for various causes, are in short supply or are expected to be in short supply.
CRITICAL TASK TRAINING – Artisan training on aeronautical components, equipment ormaintenance procedures, judged by a supervisor or other responsible authority using ORM
principles, to be of sufficient risk as to warrant specific training in advance or concurrently with theactual performance of maintenance tasks.
CROSSDECK – The transfer of authorized allowance equipment/material from one unit to anotherto improve available inventory on board.
CROSS SERVICING – That function performed by one military service in support of anothermilitary service for which reimbursement is required from the service receiving the support. See
SERVICING.
CSD – CUSTOMER SUPPORT DIVISION
CSE – COMMON SUPPORT EQUIPMENT – Comprised of only those general purpose items
supplying or measuring broad parameters of physical properties that are known to be established in
the using service's inventory, for example, ground electrical, pneumatic, and hydraulic power units;
towing, hoisting, and fueling devices; signal generation devices; and voltage, amperage, and phasemeasuring devices. The application of SE items to other end items, systems, or components does
not in itself justify or classify the items as CSE. CSE is divided as AVIONICS SE (common andpeculiar) and NONAVIONICS SE (common and peculiar).
CSEC – COMPUTERIZED SELF EVALUATION CHECKLISTCSI – CRITICAL SAFETY ITEMCSS – CONTRACTOR SUPPORT SERVICES
CST – CUSTOMER SERVICE TEAMCTPL – CENTRAL TECHNICAL PUBLICATIONS LIBRARY
CTR – CARCASS TRACKING RECORDCSRIA – CALIBRATION STANDARDS READY ISSUE ACTIVITYCUSTODY – Cognizance and limited responsibilities for aircraft equipage, equipment, material,
and SE. Categories of custody are CONTROLLING CUSTODY, PHYSICAL CUSTODY, and
REPORTING CUSTODY.
CUSTODY CODES – Custody codes are single position alpha characters, which provide
supplemental accountability detail about an SE transaction and the effect of the transaction on
supply and financial records. These codes identify a specific category of SE items placed in the
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CUSTOMER ACTIVITY – MEASURE participants who coordinate the servicing and calibration of
TMDE/TAMS within a specific area, for example, AIMDs, MALS, and ships.
CUSTOMER SERVICE – D-level services, including emergency check, test, minor repair,manufacture of parts, heat treat, plating, and machine shop service, to relieve NMCS, PMCS, andwork stoppage conditions.
CVN – Multi-Purpose Aircraft Carrier, Nuclear
CVW – Carrier Air WingD
DAAS – DEFENSE AUTOMATIC ADDRESSING SYSTEMDAILY INSPECTION – See INSPECTIONS, AIRCRAFT/ENGINE.
DAR – DAILY AUDIT REPORTDATA ANALYSIS – For the purpose of the NAMP, Data analysis is the process of collecting,analyzing and presenting data on past performance in order to provide information to support
decision-making regarding actions needed to improved future performance. See METRIC.
DATA ELEMENT – A single unit of data related to an item record.
DATA STORAGE SET – Monitors the operational status of aircraft weapon systems.
DATA STORAGE UNIT – A storage medium used by the data storage set for significant
maintenance data measured in-flight and after landing.
DBA – DATA BASE ADMINISTRATORDCB – DYNAMIC COMPONENT BULLETIN
DCF – DOCUMENT CONTROL FORM
DCMA – DEFENSE CONTRACT MANAGEMENT AGENCY
DCMD – DEFENSE CONTRACT MANAGEMENT AREA/DISTRICTDCNO – DEPUTY CHIEF OF NAVAL OPERATIONSDCNO (M&P) – DEPUTY CHIEF OF NAVAL OPERATIONS (MANPOWER ANDPERSONNEL)
DCPS – DEFENSE CIVILIAN PAYROLL SYSTEMDCU – DOCUMENT CONTROL UNIT
DDSN – DOCUMENT DATE AND SERIAL NUMBER
DECKPLATE – DECISION KNOWLEDGE PROGRAMMING FOR LOGISTICS ANALYSISAND TECHNICAL EVALUATION.
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DEFECT – Any nonconformance of the unit or product with specified requirements. Defects arenormally grouped into one or more of the following classes but may be grouped into other classes or
subclasses within these classes:
DEFECT, CRITICAL – A defect that constitutes a hazardous or unsafe condition, or as determinedby experience and judgment could conceivably become so, thus making the aircraft/equipment
unsafe for flight/use or endangering personnel.
DEFECT, MAJOR – A defect, other than critical, that could result in failure or materially reduce theusability of the unit or part for its intended purpose.
DEFECT, MINOR – A defect that does not materially reduce the usability of the unit or part for its
intended purpose or is a departure from standards but which has no significant bearing on theeffective use or operation of the unit or part.
DELIVERY – The logistic process involved in readying an aircraft for transfer from the custody ofa COMNAVAIRSYSCOM Fleet Support Activity to the custody of an operating command.
DESIGNATION – Written appointment to a position or duty. NAMP examples include designation
as a QAR (a position) or to certify aircraft Safe for Flight (a duty).
DESIGN ACTIVITY – The activity responsible for design, preparation, and maintenance ofengineering documents for a given item of military property.
DETACHMENT – A unit physically removed from the location of the parent organization.
DEVIATION – To depart from established policy or procedures, such as deviation from the NAMP.
DFARS – DEPARTMENT OF DEFENSE FEDERAL ACQUISITION REGULATION
SUPPLEMENTDFAS – DEFENSE FINANCE AND ACCOUNTING SERVICE – The activity designated toperform operating budget accounting for the Commanders in Chief, U. S. Atlantic and Pacific Fleetsand respective TYCOMs, including associated accounting and reporting for ships, staffs, designatedshore activities, aviation squadrons, mobile construction battalions, and miscellaneous units andcommands, as assigned.
DIFM – DUE IN FROM MAINTENANCE
DIRECT LABOR – Used to denote work that can be identified to a single, specific job order.
Direct labor generally includes the hands-on maintenance, repair, overhaul, test, and related direct
production effort that follows the established sequence and content of work necessary to accomplish
the billable job. Direct labor does not include the support work identified as either indirect orgeneral and administrative in nature. See INDIRECT LABOR.
DIRECT MAINTENANCE – The effort expended by maintenance personnel in the actual
performance of maintenance on aircraft, aeronautical equipment, or SE. Direct maintenanceincludes inspection, disassembly, adjustment, fault correction, replacement and reassembly of parts,and calibration/tests required in restoring the item to a serviceable status. Direct maintenance also
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includes preparatory and administrative actions by maintenance personnel assigned to the
WO/MAF, such as technical research, inventorying/putting away tools and equipment, orderingparts, documenting actions taken on a WO/MAF, and communicating job status to
Maintenance/Production Control.
DIRECTED REMOVAL – A requirement to remove an item after a fixed period of operation ortime.
DIRECTIVE – A communication in which a policy is established, a specific action is ordered, or aplan is put in effect.
DISC – DISCOVERED – The DISC code field on WOs and MAFs. Indicates when a maintenancerequirement was discovered. See Appendix E for DISC codes.
DIVERSION – The removal of an item of government furnished material or contractor furnishedmaterial positioned at a contractor’s plant incidental to a production contract.
DLA – DEFENSE LOGISTICS AGENCYDLADS – DEFENSE LOGISTICS AGENCY DISPOSITION SERVICES
D-LEVEL – DEPOT LEVEL MAINTENANCE D-level activities provide engineering assistanceand perform maintenance beyond both O-level and I-level maintenance capabilities. The DoN Dlevel activities are FRC Southwest, FRC Southeast, FRC East, FRC Aviation Support Equipment,
and FRC Western Pacific.
DLF – DATE LAST FLOWNDLQP – DEPOT LEVEL QUALITY PROGRAM
DLR – DEPOT LEVEL REPAIRABLEDMDS – DEPOT MAINTENANCE DATA SYSTEMDMI – DEPOT MAINTENANCE INTERSERVICEDMISA – DEPOT MAINTENANCE INTERSERVICE SUPPORT AGREEMENTDMMH – DIRECT MAINTENANCE MAN HOURSDNEC – DISTRIBUTION NAVY ENLISTED CLASSIFICATION (CODES)DOCNUM – DOCUMENT NUMBER
DOCUMENT – Specifications, lists, drawings, sketches, standards, pamphlets, reports, or otherinformation relating to design, procurement, manufacture, test, or inspection of items or services
under a contract. Also, in the MDS, any forms used to collect data at its source for conversion tomachine records.
DOD – DEPARTMENT OF DEFENSE

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DOD-HDBK – DEPARTMENT OF DEFENSE HANDBOOK
DODIC – DEPARTMENT OF DEFENSE IDENTIFICATION CODE
DOD ID NUMBER – DEPARTMENT OF DEFENSE IDENTIFICATION NUMBER – The DOD
ID number is a unique 10-digit number associated with personnel and their DOD common accesscard (CAC)
DON – DEPARTMENT OF THE NAVYDOSS – DIRECTOR OF SAFETY AND STANDARDIZATIONDOWNTIME – That element of time during which the item is not in condition to perform its
intended function.
DPD – DATA PROCESSING DIVISION
DR – DEFICIENCY REPORT – Deficiency Reports include: ADDR, AIDR, BTR, CODR, EER,
EI, EMR, HMR, PQDR, SDR, TDR, and TPDR. See NAMDRP.
DR – DELETION RECORD
DRP – DESIGNATED REWORK POINT – A D-level rework facility assigned the technical andrework responsibility for designated weapon system(s) or equipment.
DRWEB – DEFICIENCY REPORTING SYSTEMDSN – DEFENSE SWITCHED NETWORKDSP – DESIGNATED SUPPORT POINT – A supply activity, such as a Naval Supply Center,assigned to provide supply support to a designated overhaul point.
DTEDEP – JULIAN DATE DEPART
DTG – DATE TIME GROUPDTPL – DISPERSED TECHNICAL PUBLICATIONS LIBRARY – A technical publications
library maintained in a different location than the CTPL.
DTO – DIRECT TURN OVER
DWO – DISCREPANCY WORK ORDER
E
E&E – EXAMINATION AND EVALUATION
EA – ENTRY AUTHORITY
EAF – EXPEDITIONARY AIRFIELD – An EAF is a deployable shore-based aviation support
system for aircraft launch and recovery.
EAH – EQUIPMENT ASSIGNED HOURS
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eCAM – ELECTRONIC CONTINUAL ANALYSIS AND METRICS – The standard COMFRC
document management and workflow IT solution for D-level FRCs for information on actions,investigations and audits related to quality, occupational safety and health, environmental,
hazardous materials, ISO standards, missing tools, employee improvements, fire marshal findings,
etc., to the respective facilities in which it resides.
ECM – ELECTRONIC COUNTERMEASURESECP – ENGINEERING CHANGE PROPOSAL – A term that includes both a proposed engineeringchange and the documentation by which the change is described and suggested.
ECU – ENVIRONMENT CONTROL UNIT
ED – ENGINEERING DISPOSITION - See FED.
EDDY CURRENT – A method that uses induced eddy currents in detecting flaws in metal parts,
such as cracks, inclusions, voids, seams, and laps. This method can also be used for sorting
according to alloy temper, conductivity, and other metallurgical factors by variations in electricalcharacteristics/energy losses. See NDI.
EER – EXPLOSIVE EVENT REPORTEFFECTIVE – The ability to consistently meet mission requirements.
EFFICIENT – The ability to be effective while minimizing the use of resources.
EFH – ENGINE FLIGHT HOURS
EGRESS SYSTEM – An ejection seat, interconnect and sequence system, installed parachute, seatsurvival kit, and the explosive devices and rocket motors used in their propulsion. It also includes
hatches or canopies that are shattered or jettisoned from the aircraft by use of explosive devices.
EHR – EQUIPMENT HISTORY RECORDEI – ENGINEERING INVESTIGATION
EIC – EQUIPMENT IDENTIFICATION CODEEIQR – ELECTRONIC INDIVIDUAL QUALIFICATION RECORD
EIS – EQUIPMENT IN SERVICE – The number of hours per month an aircraft is In Mission
Capability Reporting Status (IN-MCRS). EIS hours = (NUMBER AIRCRAFT) X (DAYS IN
MCRS) X (24 HOURS). See MCRS.
ELCF – EQUIVALENT LOW CYCLE FATIGUEELECTRONIC MATERIAL – Those electronic devices employed in the field of detection andtracking (underwater, sea, land, air, and space), recognition and identification, communication, aids
to navigation, weapons control and evaluation, flight control, and electronic countermeasures.
Electronic devices are understood to include peculiar nonelectronic units required to complete
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individual operational functions, such as power supplies, hoist mechanisms, antennas, and vehicles
but to exclude associated nonelectronic equipment identified by other type designating systems.
ELMS – ENHANCED LIBRARY MANAGEMENT SYSTEM
EMI – ELECTROMAGNETIC INTERFERENCE - Any electromagnetic disturbance thatinterrupts, obstructs, or otherwise degrades or limits the performance of electronics/electricalequipment.
EMIR – ENLISTED MANNING INQUIRY REPORTEMR – EXPLOSIVE MISHAP REPORTEMT – ELAPSED MAINTENANCE TIME – For the purposes of Maintenance Data Reporting,
EMT is defined as the actual clock time, in hours and tenths, that maintenance was being performed
on a job. EMT does not include the clock hours and tenths for cure time, charging time, or leak testwhen they are being conducted without maintenance personnel actually monitoring the work. EMT
is not the same as total man-hours required to complete a job, for example, if five personnel
complete a job in 2.0 hours of continuous work, the EMT=2.0 hours and the man-hours=10.0. See
DIRECT MAINTENANCE.
END ARTICLE – An end weapon, aircraft system, subsystem, component, or equipment being
procured on a contract, including contractor furnished materials, for example, a transmission, anengine, a computer, or a radio. Certain end articles are treated as end items for documentation
purposes under aviation 3M.
END ITEM – A final combination of end articles, component parts and materials ready for its
intended use, for example, aircraft, NC-2A, or avionics test bench.
ENGINE ACCESSORIES – Those items of equipment required for engine operation that are not an
integral part of the engine. Such equipment is included in the engine IPB.
ENGINE INSPECTION – See INSPECTION.
EN ROUTE – The physical movement an item transiting from one location to another.
EOC CODE – EQUIPMENT OPERATIONAL CAPABILITY CODE - EOC codes relate aparticular system/subsystem within a T/M/S of equipment to a specific mission. An EOC code is athree-character alphanumeric code that identifies the degree of degradation to mission capability andthe system responsible for the degradation.
EOQ – END OF QUARTER
EOR – EQUIPMENT OPERATING RECORD – A record of significant operational and usage dataof certain types of equipment.
EOS – EQUIPMENT OUT OF SERVICE – Those aircraft that are "OUT" of material condition
reporting status (OUT MCRS) and reported in an AIRRS inventory status code other than A.
EOT – EQUIPMENT OPERATING TIME
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EPA – ENVIRONMENTAL PROTECTION AGENCY
EPM – ENHANCED PHASE MAINTENANCE – The integration of depot maintenance inspections
with existing O-level phase maintenance. Each aircraft is inspected semi-annually based on task
RCM intervals.
EPSM – ENGINE/PROPULSION SYSTEMS MODULE
EQUIP – EQUIPMENTEQUIPMENT ALLOWANCE LISTS – A generic term indicating the publications that prescribe
authorized equipment and weapons.
EQUIPMENT APPLICABILITY INDEX – A part of the Naval Aeronautical Publications Index
that lists aircraft and equipment, arranged in alphabetical order, with applicable manuals shown by
their publication number.
EQUIPMENT, DIVISION OF – The following is a sequential listing of equipment division fromsmallest to largest:
PART – Pieces joined together that are not normally subject to disassembly without destructionof the designed use.
SUBASSEMBLY – Two or more parts that form a portion of an assembly or a unit, replaceable
as a whole, but having a part or parts that are individually replaceable.
COMPONENT/ASSEMBLY – A number of parts or subassemblies, or any combination, joined
together to perform a specific function. This term applies to items that cannot be further
disassembled for test or repair without requiring shop facilities.
NOTE: The distinction between an assembly and a subassembly is not always exact. An
assembly in one instance may be a subassembly in another where it forms a portionof an assembly.
UNIT – An assembly or any combination of parts, subassemblies, and assemblies mounted
together, normally capable of independent operation in a variety of situations.
GROUP – A collection of units, assemblies, or subassemblies that is a subdivision of a set or
system, but is not capable of performing a complete operational function.
SET – A unit or units and the necessary assemblies, subassemblies, and parts connected or
associated together to perform an operational function.
SUBSYSTEM – A major portion of a system that performs a specific function in the overall
operational function of the system.
SYSTEM – A complete system within the weapon such as landing gear system, flight control
system, or radar navigation system.
ANCILLARY DEFINITIONS
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ACCESSORY – A part, subassembly, or assembly designed for use in conjunction with orto supplement another assembly, unit, or set that contributes to the effectiveness without extendingor varying the basic function of the assembly or set. An accessory may be used for testing,adjusting, or calibrating.
ATTACHMENT – A part, subassembly, or assembly designed for use in conjunction withanother assembly, unit, or set that contributes to the effectiveness by varying the basic function of
the assembly or set.
ERAC – ELECTRONIC RAPID ACTION CHANGE
ERT – EMERGENCY RECLAMATION TEAM
ESA – ENGINEERING SUPPORT ACTIVITY
ESC – EXECUTIVE STEERING COMMITTEE
ESD – ELECTROSTATIC DISCHARGE - The transfer of electrostatic charge between bodies atdifferent electrostatic potentials caused by direct contact or induced by an electrostatic field and ispotentially damaging to electrical and electronic equipment.
ESDS – ELECTROSTATIC DISCHARGE SENSITIVEESOH – ENVIRONMENTAL SAFETY AND OCCUPATIONAL HEALTHESSI – ENHANCED SPECIAL STRUCTURAL INSPECTION
ETF – ENGINE TEST FACILITY - An ETF consists of a Test Facility (most commonly a Gas
Turbine Engine Test System (GTETS) or Global Test Facility (GTF) and Engine Test
Instrumentation (ETI).
ETR – ENGINE TRANSACTION REPORTETS – ENGINEERING AND TECHNICAL SERVICES – ETS personnel provide fault isolationand troubleshooting support; technical information research and advice; assistance in resolving
complex technical problems; and OJT in conjunction with the installation, operation, maintenance,
modification, and repair of aircraft weapons systems.
EWIS – ELECTRICAL WIRING INTERCONNECT SYSTEM – Any wire, electrical cabling, or
fiber optic cabling, or a combination of these items, including terminations, installed in any area of
the aircraft for the purpose of transmitting electrical or optical energy, signals or data between two
or more electrical/optical end points.
EXAMINATION – An element of inspection consisting of investigation, without the use of special
laboratory appliances or procedures, of supplies and services to determine conformance to thosespecified requirements that can be determined by such investigations. Examination is generally
non-destructive and includes, but is not limited to, visual, simple physical manipulation, gauging,and measurement.
EXCD – EXCEPTION CODE
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EXCEEDANCE – Surpassing or exceeding a life limit or maximum operating parameter.
EXCESS IN-USE ACCOUNTABLE SE – On hand quantities of SE not authorized by the IMRL.
EXCESS PROPERTY – Property that exceeds the quantity required or authorized for retention.
EXPEDITIONARY UNIT – A reporting custodian that typically deploys to air facilities within
combat zones. The unit deploys with its CO, assigned aircraft, and expeditionary logistics unit,
bringing a self-sustained aviation combat element in direct support of ground forces.
EXPERIMENTAL AIRCRAFT – Aircraft acquired by the Navy solely for use in research anddevelopment.
EXPLOSIVE ORDNANCE – Air launched weapon system(s) and components, except torpedoes
and mines. Torpedoes and mines, supported by the COMNAVSEASYSCOM, are in some cases
adapted to aircraft delivery.
EXPLOSIVE SYSTEM – Includes its components and the operationally adjacent mechanisms.
Examples of explosive systems are: small arms, chaff dispensers, projectiles, bombs, missiles,
rockets, targets using explosive materials, mines, torpedoes, grenades, charges, rounds, CADs,
PADs, explosively operated stud drivers, gun mounts, missile grenades, and sonobuoys.
EXREP – EXPEDITIOUS REPAIR – The processing for repair of NIS or NC components(repairable or consumable) in support of, or related to, an NMCS or PMCS situation
F
F&T – FUNCTION AND TEAM
FAA – FEDERAL AVIATION ADMINISTRATION (EVALUATIONS) – The engineering, testplanning, ground testing, flight testing, test reports, flight manual supplements, and procedures forcontinued airworthiness required by the FAA for granting or amending a Type Certificate or
granting a Supplemental Type Certificate.
FACILITY – Any building, property, space, shop, hangar, work center, or parking area, both afloat
and ashore, used for the upkeep, maintenance, and repair of aircraft, aircraft weapon systems, oraircraft components.
FACILITY MAINTENANCE – Routine, recurring work required to keep a facility, plant, building,
structure, ground facility, utility system, or any real property in such a condition that it may becontinuously used at its original or designed capacity, efficiency, and intended purpose.
FAD – FORCE ACTIVITY DESIGNATOR – The designation that determines material support
priority based on mission.
FAILSAFE – FLEET AIR INTRODUCTION LIAISON SURVIVAL AIRCREW FLIGHT
EQUIPMENT – The program for fleet introduction of new or modified ALSS.
FAILURE – The event, or inoperable state, in which any item or part of an item does not, or would
not, perform as previously specified.
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FAILURE CAUSE – The physical or chemical processes, design effects, quality defects, partmisapplication or other processes which are the basic reason for failure or which initiate the physicalprocesses by which deterioration proceeds to failure.
FAILURE MODE – The specific manner of failure; the engineering mechanism of failure; thecircumstance or sequence of events which leads to a particular functional failure.
FAILURE RATE – The number of failures of an item per unit measure of life (cycles, time, miles,
events, etc. (as applicable) for the item).
FAL – FOCUS AREA LIST – A T/M/S listing of corrosion prone areas derived from PMI-1/IMC/P
event discrepancies, which consume 80 percent of corrosion related repairs.
FAME – F/A-18 AUTOMATED MAINTENANCE ENVIRONMENT
FAR – FEDERAL ACQUISITION REGULATION OR FEDERAL AVIATION REGULATIONFASOTRAGRU – See CENNAVAVNTECHTRA and CENNAVAVNTECHTRAU.
FC – FLIGHT CRITICAL – Any identified discrepancy that is directly related to Safety of Flight.
See SAFE FOR FLIGHT.
FCA – FIELD CALIBRATION ACTIVITY – An I-level (W/C 670) calibration activity thatprovides calibration/repair services to MEASURE participants.
FCF – FUNCTIONAL CHECK FLIGHT – Flights performed to determine if the airframe, power
plant, accessories, and items of equipage are functioning per predetermined requirements while
subject to the intended operating environment. FCFs are conducted when it is not feasible orpossible to determine safe/required functioning by means of ground checks.
FE – FLEET EQUIPMENT
FEA – FRONT END ANALYSIS
FED – FLEET ENGINEERING DISPOSITION - The process used to authorize repair procedures tobe performed by O, I, and D-level activities for aircraft and components damaged beyond repairable
limits. FED permits deviation from the standard procedures specified in technical manuals on acase-by-case basis as directed by the cognizant FST engineering authority.
FEDLOG – FEDERAL LOGISTICS DATA – is an interactive query system using a variety of typesof search data to significantly reduce the time required to access all information necessary to
identify and order supplies.
FERRY – The process of flying an aircraft from one physical location to another. Within theaviation community, this term has two meanings: any flight whose primary purpose is relocation of
the airframe; portable ferry flights conducted per ACC/TYCOM directives.
FH – FLIGHT HOURS
FID – FAULT ISOLATION DETECTION
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FID – FIXED INDUCTION DATE – Fixed IMC/P due dates for maintenance intervals as
determined by RCM analysis. For IMC/P aircraft, the fixed date is determined for the start of a PMI
and is numbered sequentially within a tour. FID1 marks the start of the tour and is equal to the PEDof the previous tour.
FIELD MAINTENANCE – Maintenance performed at shore and sea operational sites to rapidly
return aircraft and equipment to operational status. Field maintenance encompasses organizational
level maintenance of aircraft and equipment, intermediate-level (normally off-aircraft/offequipment) repair of components and end items, and less complex D-level maintenance that can be
performed at operational sites instead of in industrial depot facilities.
FIELD SERVICE REPRESENTATIVE – An employee of a manufacturer of military equipment orcomponents who provides liaison or advisory service between the company and the Navy for theircompany’s equipment or components. See CETS.
FIRST-DEGREE REPAIR – The repair of a damaged or non-operating gas turbine engine, its
accessories, or components to an acceptable operating condition when the repair includes
compressor rotor replacement or disassembly to the extent the compressor rotor could be removed.
See 10.39.
FISC – FLEET INDUSTRIAL SUPPLY CENTER
FIX PHASE – The portion of a scheduled inspection that involves the correction of discrepancies
found during the look phase.
FLE – FATIGUE LIFE EXPENDITUREFLEET CONTROLLED MATERIAL – Material under the requisitioning, rationing, and issue
control of COMNAVAIRFOR, or its designated controlling agencies. A list of fleet controlledmaterial is published by the Aviation Material Offices, Norfolk, VA and San Diego, CA.
FLEET INTRODUCTION PROGRAM – An accelerated flight program that lasts approximately
100 flight hours per aircraft, normally conducted at the NAVAIRWARCENACDIV Patuxent Riverfor the purpose of introducing a new model to fleet personnel for indoctrination in the operation andmaintenance of the aircraft. A secondary purpose is to provide a further check on the readiness of
the aircraft for fleet delivery.
FLEMATSUPPO – FLEET MATERIAL SUPPORT OFFICEFLIGHT – A flight begins when the aircraft first moves forward on its takeoff run or takes off
vertically from rest at any point of support and ends after airborne flight when the aircraft is on thesurface and either; (a) the engines are stopped, (b) the aircraft has been on the surface for 5 minutes,or (c) a change is made in the pilot in command. A series of landings is considered part of one
flight and the provisions of (b) above do not apply. CNAF M-3710.7 contains a more precise
definition.
FLIS – FEDERAL LOGISTICS INFORMATION SYSTEM

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FLR – FIELD LEVEL REPAIRABLE – A low cost repairable, capable of being restored toserviceable condition at the IMA, as indicated by the SM&R code. Final disposition of an FLR
usually rests with the IMA.
FLTMPS – FLEET TRAINING MANAGEMENT AND PLANNING SYSTEMFLYABLE – An aircraft in such material condition as to be safe and capable of normal flight
operations without regard to: capability to perform a specific mission, weather, personnel
availability, base condition, fuel condition, armament, or flight schedule.
FMC – FULL MISSION CAPABLE – Material condition of an aircraft that can perform all of its
missions. FMC Hours = MC Hours - PMC Hours.
FMF – FLEET MARINE FORCE – A force of arms comprising land, air, and surface elements of
the U. S. Marine Corps. The FMF is an integral part of a U. S. Fleet and has the status of an
operational TYCOM.
FMS – FOREIGN MILITARY SALES
FOD – FOREIGN OBJECT DAMAGE – Damage to aeronautical equipment, for example, aircraft,
engines, missiles, drones, and SE caused by an object(s) external to the equipment. (Gas turbine
engine FOD is defined as damage that exceeds serviceable limits caused by ingestion of objects notorganic to the damaged engine.)
FOM – FACILITATE OTHER MAINTENANCE
FOP – FLIGHT OPERATIONS PROCEDURESFORMAL TRAINING – Formal training with an approved course curriculum which may or may
not produce an NEC or MOS. Formal training is most often taught by CNATT, Depot FRC, or
NETC personnel.
FORMATS – MEASURE Program reports that list specific information in varying formats.
Formats are either generated locally or published and distributed by MOCCs Norfolk and San Diego
to customer services and calibration facilities. In addition to standardized formats, standard and ad
hoc queries are available via on-line access to the cognizant MOCC. OP43P6B contains all
MEASURE reports. COMNAVAIRSYSCOM typical formats:
INVENTORY FORMAT 310 – The customer activity maintains the inventory and is
responsible for the accuracy of the information. Provides important information, such as P/N, S/N,
subcustodian, calibration interval, scheduled laboratory code, and next due date.
INVENTORY FORMAT 350 – Normally distributed by customer activities and maintained by
subcustodians. Format 350 lists only items from the parent Format 310 that is checked out to andunder physical control of the subcustodian.
LABORATORY RECALL FORMAT 801/803 – A report that lists all items requiring
calibration during a specified time frame. Format 801 is sorted by customer activity and next due
date and the Format 803 is sorted by next due date. The report lists items requiring servicing in-lab
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and on-site, by due date, for the current month, the following 3 months, and items overdue forcalibration.
RECALL FORMAT 802/805 – A report that lists all items requiring calibration during a
specified time frame. Format 802 is sorted by subcustodian and next due date and the Format 805 issorted by next due date. Customer activities distribute Format 802 reports to appropriate
subcustodians. The report lists items requiring servicing in-lab and on-site, by due date, for thecurrent month, the following 3 months, and items overdue for calibration.
FOUNDATION TIER – A publisher and subscriber server located at O-level or I-level activities.
FRC – FLEET READINESS CENTER
FRC AREA COMMAND – An aviation activity authorized to provide/perform integrated off-flightline repair, in-service I-level and D-level scheduled inspections/modifications, check, test,
repair/manufacture of aeronautical components and SE for supported aircraft.
FRC SITE – An aviation activity assigned to an FRC area command authorized to provide/perform
integrated off-flight line repair, in-service I-level and D-level scheduled inspections/modifications,check, test, repair/manufacture of aeronautical components and SE for supported aircraft.
FRCE – FLEET READINESS CENTER EASTFRCSE – FLEET READINESS CENTER SOUTHEASTFRCSW – FLEET READINESS CENTER SOUTHWEST
FRCWP – FLEET READINESS CENTER WESTERN PACIFIC
FRD – FACILITIES REQUIREMENT DOCUMENTFREST – FLEET REPLACEMENT ENLISTED SKILLS TRAINING - See
CENNAVAVNTECHTRAU.
FRS – FLEET REPLACEMENT SQUADRONFRTP – FLEET READINESS TRAINING PLAN
FS – FLEET SUPPORT - Aircraft temporarily assigned to NAVAIRSYSCOM Fleet Support(NASC FS) physical custody for rework, storage, or future assignment to the operational aircraft
inventory
FSC – FEDERAL SUPPLY CLASSIFICATIONFSCM – FEDERAL SUPPLY CODE FOR MANUFACTURERS (SEE CAGE)
FSP – FIXED SERVICE PERIOD – Fixed IMC/P tour is a cycle, which combines all PMIs and
POIs completing all, scheduled D-level requirements.
FST – FLEET SUPPORT TEAM – The primary elements of the Program Manager-Air (PMA)
Integrated Program Team (IPT) organizations chartered with ensuring effective fleet support is
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identified, implemented, analyzed/assessed, and sustained. The FST provides responsive support tofleet and FRC maintenance organizations when engineering and logistics technical support issues
are encountered.
FTS – FIELD TEAM SUPPORTFUNCTIONAL TEST – The testing of installed aircraft/engines, accessories, and equipage todetermine proper functioning, particularly with respect to the applicable system.
FUND CODE – The project tracking funding codes. A two-digit code identifying the operating
budget and the appropriate expense element. Fund codes are used to charge the appropriate
TYCOMs funds and to identify the nature of the expense.
G
G&C – GUIDANCE AND CONTROLGAS TURBINE ENGINES – All turbine engines, whether used to power flight (including target
drones, missiles, and missile targets) for auxiliary power or for starting purposes. Airborne or
ground units are included in the meaning of this term.
GBL – GOVERNMENT BILL OF LADING
GENADMIN – GENERAL ADMINISTRATIONGENERAL PUBLIC – Visitors to an aviation activity, for example, family, friends, or other nonmilitary, civilian, or contractor personnel.
GFE – GOVERNMENT FURNISHED EQUIPMENT – Equipment that has been selected and is tobe furnished by the government to a contractor or government activity for installation in, use with,or in support of the aeronautical system during production, conversion, or modification.
GFE – GOVERNMENT FURNISHED EQUIPMENT (MANAGER) – The designated individual or
office assigned by the Executive Service Program Manager responsible for the GFE Program. The
GFE Manager provides a central point of contact for all GFE as related to the Aeronautical System
Program.
GFI – GOVERNMENT FURNISHED INFORMATIONGFP – GOVERNMENT FURNISHED PROPERTYGFRC – GROUND AND FLIGHT RISK CLAUSE – Mandates incorporation of the NAVAIRINST
3710.1 in all contracts involving DOD aircraft for which the Government assumes some kind of riskof aircraft loss or damage.
GFR – GOVERNMENT FLIGHT REPRESENTATIVEGGFR – GROUND GOVERNMENT FLIGHT REPRESENTATIVEGGR – GOVERNMENT GROUND REPRESENTATIVE
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GMT – GENERAL MILITARY TRAININGGOCO – GOVERNMENT OWNED CONTRACTOR OPERATED
GOP – GROUND OPERATIONS PROCEDURES
GOTS – GOVERNMENT-OFF-THE-SHELF
GOVERNMENT FURNISHED MATERIAL – Any material the government owns and is furnished
to a contractor in the performance of a contract. See GFE.
GPO - GOVERNMENT PROJECT OFFICER – Monitors contractor support service contact,
including delivery orders under indefinite contracts and basic ordering agreements (BOAs).
GSA - GENERAL SERVICES ADMINISTRATION – An integrated manager responsible forsupporting all federal agencies for specific classes of material or specific items within classes
assigned to other integrated managers.
GTETS – GAS TURBINE ENGINE TEST SYSTEMGTF – GLOBAL TEST FACILITIESHHAZCOM – HAZARD COMMUNICATIONHAZMAT – HAZARDOUS MATERIAL
HAZMINCEN – HAZARDOUS WASTE MINIMIZATION CENTER
HAZREP – HAZARD REPORTHAZWASTE – HAZARDOUS WASTE
HAZWOPER – HAZARDOUS WASTE OPERATIONS AND EMERGENCY RESPONSE
STANDARD
HCN – HARD COPY NOTICEHELICOPTER DYNAMIC COMPONENT – The part or series of parts that transmits power fromthe aircraft power plant to the rotary wing and rotary rudder (main, intermediate, and tail gearboxes; main and tail rotors; clutches and related drive shafting).
HM – HELICOPTER MINE COUNTERMEASURES
HMC&M – HAZARDOUS MATERIAL CONTROL AND MANAGEMENTHMIRS – HAZARDOUS MATERIAL INFORMATION RESOURCE SYSTEMHMMS – HAZARDOUS MATERIAL MANAGEMENT SYSTEMHMR – HAZARDOUS MATERIAL REPORT

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HMX – MARINE HELICOPTER SQUADRONHOF – HEAD OF FAMILY
HOT REFUELING – An operational evolution where an aircraft is refueled while the engine(s) is(are) operating.
HOT SEATING – An operational evolution where the pilot/crew of an aircraft is changed while theengine(s) is (are) operating and the aircraft is to be immediately relaunched.
HQ – HEADQUARTERS
HRS – HOURSHSU – HYDRAULIC SERVICING UNITHTS – HYDRAULIC TEST STANDHUMS – HEALTH AND USAGE MONITORING SYSTEMI
IAFC – INTERIM AIRFRAME CHANGE
IAVC – INTERIM AVIONICS CHANGE
ICD – INITIAL CAPABILITIES DOCUMENT
ICN – INVESTIGATION CONTROL NUMBER
ICP – INVENTORY CONTROL POINT - An organizational unit or activity within a DOD supply
system, assigned the primary responsibility for the material management of a group of items either
for a particular service or for the DOD as a whole. Material inventory management includes
cataloging directions, requirements computation, procurement direction, distribution management,
disposal direction, and general rebuild direction.
ICRL – INDIVIDUAL COMPONENT REPAIR LIST
IDE – INTEGRATED DATA ENVIRONMENTIDP – INDIVIDUAL DEVELOPMENT PLAN
IETM – INTERACTIVE ELECTRONIC TECHNICAL MANUAL - A technical manual preparedin digital form and designed for interactive display to the maintenance technicians or system
operator end users by means of an electronic viewer, such as, the NAVAIR Standard IETM Viewer(NSIV) software application designed to be viewed on a Portable Electronic Maintenance Aid(PEMA) laptop.
IFF – IDENTIFICATION, FRIEND OR FOE
IH – INDUSTRIAL HYGIENIST

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I-LEVEL MAINTENANCE – Maintenance or repair performed by designated I-level Maintenance
Activities (IMA) in direct support of O-level activities. I-level maintenance normally consists ofdiagnostic testing performed with automated equipment, calibration, repair or replacement ofdamaged or unserviceable parts, components, or assemblies, limited manufacture of parts, and on
aircraft/equipment technical assistance to O-level activities.
I-LEVEL CALIBRATION ACTIVITY – A Navy activity, other than a Navy Calibration Laboratory
and Navy Standards Laboratory, authorized by the TYCOM and COMNAVAIRSYSCOM toperform calibration.
ILS - INTEGRATED LOGISTIC SUPPORT – A composite of all the support considerations
necessary to ensure the effective support of a system for its life cycle.
ILS MANAGER – The individual responsible for (1) defining and executing an integrated support
program for a weapon system or equipment acquisition; (2) interpreting the operational concept of
weapon systems and equipment for the purpose of establishing ILS concepts, requirements,
parameters, and constraints for inclusion in appropriate basic planning documents, requests for
proposal, contracts, and ALSPs; and (3) accomplishing logistic support actions directly or assigning
responsibilities for accomplishment to individual element managers within or external to theorganization.
IMA – INTERMEDIATE MAINTENANCE ACTIVITY – An aviation activity (ship or station),including MALS, authorized to provide I-level maintenance support.
IMC/P – INTEGRATED MAINTENANCE CONCEPT/PROGRAM – IMC/P replaced
ASPA/SDLM and MCAPP for specific T/M/S aircraft. IMC/P is scheduled D-level maintenancebased on a FID, and may segregate the OSP into smaller periods of POI and PMI.
IMD-HUMS – INTEGRATED MECHANICAL DIAGNOSTICS – HEALTH AND USAGE
MANAGEMENT SYSTEM
IMI – INTERACTIVE MULTIMEDIA INSTRUCTION – IMI applies to predominantly interactive,
electronically delivered training and training support products. IMI products include all
instructional software, content, graphics and software management tools used to support
instructional programs (MIL-HDBK-29612-3A).
IMRL – INDIVIDUAL MATERIAL READINESS LIST – A consolidated list shows items andquantities of certain SE required for material readiness of the aircraft ground activity to which thelist applies. The lists are constructed by extracting those portions of SERMIS that pertain to themaintenance and material logistics responsibilities of the activity to which the list applies. See
AMMRL.
INACTIVE AIRCRAFT – Non-program and reserve stock aircraft.
INACTIVE TIME – That time during which an item is in the inactive inventory.
INC – INCORPORATED

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INDIRECT LABOR – Used by Depot level to denote production overhead labor that does not meetthe criteria for direct labor. See DIRECT LABOR.
INDUSTRIAL ACTIVITY – Industrial establishments equipped to perform aircraft MRO on a large
scale and an extremely wide scope. Only Navy activities designated as a Depot FRC are included inthis explanation.
INFORMAL TRAINING – Training not following any specific curriculum. Usually associatedwith OJT.
INITIAL OUTFITTING – The process of issuing, assembling, and delivering allowances ofaeronautical material and equipment to vessels in any one of the following categories: (1) new
construction, (2) conversion, or (3) activating from reserve fleets.
INITIAL TRAINING – Training performed to enable the training agency to acquire the capability
for training. Normally, the initial cadre is composed of instructional personnel. The scope of initialtraining includes furnishing those training aids, for example, transparencies, charts, diagrams, andfilms, or devices evolved by the manufacturer in the production of new weapons systems,
preparation of technical or instructional publications, and initial instructional training.
INITIATION OF PROCUREMENT ACTION – The time when the approved document requestingprocurement and citing funds is forwarded to the procuring activity. See PROCUREMENT LEAD
TIME.
IN-SHOP MAINTENANCE – Work that requires the use of shop facilities and cannot be normally
performed outside the shop. (Bench test and component disassembly and repair are examples of inshop maintenance work.)
INSPECT – To compare the characteristics of an item with established standards.
INSPECTION – The examination and testing of supplies and services, that include raw materials,
components, and intermediate assemblies, to determine whether they conform to specified
requirements.
INSPECTIONS, AIRCRAFT/ENGINE/SUPPORT EQUIPMENT ACCEPTANCE INSPECTION – An inspection performed at the time a reporting custodian
accepts a newly assigned aircraft, engine, or SE from any source, including return from an off-site
depot facility or commercial repair activity. See Chapter 5 for aircraft acceptance inspection
requirements. See paragraph 10.17 for SE acceptance inspection requirements.
CONDITIONAL INSPECTION – An inspection required due to an over limit condition,
specific usage, or operational event. Examples of over limit conditions: Hard landing, overstress,
overtemp, lightning strike, overweight take-off or landing, and field arrestment. Example ofspecific usage: Post-fire gun inspection. Examples of operational events: Pre carrier and post
carrier inspections, and one-time inspections directed by higher authority (not directed by a TD).

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DAILY INSPECTION – An inspection conducted to inspect for defects to a greater depth than
the turnaround inspection.
MAJOR ENGINE INSPECTION – A comprehensive I-level or D-level inspection to determine
the material condition of the engine.
PHASE INSPECTION – A series of related inspection and maintenance requirements
performed sequentially at specific intervals.
PREOPERATIONAL INSPECTION – A static or functional inspection, performed by theactivity having physical custody, to verify that a unit of SE is properly serviced and ready for use.
These inspections are performed prior to each use as specified on the MRCs.
SPECIAL INSPECTION – A scheduled inspection with a prescribed interval other than daily,
phase, major engine, or Standard D-level rework. Special Inspection intervals are specified intechnical publications with intervals based on elapsed calendar time, flight hours, operating hours,
or number of cycles or events, for example, every 28 days; every 100 operating hours; every 10
arrestments; or every 5000 rounds fired.
TRANSFER INSPECTION – An inspection performed at the time a reporting custodiantransfers an aircraft, engine, or SE to another activity, including delivery to an off-site depot facility.
See Chapter 5 for aircraft transfer inspection requirements. See paragraph 10.17 for SE transfer
inspection requirements.
TURNAROUND INSPECTION – An inspection conducted between flights to verify proper
servicing, detect defects that may have occurred during the previous flight, and verify the aircraft issafe for the next flight.
ZONAL INSPECTION – A general inspection of a specific area for obvious defects, such asleaks, frayed cables, cracks, corrosion, physical damage, cleanliness, and foreign objects. Zonal
inspections are normally performed in conjunction with other scheduled or unscheduled
maintenance tasks.
INST – INSTALLEDINSTRUCTIONS – Directives of a continuing nature that are effective until subsequently canceled.
Instructions use a subject classification numbering system per the Navy directives system.
INT – INTERIM – Used to denote interim Technical Directives.
INTERCHANGEABLE ITEMS – Two or more items that have such functional and physicalcharacteristics as to be equivalent in performance and durability, and are capable of being
interchanged without alteration of the items themselves or of adjoining items except for adjustment.
INTERIM CHANGE – A change having an action classification of immediate or urgent and issued
by message. See CHANGE.
INVENTORY CONTROL – The phase of military logistics that includes management, cataloging,requirements determination, procurement, distribution, overhaul, and disposal of material.
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Synonymous with material control, material management, inventory management, and supply
management.
INVENTORY MANAGEMENT – See INVENTORY CONTROL.
INVENTORY MANAGERS – See ICP.
INVESTIGATION – Inquiry into a condition or situation systematically for the purpose ofdeveloping and providing factual information to cognizant authorities.
IPB – ILLUSTRATED PARTS BREAKDOWN – A manual containing illustrations and partnumbers for all parts of the aircraft or equipment on which it is issued. The IPB contains
information required for ordering parts, including part numbers, and for identifying parts andarrangements of parts in assemblies.
IPI – ITEMS PROCESSED INTERMEDIATE
IPO – ITEMS PROCESSED ORGANIZATIONAL
IPS – INDUSTRIAL PRODUCTION SUPPORTIPT – INTEGRATED PROGRAM TEAMIQR – INDIVIDUAL QUALIFICATION RECORD
IRAC – INTERIM RAPID ACTION CHANGE
IRIL – ISSUE/RECEIPT/INVENTORY AND LOCATIONIRIM – INTENSIVE REPAIRABLE ITEM MANAGEMENT
ISE – IN-SERVICE ENGINEERINGISEA – IN-SERVICE ENGINEERING ACTIVITYISEL – IN-SERVICE ENGINEERING LOGISTICSISIC – IMMEDIATE SUPERIOR IN COMMAND
ISO – INTERNATIONAL ORGANIZATION FOR STANDARDIZATIONISR – IN-SERVICE REPAIR – Unscheduled depot-level repair of operational aircraft damaged
beyond the repair capability of O-level and I-level activities. ISR is performed by depot field teams
at the aircraft operational site.
IST – IN-SERVICE TRAININGITEM – Any level of hardware assembly, for example, segment of a system, subsystem, equipment,
or component part.
ITEM OF SUPPLY – An item that is used, bought, stocked, or distributed so that only one
distinctive combination of letters, numerals or both, identifies the same item throughout the DOD.
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ITEMS/P – ITEMS PROCESSED – This term identifies the total number of times an AT code isapplied toward a WUC.
ITSS - INDIVIDUAL TRAINING STANDARDS SYSTEM - A Marine Corps performance-based,
standardized, documentable, level progressive, technical skills training management and evaluation
program for enlisted Marines engaged in aviation maintenance.
J
JASMMM – JOINT AVIATION SUPPLY AND MAINTENANCE MATERIAL MANAGEMENTJASU – JOINT AVIATION SCREENING UNIT
JC – JOB COMPLETE
JCN – JOB CONTROL NUMBER
JCNORG – JOB CONTROL NUMBER ORGANIZATIONJDMAG – JOINT DEPOT MAINTENANCE ANALYSIS GROUPJDRS – JOINT DEFICIENCY REPORTING SYSTEM - A cross-service, Web-enabled, automatedtracking system designed to initiate, process, and track deficiency reports from the fleet through thefull investigation process.
JEDMICS – JOINT ENGINEERING DATA MANAGEMENT IMPLEMENTATION CONTROLSYSTEMJETI – JET ENGINE TEST INSTRUMENTATIONJOAP – JOINT OIL ANALYSIS PROGRAM
JON – JOB ORDER NUMBER
JPCG – JOINT POLICY COORDINATING GROUP
JPCG-DMI – JOINT POLICY COORDINATING GROUP DEPOT MAINTENANCE
INTERSERVICE (PROGRAM)JQR – JOB QUALIFICATION REQUIREMENT – Locally produced PQS-type qualification
training syllabus for qualifications not covered in a NAVEDTRA PQS.
JRB – JOINT RESERVE BASE
JS – JOB STATUS
JSWAG – JOINT SERVICES WIRING ACTION GROUP – A joint service forum providing
advancements in safety, reliability, maintainability and readiness of all DoD aircraft through the
improvement of electrical wiring interconnect systems (EWIS) and fiber optic cable systems.
JTDI – JOINT TECHNICAL DATA INTEGRATION

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JTS – JET ENGINE TEST SYSTEMJUAS – JOINT UNMANNED AIRCRAFT SYSTEMSJULIAN DATE – The year and numerical day of the year identified by four numeric characters.
The first character indicates the year and the remaining three characters specify the day of the year,
for example, 5210 indicates the 210th day of 1995 or 28 July 1995.
K
KIN – KIT IDENTIFICATION NUMBER
KIT – See PARTS KIT, PARTS KIT CODES, and QEC.
L
LAD – LASER AIMING DEVICELAMS – LOCAL ASSET MANAGEMENT SYSTEM – An automated MIS which provides
standardized local management of IMRL assets through the use of bar code technology. It provides
for an accurate wall-to-wall inventory, which can be accomplished by unit personnel, resulting insignificant reductions of manpower expenditures and operational disruptions.
LAN – LOCAL AREA NETWORKLANDING – The controlled return of an aircraft in flight to the surface. It includes touch and goes(carrier or field) providing the landing gear touches the surface.
LANT – ATLANTICLCF – LOW CYCLE FATIGUE – A fatigue cracking failure mode that is defined by the frequency
and characteristics of the loading that causes the crack. LCF is caused by stresses built up bymechanical/thermal cycles, which occur only a few times per flight. The four most significant LCF
events are stop/start/stop cycles, rapid major changes in operating temperature, rapid major changes
in rotational speed, and significant increases in aerodynamic loading of the blades/disks.
LCIP – LOGISTICS CHAIN IMPROVEMENT PRACTITIONER
LCM – LOGISTICS CHAIN MANAGEMENTLCP – LOCAL COMMAND PROCEDURE – A local instruction published by maintenanceactivities or supporting staff to clarify geographic area, type/model/series specific, and commandspecific details not addressed in a NAMPSOP. LCP format is specified in Appendix D. Depot
Level use either Appendix D or the format specified in OPNAVINST 5215.17 for LCPsLCPO – LEADING CHIEF PETTY OFFICER
LEAD TIME – A composite of production, administrative (both contractor and government), spares
positioning, and shipping time.
LEC – LOCAL ENGINEERING CHANGE
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LECP – LOGISTICS ENGINEERING CHANGE PROPOSAL
LED – LOCAL ENGINEERING DIRECTIVESLEM – LOGISTICS ELEMENT MANAGERLES – LOCAL ENGINEERING SPECIFICATIONLEVEL OF SUPPLY – The quantity of supplies or materials authorized or directed to be held inanticipation of future demands. See OPERATING LEVEL OF SUPPLY, SAFETY LEVEL OF
SUPPLY, and STOCKAGE OBJECTIVE.
LHA – LANDING SHIP, HELICOPTER ASSAULT
LHD – MULTI-PURPOSE AMPHIBIOUS ASSAULT SHIP
LIFE CYCLES – The total life span of an aeronautical system beginning with the concept
formulation phase and extending through the operational phase up to retirement from the inventory.
LIR – LOGBOOK AND INVENTORY RECORD
LLR – LIFE LIMITED REPAIR
LM – LOGISTICS MANAGER
LMRC – LOCAL MAINTENANCE REQUIREMENTS CARDS
LOAN – Aircraft loaned to non-Navy organizations for non-Navy purposes. A lease may or may
not be required to cover the loan. Aircraft that are in the Navy inventory but not in the physicalcustody of the Navy are either on bailment or on loan. Bailment indicates usage by the Bailee for
the Navy, while loan indicates usage by the lesser for the lessee. See BAILMENT.
LOCAL PURCHASE – The function of acquiring a decentralized item of supply from sources
outside the DOD.
LOGBOOK, AIRCRAFT – See AIRCRAFT LOGBOOK.
LOGISTIC ELEMENT MANAGER – Systems command or other designated organizations or
activities responsible for the management of spares and repair parts, personnel, or facilities. A
logistic element manager has the ultimate objective of acquiring and distributing adequate quantitiesof specific support items on a timely basis.
LOGISTICS – Those aspects of military operations that deal with design and development,
acquisition, storage, movement, distribution, maintenance, evaluation, and disposition of material;acquisition or construction, maintenance, operation, and disposition of facilities; and acquisition or
furnishing of services.
LOGISTICS SUPPORT – The materials and services required to enable the operating forces tooperate, maintain, and repair the end item within the maintenance concept defined for that end item.
Logistics support encompasses the identification, selection, procurement, scheduling, stocking, and
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distribution of spares, repair parts, facilities, SE, trainers, technical publications, CETS, andpersonnel training as necessary to provide the operating forces with the capability needed to keep
the end item in a functioning status. See ILS.
LOGISTICS SUPPORT EQUIPMENT – Equipment used for the packaging, bulk handling,storage/stowage, and transportation of weapons and weapon components. Some of these items are
categorized as materials handling equipment and ordnance handling equipment.
LONG LEAD TIME ITEMS – Parts for which the length of time needed to meet end article demandrequires the part be ordered prior to normal procurement schedules in order to ensure delivery intime to meet operational needs.
LOOK PHASE – The portion of an inspection that includes the basic requirements outlined by the
PMICs, excluding repair of discrepancies that cannot be completed within the time allotted on
MRCs.
LOT – A number of associated items of the same model of equipment, for example, a lot of ten
electrostatic discharge (ESD) protective mats.
LOX – LIQUID OXYGEN
LPD – AMPHIBIOUS TRANSPORT DOCKLPS – LOCAL PROCESS SPECIFICATIONLRA – LAST REWORK ACTIVITY
LRCA – LOCAL REPAIR CYCLE ASSET - Any repairable item in an activity's OSI fixedallowance for which local repair capability exists.
LSS – LEAN SIX SIGMA
LTD – LONG TERM DOWN. Denotes aircraft that have not flown for 90 days or more.
LUI – LIFE USAGE INDEXM
M – MAINTENANCE (JOB STATUS)
MACG – MARINE AIR CONTROL GROUPMACHINE RECORD – A collection of related data elements, in machine-sensible language, treatedas a unit of information. In maintenance data collection, a machine record is a segment of magnetic
tape.
MACS – MARINE AIR CONTROL SQUADRON – MACS command Marine Air Traffic Control
Detachments (MATCD), Early Warning Control (EWC) detachments and Tactical Air Operations
Center (TAOC) detachments to provide tactical air traffic control services at forward operatingbases, expeditionary, and existing airfields.
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MAF – MAINTENANCE ACTION FORM – A work document generated in OIMA. See OIMA.
MAG – MARINE AIRCRAFT GROUPMAGNETIC PARTICLE – A method that uses magnetic fields for the purpose of detecting finediscontinuities at or near the surface of the part. This method is limited to ferromagnetic materials.
See NDI.
MAGTF – MARINE AIR GROUND TASK FORCE
MAINT/L – MAINTENANCE LEVEL
MAINTAINABILITY – The ability to maintain an item in, or restore to, a specific operational
condition by expending resources, including man-hours, at an acceptable rate when using prescribed
procedures and resources.
MAINTENANCE – The function of retaining material in or restoring it to a serviceable condition.
Maintenance includes servicing, repair, modification, modernization, overhaul, rebuild, test,
reclamation, inspection, and condition determination. See MAINTENANCE TYPES for
distinctions in the scope of maintenance.
MAINTENANCE ACTION – Any one of a number of types of specific maintenance operations
necessary to retain an item in or restore it to a specified condition. See MAINTENANCE
MAINTENANCE ACTIVITY – Any organization (activity or unit) of the naval establishment
assigned the mission, task, or functional responsibility of performing upkeep or rework of aircraft,equipment, or components.
MAINTENANCE ALLOCATION TABLE – Describes the function to be performed in the repair ofgas turbine engines, identifying the degree of repair.
MAINTENANCE AND SUPPORT PLANS – Combined elements of a maintenance plan per
DODINST 5000.02 and referring to maintenance and logistical support documents, such as User’s
Logistic Support Plan, Post Production Support Plan, ALSP, or SSMP maintenance manuals
specific to a particular T/M/S aircraft.
MAINTENANCE CODE – Codes assigned to support items to indicate the maintenance levels
authorized to remove and replace, repair, overhaul, assemble, inspect and test, and condemn items.
Also assigned to maintenance tools and end items of SE to indicate the lowest level of maintenancerequiring the item. See SM&R.
MAINTENANCE CONCEPT – The planned or envisioned methods that will be employed tosustain the aeronautical system/equipment at a defined level of readiness or in a specified conditionin support of the operational requirement
MAINTENANCE CONTROL – The functional organization within the OMA responsible forworkload control.

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MAINTENANCE DEPARTMENT – The part of an activity responsible for the aircraft
maintenance functions, also considered a maintenance activity. In the shore establishment, stations
responsible for I-level maintenance will have maintenance departments. See MAINTENANCEDIVISION/BRANCH.
MAINTENANCE DEPTHS – The complexity or extensiveness of aircraft maintenance functions,for example, the extent of disassembly, the complexity of a test.
MAINTENANCE DETACHMENT – The part of an aircraft maintenance activity geographicallyseparated from but administered by the parent activity.
MAINTENANCE DIVISION/BRANCH – The part of an activity responsible for the activity's
aircraft maintenance functions; or the part of an aircraft maintenance department responsible for a
specific part of the department's functions, for example, repair of power plants. In the shore
establishment, stations responsible for only I-level and O-level maintenance will have maintenancedivisions of operations or air departments. See MAINTENANCE DEPARTMENT.
MAINTENANCE ENGINEERING – The discipline of maintenance, which develops concepts,
criteria, and technical requirements during the conceptual and acquisition phases to be applied andmaintained in a current status during the operational phase to ensure timely, adequate, and economic
maintenance support of weapon systems and equipment.
MAINTENANCE ENGINEERING ANALYSIS – The composite analytical studies, decisions, andrelated documentation conducted in connection with the design of an item to determine or influence
the maintainability and reliability characteristics of the item and to determine the total support
requirements resulting from the design.
MAINTENANCE FACILITY – Any building, property, or space designed for, available to, or usedby aircraft maintenance activities. Use of the term refers to shops, hangars, or parking areas, both
afloat and ashore, used primarily for aircraft upkeep or rework purposes.
NOTE: The term aircraft maintenance facility includes installed aircraft SE when applied toNavy facilities. When applied to Marine Corps facilities, it does not.
MAINTENANCE FUNCTIONS – Maintenance functions describe specific types of maintenanceperformed at each maintenance level. COMNAVAIRSYSCOM is responsible for determining
maintenance functions during the development, expansion, execution, and support of maintenanceplans for aircraft and component repair.
MAINTENANCE LEVELS – Maintenance tasks divided into levels in order to facilitate applying
common terminology and standards. The NAMP divides maintenance into three levels:
Organizational, Intermediate, and Depot. Definitions: See D-LEVEL, I-LEVEL, AND O-LEVEL.
MAINTENANCE MANAGEMENT – The process of planning, organizing, staffing, directing, andcontrolling organic industrial resources required for physically performing equipment maintenance.

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MAINTENANCE PERFORMANCE DATA – Data relating to the use and application of the workforce, industrial equipment, and dollars to sustain weapons and end item equipment in an
operational status.
MAINTENANCE PLAN – A document containing technical data, tailored to a specific weapon
system maintenance concept, which identifies maintenance and support resource requirements tomaintain aeronautical systems, equipment, and SE in an operationally ready state.
MAINTENANCE PLANNING – The design, method, or scheme for accomplishing an aircraft
mission or reaching an aircraft maintenance objective or objectives.
MAINTENANCE PROCEDURES – Established methods for periodic checking and servicing ofitems to prevent failure or to effect a repair.
MAINTENANCE PRODUCTION – The activity of equipment maintenance involving the physicalperformance of those actions and tasks attendant to the equipment maintenance function forservicing, repairing, testing, overhaul, modification, calibration, modernization, conversion,
inspection, etc. The accomplishment of these tasks is normally carried out at O-level, I-level, andD-level maintenance activities.
MAINTENANCE PRODUCTION MANAGEMENT – The process of planning, organizing,staffing, directing, and controlling organic industrial resources engaged in the physical performanceof equipment maintenance. See MAINTENANCE PRODUCTION (above).
MAINTENANCE QA – The actions by which it is determined material maintained, overhauled,reworked, modified, and reclaimed conforms to the prescribed technical requirements. See AUDITand QA.
MAINTENANCE RESOURCES – Personnel, materials, tools, equipment, facilities, technical data,
and dollars provided to carry out the equipment maintenance mission.
MAINTENANCE SCHEDULE – A plan of procedures for carrying out specific jobs or projects in a
maintenance activity's maintenance program; fixing the time when operations are to begin or becompleted.
MAINTENANCE STATUS – The classification or condition of equipment undergoingpreventive/restorative action.
MAINTENANCE STATUS DISPLAY AND RECORDING SYSTEM – Monitors engine andairframe operational status for unit failures, cautions, and advisory conditions and sends thisinformation to the mission computer system for processing on selected aircraft.
MAINTENANCE TASK – Incremental maintenance elements performed by maintenance personnel
in completing a maintenance action.
MAINTENANCE TECHNOLOGY – The specific application of engineering and science todevelop techniques, procedures, and directives for the maintenance and support of aviation systems:

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ADHESIVE BONDING – Adhesive material application and the associated preparation andpost-bonding procedures. This includes testing and evaluating to understand properties pertaining tostructural adhesives, nonstructural adhesives, adhesive bond strength and durability, adhesive
substitutions, and ambient temperature storable adhesives.
AIRBORNE WEAPONS AND TARGETS MAINTENANCE – The activities and related
technology required to repair and renovate airborne weapons and targets and their associated SE.
AIRBORNE WEAPONS MATERIALS – Research, support, development, testing, andevaluation of materials and associated processes used in airborne weapons. Included are tests forenvironmentally compliant materials and processes, for example, ozone depleting substancereplacements; energetic materials, for example, warheads, rocket motors, and fuses; composites,
polymers, and plastics; metals and metal alloys; welding, brazing, and soldering; coatings, paints,
and corrosion preventive compounds; adhesives and bonding agents; ceramics, optical windows,
and missile domes; and electronic materials.
AIRCRAFT WIRING – The maintenance, design, engineering evaluation, logistics, testing,evaluation, and manufacture of aircraft wiring systems and components.
AVIATION GAS FREE ENGINEERING – Encompasses comprehensive engineering support
to ensure the safety of all personnel involved with the handling and repair of aircraft and SE fuelcells and tanks.
BEARINGS – Refurbishment (repair) of bearings. A large percentage of bearing refurbishment
involves the mixing of piece-parts from different bearings of the same part number. The piece-parts
may be new or may have been remanufactured using existing manufacturing processes modified for
application in bearing remanufacturing. Typical remanufacturing processes include grinding
mounting surfaces, micro honing raceways, and plating retainers.
CANOPIES/TRANSPARENCIES – The refurbishing of transparent, plastic, and glass aircraft
enclosures.
COMPOSITE REPAIR – The assessment of damaged composite parts and implementation ofquality repairs through design, materials, testing, techniques, and processes necessary to
successfully restore the part to its original design capabilities. This includes inspection andcharacterization of damaged material, design, and analysis of appropriate repair joint, determinationof adequate materials and processing, and fabrication of the repair.
CORROSION PREVENTION AND CONTROL – The protection of operational aircraft andSE systems from material corrosion through corrective and preventive maintenance actions. The
protection of systems is provided by, but not limited to, cleaning, inspections, corrosion removal
and surface treatment, sealants, surface coatings, materials and processes selection, and emergency
reclamation.
ELASTOMERIC MATERIALS – Items made of rubber and rubber-like materials including,but not limited to, fuel cells, O-rings, hoses, gaskets, seals, potting and sealing compounds, andprotective elastomeric coatings.
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ELECTROCHEMICAL POWER SYSTEMS (BATTERIES) – The activities and related
technology required to manufacture, rework, maintain, and improve batteries for fleet support.
ENGINE BLADE/VANE REPAIR – Identifying, development, and implementation of repairs
on DOD gas turbine engine components.
ENGINE COMPOSITES – The general Logistics Research and Development for the
maintenance of composites on engines.
ENVIRONMENTAL – Maintenance processes and procurement actions to reduce/eliminate
environmental pollutants.
FAILURE ANALYSIS – Engineering analysis of metallic materials to determine casual factors
predisposing assemblies to malfunction. Factors such as deficiencies in design and material
selection, manufacture and repair procedures, errors in assembly, and corrosion identification andcontrol are considered.
FLUID CONTAMINATION – The characterization of dielectric coolants, hydraulic fluids, andengine lubricants for physical or chemical contamination as it reflects the operational condition of
aircraft systems, components, and SE.
FUELS/LUBRICANTS – Life cycle support of fuels, lubricants, and associated handling andquality control equipment used for Naval aviation, including turbine engine fuels; turbine engine
lubricants; piston engine lubricants; helicopter gearbox oils; fuel additives (fuel system icing
inhibitor, corrosion inhibitor, antioxidant, metal deactivator); fuel filtration equipment (coalescers,
separators, monitors, housings); fuel quality assurance equipment; aircraft fuel filters; refuelingtrucks/equipment; lubricant usage instruction; and fuel/refueling NATOPS manuals.
HEAT DAMAGE EVALUATION – The controlled addition of heat to/removal of heat fromraw materials and aircraft components.
HEAT TREATING – The controlled addition of heat to/removal of heat from raw materials andaircraft components.
INORGANIC COATINGS – The various methods of coating applications and the physical andmechanical properties of various coatings. Inorganic coatings are defined as those metallic andintermetallic coatings applied to metallic substrates for dimensional restoration, corrosion
protection, wear, etc. Examples include chromium plating, cadmium plating, physical vapor
deposition, and ion vapor deposited aluminum. This technology is used to address theenvironmental issues pertaining to inorganic coatings, and the effectiveness of metallic andintermetallic coatings applied to metal and non-metal substrates for corrosion, erosion and wear
protection.
MATERIALS TESTING – Mechanical testing and chemical analysis of material. Mechanicaltesting is the method by which the mechanical properties of a material are determined. Mechanicalproperties are properties of a material that reveal its elastic and inelastic behavior when force isapplied. This indicates its suitability for mechanical applications, for example, modulus of
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elasticity, tensile strength, elongation, hardness, and fatigue limits. Chemical analysis is thecharacterization of a substance by definite molecular composition.
NONDESTRUCTIVE TESTING AND INSPECTION (NDT/I) – The technologies (methods)
for determining characteristics about the physical condition of a part of material, without
permanently changing it. NDI is the application of nondestructive testing to the inspection of parts,
structure, and material to determine condition/ serviceability. Typical defects and conditions to be
detected are those not detectable visually, like fatigue and stress corrosion cracks, inclusions,porosity, delaminations, disbonds, enclosed FOD, etc. The most frequently used nondestructive
testing methods are Fluorescent Penetrant, Magnetic Particle, Eddy Current, Ultrasonic andRadiographic. Methods used less frequently in the aircraft industry include thermal imaging,
gamma and neutron radiography, and acoustic emission.
PAINT/ORGANIC COATINGS – The application of materials on surfaces for the purposes ofcorrosion prevention, resistance to high-temperature scaling, wear resistance, lubrication, or otherpurposes. Application includes aircraft final paint, component paint, engine finish, avionics paint,
oxygen and compressed gas system paint, and corrosion control.
PRESERVATION – The protection of aviation assets (aircraft, SE and mobile facilities) frommaterial degradation during periods of inactivity, storage, or shipment.
THERMAL SPRAY – The process by which finely divided material in a molten (or semimolten) condition is sprayed onto a substrate to form a coating. Feedstocks are in the form of
powder, wire, or rod.
TIRES – The maintenance, performance, improvements, logistic support, and qualification of
new sources for naval aviation.
TRIBOLOGY – The design, friction, lubrication, and wear of contacting surfaces that move
relative to each other. Examples include bearings, cams, and gears.
VIBRATION ANALYSIS – The technologies to detect, quantify, and eliminate defects inairframes, installed engines, and dynamic components for fixed and rotary wing aircraft.
Application may be in troubleshooting, scheduled maintenance, or following specified conditionbased maintenance.
VIBRATION TESTING – The technologies to detect, quantify, and eliminate defects inengines and dynamic components during engine/dynamic component rework for fixed and rotary
wing aircraft.
WELDING/BRAZING – A process used to join metals by the application of heat. Fusion
welding includes, but is not limited to, oxyfuel welding, shielded metal arc welding, gas tungsten
arc welding, gas metal arc welding, plasma arc welding, and electron beam welding.
MAINTENANCE TYPES – Rework and upkeep are the two basic types of aircraft maintenanceperformed within the naval establishment without distinction as to levels of maintenance. Rework
may be performed on any program aircraft (operating or non-operating), aircraft equipment, or
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aircraft SE. It is performed only by industrial type activities assigned the mission, task, orfunctional responsibility of providing maintenance program support. Rework is performed withboth military and civilian personnel and is managed by the COMNAVAIRSYSCOM. Upkeep isperformed only on operating aircraft, aircraft equipment, or aircraft SE. It is performed by military
type activities assigned aircraft or equipment or assigned the mission, task, or functional
responsibility of providing direct support to such activities. Upkeep is normally performed withmilitary personnel and is managed by major operating commands. See REWORK and UPKEEP.
MAIR – MASTER AIRCRAFT INVENTORY RECORD
MAJOR DEFECT – See DEFECT.
MAJOR ENGINE INSPECTION – See INSPECTIONS, AIRCRAFT/ENGINE, SUPPORTEQUIPMENT.
MAL DESCRIPTION CODE – MALFUNCTION DESCRIPTION CODE – A three-character
numeric or alphanumeric code used to describe the malfunction occurring on or in an item identified
by a WUC.
MALS – MARINE AVIATION LOGISTICS SQUADRON – The unit or activity within a MAG
assigned the mission of providing I-level support to the squadrons of the MAG.
MALSP – MARINE AVIATION LOGISTICS SUPPORT PROGRAM – Provides the framework
within which a variety of concepts, programs and allowances are developed to support each T/M/S
aircraft that could be used to form the aviation combat element of a MAGTF. The focus of the
MALSP is to identify and integrate the personnel, SE, mobile facilities or shelters, and repair orspare parts required to sustain a MAGTF aviation combat element.
MAM - MAINTENANCE ASSIST MODULE – Are selected avionics and surface systems(normally a shop replaceable assembly) that are used to isolate faults within an avionics or surface
system. MAMs can be interchanged for an installed unit by ordinary “modular” replacement,
without structural disassembly, alteration, or modification. MAMs are only authorized in a test or
maintenance environment and not normally installed in an operational unit.
MANAGEMENT – A general term to denote central executive direction and control of work by anindividual or organization specifically assigned and funded to accomplish the function.
MANAGEMENT AUDIT – A periodic assessment of a command's managerial planning,organizing, actuating, and controlling compared to what might be the norm of successful operation.
Management auditors do not appraise individual performance.
MAN-HOURS – The total number of accumulated direct maintenance hours (in hours and tenths)
expended in performing a maintenance action. Direct maintenance man-hours are man-hours
expended by personnel assigned to complete the work described on the source document. See
DIRECT MAINTENANCE.
MAN-MOUNTED EQUIPMENT – Equipment used to provide overall protection and comfort tothe aircrew under various flight, emergency, and environmental conditions.
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MANUFACTURER – Individual, company, firm, corporation, or government activity engaged in
the fabrication of finished or semi-finished products.
MANUFACTURER CODE – See CAGE.
MANUFACTURER PART NUMBER – See REFERENCE NUMBER.
MAP/FMS – MILITARY ASSISTANCE PROGRAM/FOREIGN MILITARY SALES
MAT – MAINTENANCE ASSESSMENT TEAMMATCALS – MARINE AIR TRAFFIC CONTROL AND LANDING SYSTEMS – An
expeditionary air traffic control system that provides all-weather air traffic control, precision
approach radar, air surveillance radar, tower services, and navigational aids. See MATCD and
MACS.
MATCD – MARINE AIR TRAFFIC CONTROL DETACHMENT – MATCDs operate MATCALs
at forward operating bases, expeditionary, and existing airfields. See MACS
MATCHED SET – A group of two or more separate components that function together in a single
system and are normally removed, repaired, checked, adjusted, calibrated, and installed together.
Replacement of a single component of a matched system normally requires
check/adjustment/calibration of the matched set.
MATERIAL – All items necessary for the equipment, maintenance, and support of militaryactivities without distinction as to their application for administrative or combat purposes, excluding
ships or naval aircraft.
MATERIAL CONDITION – Reporting status with respect to SCIR. See MC, FMC, PMC, and
NMC.
MATERIAL CONTROL – See INVENTORY CONTROL.
MATERIAL CONTROL REGISTER – A register established to record all requisitions for material
passed to the Supply Support Center.
MATERIAL MANAGEMENT – See INVENTORY CONTROL.
MATERIAL REQUIREMENTS – Those quantities of items of equipment and supplies necessary toequip, provide a material pipeline, and sustain a service, formation, organization, or unit in thefulfillment of its purpose or task during a specified period.
MATMEP – MAINTENANCE TRAINING MANAGEMENT AND EVALUATION PROGRAM
MAW – MARINE AIRCRAFT WING
MC – METER CODE
MC – MISSION CAPABLE – Material condition of an aircraft that can perform at least one andpotentially all of its missions. MC Hours = EIS Hours - NMC Hours.
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MCAPP – MODIFICATION, CORROSION, AND PAINT PROGRAM
MCAS – MARINE CORPS AIR STATION
MCC – MATERIAL CONTROL CODE – A single alphabetic character assigned by the inventory
manager to segregate items into more manageable groupings (fast, medium, or slow movers) or to
relate to field activities special reporting/control requirements.
MCI – MATERIAL CONDITION INSPECTION
MCN – MAINTENANCE ACTION FORM CONTROL NUMBER
MCO – MARINE CORPS ORDERMCRC – MASTER COMPONENT REWORK CONTROLMCRS – MATERIAL CONDITION REPORTING STATUS - MCRS refers to the status of anaircraft for Subsystem Capability Impact Reporting (SCIR). When an aircraft is In Reporting
MCRS (IN-MCRS), SCIR data is accounted for in the aircraft’s Mission Capable (MC) time. Whenaircraft is Out of Reporting MCRS (OUT-MCRS), SCIR data is not accounted for in MC time.
MCS – MINE COUNTERMEASURES SHIP
MDA – MILESTONE DECISION AUTHORITY
MDBA/A – MAINTENANCE DATA BASE ADMINISTRATOR/ANALYSTMDI – MICROSOFT DOCUMENT IMAGING (FORMAT)MDPS – MAINTENANCE DATA PROCESSING SYSTEM
MDR – MAINTENANCE DATA REPORTMDS – MAINTENANCE DATA SYSTEMMDU – MATERIAL DELIVERY UNIT
MEAN TIME BETWEEN FAILURES – The total functioning life of a population of an item
divided by the total number of failures within the population during the measurement interval. The
definition holds for time, cycles, miles, events or other measure of life units.
MEASURE – METROLOGY AUTOMATED SYSTEM FOR UNIFORM RECALL AND
REPORTING – A metrology system for the recall and reporting of test equipment by means of MIS
techniques, maintains records of calibration and automatically recalls items when due forcalibration. See CUSTOMER ACTIVITY, FCA, FORMATS, METER CARD, and
SUBCUSTODIAN.
MEDP – MATERIAL ENGINEERING DISPOSITION PROGRAM
MER – MULTIPLE EJECTOR RACK

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MESM – MISSION-ESSENTIAL SUBSYSTEMS MATRIX/MATRICES - A MESM states
specific T/M/S MC and FMC readiness goals and subsystems required for specific missions and theimpact of subsystem degradation or inoperability through EOCs. MESMs are posted on the CNAP
SharePortal at https://cpf.navy.deps.mil/sites/cnap/default.aspx.
METBUL – METROLOGY BULLETINMETCAL – METROLOGY AND CALIBRATIONMETER – METROLOGY EQUIPMENT RECALL
METER CARD – METROLOGY EQUIPMENT RECALL CARD – Source document used to
update the MEASURE. All actions to TMDE/PME are reported to MEASURE via METER Cards(OPNAV 4790/58).
METER READING – Meter readings apply to only those items that have a clock/meter installed.
Readings will be in time, cycles, or starts to the nearest whole number.
METRIC – A standard of measurement. Examples of NAMP metrics include cannibalizations per
100 sorties and aircraft utilization.
METRL – METROLOGY REQUIREMENTS LISTMETROLOGY – The science of measurement or determination of conformance to technicalrequirements including the development of standards and systems for absolute and relative
measurements. See CALIBRATION and MEASURE.
MEU – MARINE EXPEDITIONARY UNIT
MF – MOBILE FACILITY – A relocatable tactical shelter and its related equipment. The principle
application in naval aviation of an MF is to provide relocatable housing for aviation weapon systems
and SE maintenance and related functions. They may be used on board ship as well as ashore.
MFGR – MANUFACTURER
MFOQA – MILITARY FLIGHT OPERATIONS QUALITY ASSURANCE
MFRD – MANUFACTUREDMFTOOL – MOBILE FACILITY TOOLMHE – MATERIAL HANDLING EQUIPMENT – Commercially available industrial equipment,such as forklifts, warehouse tractors, pallet trucks, and platform trucks. Some of these items areapproved for use in ammunition and explosive ordnance handling operations, and are a category oflogistic SE.
MHRS – MAN-HOURSMHRSO – MAN-HOURS ORGANIZATIONAL
MID TIER – Replication server that moves data from the publisher to subscriber (Top Tier).
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MILCON – MILITARY CONSTRUCTION
MIL-HDBK – MILITARY STANDARDIZATION HANDBOOKMILSPEC – MILITARY SPECIFICATIONMIL-STD – MILITARY STANDARD
MILSTRAP – MILITARY STANDARD TRANSACTION REPORTING AND ACCOUNTINGPROCEDURE – A procedure to enlarge MILSTRIP by extending the uniform communicatingprocedures, codes, forms, and formats for the transmission of items and the financial inventory data.
MILSTRIP – MILITARY STANDARD REQUISITIONING AND ISSUE PROCEDURE – A
uniform procedure established by the DOD for its own use to govern requisition and issue ofmaterial within standard priorities.
MIM – MAINTENANCE INSTRUCTIONS MANUAL – Contains instructions for O-level, I-level,
and D-level maintenance and servicing of a specific weapon system and related airborne equipment
including SE.
MINOR DEFECT – See DEFECT.
MIQ – MEASURE INTERACTIVE QUERYMIS – MANAGEMENT INFORMATION SYSTEM(S) – The hardware and software systems used
to document the information and data used to manage a process.
MISHAP, AIRCRAFT – A naval aircraft mishap is an unplanned event or series of events, directly
involving naval aircraft which result in ten thousand dollars or greater cumulative damage to naval
aircraft, other aircraft DOD or non-DOD) and property (DOD or non-DOD). Property damage
includes costs to repair or replace facilities, equipment or material; or an injury as defined in
OPNAVINST 3750.6.
MISSILE AIRFRAME – The assembled, principal structural components less propulsion system,
control system, electronic equipment, and payload.
MISSILE TARGETS – All recoverable and non-recoverable, remotely controlled or programmed,
unmanned aerial target vehicles; also remotely controlled or programmed powered land target andtarget boats, excluding drones.
MISSION – (1) The objective; the task together with the purpose, which clearly indicates the action
to be taken and the reason for it; (2) in common usage, especially when applied to lower military
units, a duty/task assigned to an individual; (3) the dispatching of one or more aircraft to accomplish
one particular task, and (4) missions used in matrix construction and mission impact reporting aredefined for each aircraft T/M/S.
MISSION ESSENTIAL – Anything authorized and assigned to the approved combat and combat
support forces, which would be immediately employed to wage war and provide support for combat
actions.
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MISSION ESSENTIAL SUBSYSTEM MATRIX – Subsystems of an aircraft required to performthe designated missions as determined by use of the applicable MESM.
MMCO – MAINTENANCE MATERIAL CONTROL OFFICERMMCPO – MAINTENANCE MASTER CHIEF PETTY OFFICER
MME – MISSION MOUNTED EQUIPMENT
MMP – MONTHLY MAINTENANCE PLAN
MMT – MAINTENANCE MONITORING TEAMMNP – (MY NAVY PORTAL) – The goal of MNP is to provide Sailors a single portal with which
they can manage their careers, https://my.navy.mil/.
MO – MAINTENANCE OFFICER
MOA – MEMORANDUM OF AGREEMENT
MOCC – MEASURE OPERATIONAL CONTROL CENTER – The Atlantic and Pacific terminalsof the MEASURE automated information system network. These centers maintain data files forrespective area customers and MEASURE participants. MEASURE products are produced anddistributed via telecommunications, hard copy, or tape to elements of the distributed network andvarious agencies on a regular or as required basis.
MOD – MODIFICATIONMODEL DESIGNATION – Each Navy aircraft is designated by a combination of significant lettersand numbers.
MODEX – Side number of aircraft.
MODULAR ENGINES – Engines consisting of several independent assemblies called modules,
which by design can be removed/replaced without major disassembly of the engine or othermodules, for example, compressor, combustion, turbine, afterburner, gearbox, torque meter, or
combination thereof.
MONITOR – As applied to QA, monitoring is the observance of an ongoing process in order toverify compliance with policies and procedures.
MOS – MILITARY OCCUPATIONAL SPECIALTY
MOV – MATERIAL OBLIGATION VALIDATIONMPPE – MAINTENANCE PROGRAM PROFICIENCY EVALUATIONMPA – MAINTENANCE PROGRAM ASSESSMENT
MPP – MONTHLY PERSONNEL PLAN
MPT-PRO – MATERIAL PRODUCTIVITY TOOL – PROCUREMENT
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MPT-STP – MATERIAL PRODUCTIVITY TOOL – SUPPLY TRANSFORMATION PROGRAM
MP&T - MANPOWER, PERSONNEL, AND TRAINING
MR – MATERIAL REPORT – The material report is a general name for multiple reports in OOMA
or OIMA.
MRB – MATERIAL REVIEW BOARD
MRC – MAINTENANCE REQUIREMENTS CARD – Card sets issued by
COMNAVAIRSYSCOM containing scheduled maintenance requirements applicable to I-level andO-level activities for the specific aircraft/SE for which they are issued. See PMIC.
MRIL – MASTER REPAIRABLE ITEM LIST – A listing, in NIIN sequence, of all repairable
assemblies, indicating the DRP (Navy or commercial) and provides shipping instructions for theseassemblies when they become defective. This list is published as NAVSUP Publication 4107.
MRO – MAINTENANCE REPAIR OVERHAULMSD – MEASUREMENT SCIENCE DIRECTORATEMSHARP – MARINE SIERRA HOTEL AVIATION READINESS PROGRAM – Marine
Aviation's web-based application for scheduling, training management, operational risk
management, and reporting of training readiness.
MSL – MASTER SALVAGE LIST
MSR – MODULE SERVICE RECORD
MT – Symbol for MAGNETIC PARTICLE
MTF – MESSAGE TEXT FORMAT
MTL – MASTER TASK LIST
MTO – MAKE-TO-ORDERMTPSI – MASTER TEST PROGRAM SET INDEXMTR – MANDATORY TURN-IN REPAIRABLE OR MODULE TEST AND REPAIR
MU – MEMORY UNIT
MULTIJON – MULTIPLE JOB ORDER NUMBER
MULTI-ORG CODES – MULTIPLE ORGANIZATION CODES – The ability to have more thanone ORG code assigned to a NTCSS NALCOMIS Foundation Server. The purpose of MULTIORG coding is to manage multiple assets assigned to different organizations on one NTCSSNALCOMIS Foundation Server.

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MULTI-ORG DET REPORTING – MULTIPLE ORGANIZATION CODE DETACHMENTREPORTING – Multi-org det reporting allows a squadron to use one OOMA Foundation Server for
homeguard and detachment site data processing.
MWSG – MARINE WING SUPPORT GROUP
MWSS – MARINE WING SUPPORT SQUADRON
N
NA – NOT APPLICABLE
NAE – NAVAL AVIATION ENTERPRISE
NAF – NAVAL AIR FACILITY
NALC – NAVY AMMUNITION LOGISTIC CODENALCOMIS – NAVAL AVIATION LOGISTICS COMMAND MANAGEMENTINFORMATION SYSTEMNALDA – NAVAL AVIATION LOGISTICS DATA ANALYSIS – An automated database andinformation retrieval system for aviation logistics management and technical decision support.
Analysis capability is provided through interactive query and batch processing from remoteterminals. NALDA assists users in making improved decisions affecting fleet aircraft readiness.
Users can define, identify, and isolate logistics problem areas from a centralized data bank ofintegrated aviation logistics information.
NAMDRP – NAVAL AVIATION MAINTENANCE DISCREPANCY REPORTING PROGRAM
NAMP – NAVAL AVIATION MAINTENANCE PROGRAMNAMPSOP – NAVAL AVIATION MAINTENANCE PROGRAM STANDARD OPERATINGPROCEDURES – NAMPSOPs direct procedures for compliance with certain maintenanceprograms and processes in sufficient detail to eliminate or minimize the need for publishing local
procedures. See LCP.
NAR – NOTICE OF AMMUNITION RECLASSIFICATION
NAS – NAVAL AIR STATION
NASA – NATIONAL AERONAUTICS AND SPACE ADMINISTRATION
NASC – NAVAL AIR SYSTEMS COMMAND
NAT – NIIN ANALYSIS TOOLNATEC – NAVAL AIR TECHNICAL DATA AND ENGINEERING SERVICE CENTER
NATOPS – NAVAL AIR TRAINING AND OPERATING PROCEDURESSTANDARDIZATION – A manual of general flight and operating instructions applicable within
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the naval aviation establishment issued for individual aircraft which are intended to complement
CNAF M-3710.7.
NATT COA – NAVAL AVIATION TECHNICAL TRAINING COUNCIL OF ADVISORSNATTC – NAVAL AVIATION TECHNICAL TRAINING CENTERNAVAIR FS – NAVAL AIR SYSTEMS COMMAND FLEET SUPPORTNAVAIRSYSCOMHQ – NAVAL AIR SYSTEMS COMMAND HEADQUARTERS
NAVAIRWARCEN – NAVAL AIR WARFARE CENTERNAVAIRWARCENACDIV – NAWCAD - NAVAL AIR WARFARE CENTER AIRCRAFTDIVISIONNAVAIRWARCENWPNDIV – NAWCWD – NAVAL AIR WARFARE CENTER WEAPONSDIVISIONNAVAL ESTABLISHMENT – Comprised of the Navy Department, Shore Establishment, and the
Operating Forces of the Navy and the Operating Forces of the Marine Corps. Synonymous withDON.
NAVCOMTELSTA – NAVAL COMPUTER AND TELECOMMUNICATIONS STATION
NAVEDTRA – NAVAL EDUCATION AND TRAINING
NAVFLIR – NAVAL FLIGHT RECORD (OPNAV Form 3710/4) – The form used to record theaircraft flight data used in NAVFLIRS.
NAVFLIRS – NAVAL FLIGHT RECORD SUBSYSTEM – NAVFLIRS serves as a single,
integrated source of flight data for the Naval Aviation Maintenance Data System (MDS), the Sierra
Hotel Aviation Reporting Program (SHARP), Marine Corps Sierra Hotel Aviation Reporting
Program (MSHARP), and other up-line reporting systems. Refer to COMNAVAIRFOR M-3717.7
for detailed information on NAVFLIRS.
NAVMAC – NAVY MANPOWER ANALYSIS CENTERNAVOSH – NAVY OCCUPATIONAL SAFETY AND HEALTHNAVPRO – NAVY PLANT REPRESENTATIVE OFFICENAVRIIP – NAVAL AVIATION READINESS INTEGRATED IMPROVEMENT PROGRAMNAVRIT – NAVAL AVIATION READINESS IMPROVEMENT TEAMNAVSAFECEN – NAVAL SAFETY CENTER
NAVSUP – NAVAL SUPPLY SYSTEMS COMMAND
NAVSUP WSS – NAVAL SUPPLY WEAPON SYSTEMS SUPPORT (formerly NAVICP)

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NAVY DEPARTMENT – Refers to the central executive offices of the DON located at the seat ofgovernment. The Navy Department is organizationally comprised of the Office of the Secretary of
the Navy, which includes Civilian Executive Assistants, Office of Staff Assistants, and theheadquarters organizations of the Office of Naval Research, the Office of the Judge Advocate
General, and the ASN(FM/C) of the Navy; the Office of the CNO, the Headquarters, Marine Corps;
and, under the command of the CNO, the headquarters organizations of the Chief of Naval
Personnel and the Chief, Bureau of Medicine and Surgery. In addition, the Headquarters, Coast
Guard, is included when the United States Coast Guard is operating as a service in the Navy.
NAVY DIRECTIVES SYSTEM – Consists of instructions and notices employing the standard
subject identification code numbering system for identification and filing purposes. The system isused throughout the Navy for issuing directives on policy, organization, administrative methods, orprocedures.
NBC – NUCLEAR, BIOLOGICAL, AND CHEMICALNBNC – NOTED BUT NOT CORRECTED
NC – NOT CARRIEDNCEA – NONCOMBAT EXPENDITURE ALLOWANCE
NCER – NONCOMBAT EXPENDITURE REQUIREMENTS
NCO – NON-COMMISSIONED OFFICERNCOIC – NON-COMMISSIONED OFFICER IN CHARGE
NCR – NO CALIBRATION REQUIREDNDDS – NAVAL DATA DISTRIBUTION SYSTEM
NDI – NON-DESTRUCTIVE INSPECTION – The inspection of a structure or component in any
manner that will not impair its future usefulness. The purpose of the inspection may be to detectflaws, measure geometric characteristics, determine material structure or composition, or it may
characterize physical, electrical, or thermal properties without causing any changes in the part. See
PENETRANT, EDDY CURRENT, MAGNETIC PARTICLE, ULTRASONIC, and
RADIOGRAPHIC for NDI methods in existence.
NDMS – NAVAIR DEPOT MAINTENANCE SYSTEM
NDT/I – NON-DESTRUCTIVE TESTING AND INSPECTION – The technologies (methods) for
determining characteristics about the physical condition of a part of material, without permanently
changing it. NDI is the application of nondestructive testing to the inspection of parts, structure, andmaterial to determine condition/ serviceability. Typical defects and conditions to be detected arethose not detectable visually, like fatigue and stress corrosion cracks, inclusions, porosity,
delamination, disbonding, enclosed FOD, etc. The most frequently used nondestructive testing
methods are Fluorescent Penetrant, Magnetic Particle, Eddy Current, Ultrasonic and Radiographic.

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Methods used less frequently in the aircraft industry include thermal imaging, gamma and neutron
radiography, and acoustic emission.
NEC – NAVY ENLISTED CLASSIFICATIONNETC – NAVAL EDUCATIONAL TRAINING COMMAND
NETS – NAVY ENGINEERING AND TECHNICAL SERVICES
NEW PRODUCTION AIRCRAFT – Aircraft without regard to model or configuration that are in
the first year of operational use by the fleet or training commands and not deployed aboard ships oroverseas.
NEWLY ASSIGNED AIRCRAFT – Aircraft accepted from the commercial builder, for example,
Boeing and Lockheed Martin. These aircraft are normally accepted by DCMA or
COMNAVAIRSYSCOM (pre-accepted).
NFC - NON FLIGHT CRITICAL – Any identified discrepancy that is not directly related to Safetyof Flight. See SAFE FOR FLIGHT.
NFO – NAVAL FLIGHT OFFICERNHA – NEXT HIGHER ASSEMBLY
NIF – NAVY INDUSTRIAL FUNDNIFMS – NAVAIR INDUSTRIAL FINANCIAL MANAGEMENT SYSTEMNIIN – NATIONAL ITEM IDENTIFICATION NUMBER - A two-digit National Codification
Bureau code combined with seven other digits. See NSN.
NIMMS – NAVAIR INDUSTRIAL MATERIAL MANAGEMENT SYSTEMNINC – NOT INCORPORATEDNIS – NOT IN STOCKNIST – NATIONAL INSTITUTE OF STANDARDS AND TECHNOLOGYNITRAS – NAVY INTEGRATED TRAINING RESOURCES AND ADMINISTRATIONSYSTEM - An automated system responsive to training information requirements from higher
commands provides automated capability to manage and support the training effort throughout theNavy.
NIWC – NAVAL INFORMATION WARFARE CENTER
NIWC ATLANTIC – This facility maintains NALCOMIS IMA systems, R-Supply, R-ADMIN,
Aviation 3M Micro machine, operation and maintenance of the NALCOMIS OMA Mid-Tier and
JTDI/Technical Manual Server for aviation activities onboard shore stations.
NLL – NAVAL LOGISTICS LIBRARY
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NLT – NO LATER THAN
NMC – NOT MISSION CAPABLE – Material condition of an aircraft that is not capable ofperforming any of its missions. NMC is subdivided into NMCM and NMCS. NMC Hours = EIS
Hours - MC Hours.
NMCD – NOT MISSION CAPABLE DEPOT – The material condition of an aircraft that is notcapable of performing any of its missions because of standard or special rework, including, PDM,
IMC/P, MCI, MOD, ISR, or other depot evolution. NMCD time is not accounted for in SCIR while
the aircraft is Out of Reporting for Mission Capable Reporting Status (MCRS). See SCIR.
NMCM – NOT MISSION CAPABLE MAINTENANCE – The material condition of an aircraft thatis not capable of performing any of its missions because of maintenance requirements. Start
NMCM time when the condition is discovered except when the discovery is made in flight. In
flight, malfunction NMCM time starts at the termination of flight. Stop NMCM when maintenanceis completed or interrupted by a supply shortage. Report work stoppage resulting from parts nonavailability as NMCS. NMCM time resumes when required supply item(s) are delivered to themaintenance activity. NMCM is further defined as NMCM scheduled (S) and NMCM unscheduled(U). NMCM Hours = NMC Hours - NMCS Hours. See NMC, NMCMS, and NMCMU.
NMCMS – NOT MISSION CAPABLE MAINTENANCE SCHEDULED – The sum of equipment
maintenance hours documented for scheduled engine inspections, special inspections,
phase/calendar inspections and conditional inspections. An aircraft will be considered NMCMS if
panels and equipment removed to conduct area inspections cannot be replaced within 2 hours or if
the aircraft has been utilized to the maximum allowable operating limit prior to the scheduled
maintenance requirement, for example, +10 percent, +3 days. NMCMS Hours = NMCM Hours NMCMU Hours. See NMC.
NMCMU – NOT MISSION CAPABLE MAINTENANCE UNSCHEDULED – Sum of
maintenance not defined as scheduled maintenance, occurring during the interval between scheduled
downtime maintenance periods. NMCMU Hours = NMCM Hours - NMCMS Hours.
NMCS – NOT MISSION CAPABLE SUPPLY – The material condition of an aircraft that is notcapable of performing any of its missions because maintenance required to correct the discrepancy
cannot continue due to a supply shortage. Start NMCS time when a supply demand has been madefor an item(s) required to continue maintenance. Stop NMCS time at the time the material isdelivered to the designated delivery point or change of EOC code. NMCS Hours = NMC
Hours - NMCM Hours. See NMC.
NO – NATIONAL ORIGIN
NOAP – NAVY OIL ANALYSIS PROGRAM
NOC – NOT OTHERWISE CODED
NOMP – NAVAL ORDNANCE MANAGEMENT POLICY

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NONAVIATION SHIP – For NAMP purposes, ships not designated as Aviation Ship, such as CG,
FFG, AFS, DD. Nonaviation ships may be air or aviation capable.
NONAVIONICS SE – Nonavionics SE (common and peculiar) includes all equipment that isnonelectronic in nature and may be powered or nonpowered. Examples of powered equipment are:mobile electric power plants, gas turbine powered service equipment; aircraft tow tractors, andhydraulic service units. Examples of nonpowered equipment are aircraft jacks, aircraft tow bars,
aircraft slings, maintenance work stands, special fittings and fixtures.
NONOPERATING AIRCRAFT – Any aircraft, for the purpose of flight operations, not currently
filling an authorized allowance in an organizational unit. See OPERATING AIRCRAFT.
NOTAL – NOT TO ALL
NOTICES – Directives of a one-time nature or those applicable for a brief period of time. Eachnotice contains provisions for its own cancellation. Notices employ a subject classification
numbering system and are part of the Navy directive system.
NPA – NONPROVISIONED AIRCRAFTNPDC – NAVAL PERSONNEL DEVELOPMENT COMMANDNPSL – NAVY PRIMARY STANDARDS LABORATORYNRFI – NON-READY FOR ISSUENSAWC – NAVAL STRIKE AND AIRWARFARE CENTER
NSCM – NATO SUPPLY CODE FOR MANUFACTURERS
NSIV – NAVAIR STANDARD IETM VIEWER
NSN – NATIONAL STOCK NUMBER - A 13-digit number consisting of the four-digit FSC andthe nine-digit NIIN. Component segments of NSN 5330-00-123-4567 are identified as (a) FSC:
5330; and (b) NIIN: 00-123-4567.
NSWC – NAVAL SURFACE WARFARE CENTERNTCSS – NAVAL TACTICAL COMMAND SUPPORT SYSTEMNTFS – NAVY TRAINING FEEDBACK SYSTEMNTMPS – NAVY TRAINING MANAGEMENT AND PLANNING SYSTEM
NTR – NO TOOLS REQUIREDNTSP – NAVY TRAINING SYSTEMS PLAN – The official statement of billets, personnel, andtraining input and resource requirements to support introduction and operational use of aircraft,systems, subsystems, equipment, and other developments. The NTSP assigns responsibilities forplanning, programming, and implementing actions necessary to provide the required support.

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NWADIV – NAVAL WARFARE ASSESSMENT DIVISIONNWCF – NAVY WORKING CAPITAL FUND – A working capital fund (revolving fund)established with the goal of recovering enough money from sales to replace sold material, used tofinance the procurement and repair of secondary item inventories (including repairables), which will
eventually be charged to the customer's end use funds. In addition to purchasing expense items tobe centrally managed by NAVSUP WSS, the NWCF is also the funding mechanism by which the
Navy acquires DLA or GSA managed expense items and places them in Navy retail inventory.
O
O&MN – OPERATIONS AND MAINTENANCE, NAVYOBOGS – ON-BOARD OXYGEN GENERATION SYSTEMOCONUS – OUTSIDE CONTINENTAL UNITED STATESOEM – ORIGINAL EQUIPMENT MANUFACTURER
OFC – OPERATIONAL FUNCTIONAL CATEGORY
OFF-EQUIPMENT WORK – For the purpose of MDR, it includes all maintenance actions
performed on removed, repairable components, usually at the IMA.
OFFMP – OFF LINE FOR MANUAL PROCESSING
OFF-SITE – Aircraft is located at FRC or commercial rework activity site for rework.
OFFTR – OFF FOR TECHNICAL RESEARCHOFVAL – OFF FOR VALIDATIONOIMA – OPTIMIZED INTERMEDIATE MAINTENANCE ACTIVITY – The computer based
Management Information Systems (MIS) used by most Navy and Marine Corps IMAs to document
their work.
OIC – OFFICER IN CHARGEOJT – ON-JOB TRAINING – Training conducted while performing an administrative, operational,
or maintenance task.
O-LEVEL – ORGANIZATIONAL LEVEL – Basic maintenance performed by an activity on its
assigned equipment. O-level maintenance normally consist of inspecting, servicing, lubricating,adjusting, and removal and replacement of parts, minor assemblies, and subassemblies. O-level
maintenance is typically organized to achieve quick turnaround of aircraft or equipment in order to
optimize operational availability.
OMA – ORGANIZATIONAL MAINTENANCE ACTIVITY – An O-level activity conducting
maintenance in support of its own operations. See Maintenance Levels.

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OMAWHOLE – OPTIMIZED OMA NALCOMIS WHOLESALE FOUNDATION TIER(NTCSS) – A storage data base located at COMNAVAIRSYSCOM, NAS Patuxent River for CM
ALS records of aircraft or tracked assets that have been stricken from the naval inventory; or towhich the actual aircraft or tracked assets are in the custody of a non-NTCSS Optimized OMA
NALCOMIS activity.
OMB – OFFICE OF MANAGEMENT AND BUDGETOMD – OPERATIONS MAINTENANCE DIVISIONOMMS-NG – ORGANIZATIONAL MAINTENANCE MANAGEMENT SYSTEM-NEXT
GENERATION
ON-EQUIPMENT WORK – For the purpose of MDR, it includes those maintenance actions
accomplished on complete end items, for example, aircraft, drones, SE, and removed engines.
ON-SITE – Aircraft is located at other than Depot FRC or commercial rework activity site.
ON-TRACK – Any NAMP program that is in compliance with governing directive.
OOMA – OPTIMIZED ORGANIZATIONAL MAINTENANCE ACTIVITY – The computer based
Management Information Systems (MIS) used by most Navy and Marine Corps OMAs to document
their work.
OOMA ELECTRONIC REPOSITORY – Refers to the office at which the NTCSS Optimized OMA
NALCOMIS Wholesale Foundation Tier resides.
OOR – OUT OF REPORTING
OPCON – OPERATIONAL CONTROLOPERATING AIRCRAFT – An aircraft filling an authorized operating allowance, even if in excessof PAA.
OPERATING COMMAND – A controlling custodian of naval aircraft, except
COMNAVAIRSYSCOM FS. Also called air or major operating command.
OPERATING FORCES – Those forces whose primary missions are to participate in combat and theintegral supporting elements.
OPERATING LEVEL OF SUPPLY – The quantities of material required to sustain operations in
the interval between requisitioning and the arrival of successive shipments. These quantities should
be based on the established replenishment period (monthly or quarterly). See LEVEL OF SUPPLY.
OPERATING SERVICE AGE – The number of Operating Service Months (OSM) an aircraft hascompleted.
OPERATING UNIT – Squadrons and units with an operating allowance. To be an operating unit, aunit must have a mission that requires flight operations (other than ferry or flight test) by Navy
aircraft.
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OPERATIONAL CHARACTERISTICS – The characteristics that pertain primarily to the functions
to be performed by the equipment, either alone or in conjunction with other equipment; for example,
for electronic equipment, operational characteristics include such items as the frequency coverage,
channeling, type of modulation, and character of emission.
OPERATIONAL EVALUATION – The test and analysis of a specific end item or system, underpractical operating service conditions, to determine if quantity production is warranted. It is basedon increase in military effectiveness to be gained and its effectiveness as compared with currently
available items or systems, with consideration given to personnel capabilities to maintain andoperate the equipment; size, weight, and location; and enemy capabilities in the field.
OPERATIONAL NECESSITY – A mission associated with war or peacetime operations in which
the consequences of an action justify accepting the risk of loss of aircraft and crew.
OPM – OFFICE OF PERSONNEL MANAGEMENTOPNAV – OFFICE OF THE CHIEF OF NAVAL OPERATIONSOPSERMOS – OPERATING SERVICE MONTHSOPTAR – OPERATING TARGET (funding) - Annual funds (obligational authority) issued by
TYCOMs to units of the operating forces under their command from one of their budgets.
ORD – ORDERED
ORDO – ORDNANCE OFFICERORDSO – ORDNANCE SAFETY OFFICER
ORG – ORGANIZATIONORG CODE – ORGANIZATION CODE – A structured three-character alphanumeric code that
identifies activities within a major command.
ORGANIC – D-level maintenance performed by FRC East, Cherry Point, NC; FRC SE,
Jacksonville, FL; and FRC SW, San Diego, CA; excluding D-level maintenance performed bycommercial rework activities and contractor maintenance.
ORGANIZATIONAL MAINTENANCE – See MAINTENANCE LEVELS.
ORM – OPERATIONAL RISK MANAGEMENT - A systematic, decision making process used to
identify and manage hazards that endanger naval resources.
OSD – OFFICE OF THE SECRETARY OF DEFENSE
OSH – OCCUPATIONAL SAFETY AND HEALTH
OSHA – OCCUPATIONAL SAFETY AND HEALTH ADMINISTRATION

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OSI – OPERATIONAL SUPPORT INVENTORY – The range and depth of material required tosupport a planned aircraft program at a given site consists of a fixed allowance for FLRs, DLRs, andan operating level of stock for consumables.
OSL – OPERATING SERVICE LIFE – The period of time used to establish programs related to theprojected retirement of a population (T/M/S) of aircraft.
OSM – OPERATING SERVICE MONTH – One monthly increment of operating service life.
OSP – OPERATING SERVICE PERIODOTPS – OPERATIONAL TEST PROGRAM SET - The total grouping of test program sets required
to test an avionics system on ATE.
OVERHAUL – The process of disassembly sufficient to inspect all the operating components andthe basic end article. It includes the repair, replacement, or servicing as necessary, followed by thereassembly and bench check or flight test. Upon completion of the overhaul process, the component
or end article will be capable of performing its intended service life or service tour. See
MAINTENANCE TYPES.
OXY – OXYGENP
PAA – PRIMARY AIRCRAFT AUTHORIZATION – The number of aircraft OPNAV has planned
and resourced for performing the mission defined in the operating unit’s Required Operational
Capability (ROC) and Projected Operational Environment (POE) directives for Navy units and theMarine Corps AVPLAN for Marine Corps units.
PAC – PacificP&E – PLANNER AND ESTIMATOR – Depot FRC personnel that evaluate work required toperform depot-level repairs.
P/N – PART NUMBER
PACKAGING – An all-inclusive term covering cleaning, preserving, packaging, packing, andmarking required to protect items during every phase of shipment, handling, and storage.
PAD – PROPELLANT ACTUATED DEVICE
PAGENR – PAGE NUMBER
PARTICIPATING SERVICE – The military service that uses a multipurpose aeronautical systemand obtains support for it from the executive service.
PARTS KIT – Supporting items and material for the maintenance, repair, and rework of selected
aeronautical repairable end items procured, stocked, requisitioned, accounted for, and used on a kit
basis as one line item. Parts kits should not be confused with the kits issued to perform a one-time
modification of an item or with interim fleet maintenance support kits.
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PARTS KIT CODES – Codes assigned to parts kits and items therein, for the maintenance, repair,and rework of selected, repairable end items. See PROVISIONING SOURCE CODING and
SM&R.
PBL – PERFORMANCE BASED LOGISTICS
PCMTIP – PERSONAL COMPUTER MAINTENANCE TRAINING IMPROVEMENT
PCO – PROCUREMENT CONTRACTING OFFICER – The government contracting officer
directing and administering the acquisition through the award of the contract. Administration of thecontract after award may be delegated to an ACO.
PDB – POWER DISTRIBUTION BOX
PDM – PHASED DEPOT MAINTENANCE - PDM divides a T/M/S aircraft’s total Standard
Rework requirements into phases. PDM phases are based on fixed Operating Service Periods(OSP), expressed in months tailored to the depot maintenance requirements for each T/M/S aircraft.
Several titles are used to denote PDM events: F/A-18 aircraft PDM events are called Planned
Maintenance Intervals (PMI) events; H-60 aircraft PDM events are called Integrated MaintenanceConcept (IMC) events.
PEB – PRE-EXPENDED BIN – A parts bin located within a work space that contains only low
cost, high usage items. A PEB is replenished from stock held by the local supply activity.
PED – PERIOD END DATE - The month and year a given aircraft ended or, if serving in period, is
expected to end the current service period. For IMC/P aircraft, the PED is a fixed date (month andyear) that marks completion of the last POI in a tour and the start of the first PMI in the next tour.
PEDD – PORTABLE ELECTRONIC DISPLAY DEVICEPEMA – PORTABLE ELECTRONIC MAINTENANCE AID. A device used to store and readelectronic technical data.
PEMA SERVICE PACK – A collection of PEMA core application software updates distributed
periodically to update the PEMA operating system, Information Assurance Vulnerability Alert
patches, Information Assurance Vulnerability Bulletins, and anti-virus definitions.
PENETRANT – Methods used for the detection of surface cracks or discontinuities. The inspection
surfaces are sprayed with or immersed in liquid, the excess liquid is removed, and the defect isindicated visually by color or fluorescence. See NDI.
PEO – PROGRAM EXECUTIVE OFFICERPERSMAR – PERSONNEL MANNING REPORTPERSONNEL REQUIREMENTS – Those requirements for personnel derived from a maintenancetask that must be performed. See PERSONNEL UTILIZATION.
PERSONNEL UTILIZATION – The actual reporting of accomplishments by personnel assigned.

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PHASE INSPECTION – See INSPECTIONS, AIRCRAFT/ENGINE.
PHYSICAL CUSTODY – Actual possession of aircraft, engines, or SE. Physical custody does notnecessarily imply reporting custody.
PID – PHASED INDUCTION DATEPINC – PREVIOUSLY INCORPORATEDPIPELINE – The logistics channel by which material and other logistic elements flow from sourcesof procurement or repair to their point of use. The aircraft pipeline refers to aircraft being
manufactured for future delivery to the Navy and aircraft already in the inventory that areundergoing repair/overhaul at a commercial or DoD depot facility. The manpower and training
pipeline refers to personnel undergoing training in route to their ultimate duty assignment.
PJT – PRACTICAL JOB TRAINING – Structured "hands-on" training conducted by the fleet
readiness squadron or supporting I-Level involving an arranged problem, task, or sequence in an
educational environment. See OJT.
PLA – PLAIN LANGUAGE ADDRESS
PLTS – PARTS LIFE TRACKING SYSTEM – An automated system used for tracking thecomposition, location, and operating time/cycle counts or life usage indexes of aircraft engines,
propulsion systems, modules, and life limited components. PLTS is used to develop long range
schedules for inspections, removals, replacements, procurements, and rework schedules for thesecomponents, based on usage requirements and fixed or variable usage rates. It provides important
support to the RCM Program.
PM – PREVENTIVE MAINTENANCE – Inspections and maintenance (excluding repair) required
to maintain aircraft, equipment, SE, and facilities in satisfactory operating condition.
PMA - PROGRAM MANAGER-AIR
PMC - PARTIAL MISSION CAPABLE – Material condition of an aircraft that can perform at least
one but not all of its missions. PMC is subdivided into PMCM and PMCS. PMC Hours = MC
Hours - FMC Hours.
PMCM – PARTIAL MISSION CAPABLE MAINTENANCE – The material condition of anaircraft that can perform at least one but not all of its missions because of maintenance requirements
existing on the inoperable subsystem(s). Start PMCM time when the condition is discovered, except
when the discovery is made in flight. In flight, malfunction PMCM time starts at the termination offlight. Stop PMCM time when maintenance is completed or interrupted by a supply shortage.
Report work stoppage resulting from parts nonavailability as PMCS. PMCM time resumes whenrequired supply item(s) are delivered to the maintenance activity. PMCM Hours = PMC
Hours - PMCS Hours. See PMC.
PMCS – PARTIAL MISSION CAPABLE SUPPLY – Material condition of an aircraft that canperform at least one but not all of its missions because maintenance required to correct the
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discrepancy cannot continue because of a supply shortage. Start PMCS time when a supply demandhas been made for an item required to continue maintenance. Stop PMCS time at the time thematerial is delivered to the designated delivery point or change of EOC code. PMCS Hours = PMC
Hours - PMCM Hours. See PMC.
PME – PRECISION MEASURING EQUIPMENT – Devices used to measure, gauge, test, inspect,diagnose, or examine material, supplies, and equipment to determine compliance with requirements
established in technical documents, for example, research, development, test, and evaluation
documents, specifications, engineering drawings, technical orders, technical manuals, maintenanceinstructions, and serviceability standards.
PMI – PLANNED MAINTENANCE INTERVAL – Period of time for execution of an IMC/P or
PDM scheduled maintenance event. Can include O-level, I-level, and D-level maintenance actions.
PMIC – PERIODIC MAINTENANCE INFORMATION CARD – The PMS publication that
contains the component/assembly removal/replacement schedule, airframe structural life limits, anda maintenance requirements systems index. It also contains a conditional inspection listing and aphase change implementation card (included as required).
PMRC – PERIODIC MAINTENANCE REQUIREMENT CARD
PMS – PLANNED MAINTENANCE SYSTEMPMU – PROGRAM MANAGEMENT UNIT
PN – PART NUMBER
POA&M – PLAN OF ACTION AND MILESTONES - A document that identifies actions or tasks
in the specific order needed to accomplish an objective. This document assigns to each action, theoffice responsible, and the start and completion date for each action.
POC – POINT OF CONTACT
POD – PROOF OF DELIVERYPODS – PORTABLE OIL DIAGNOSTIC SYSTEM
POE – POINT OF ENTRY
POI – PLANNED OPERATIONAL INTERVAL – Period of time planned for operational use when
the aircraft is under IMC/P or PDM. POI follows a PMI and will vary in length based on actual
maintenance completion. Predetermined end date is the next FID, or at the end of the tour, the PED.
POL – PETROLEUM, OIL, AND LUBRICANT
POM – PROGRAM OBJECTIVE MEMORANDUM
POOL – A grouping of repairable assemblies provided a rework activity as replacements for similar
defective repairable assemblies removed from an aircraft or engine undergoing some phase ofrework that are not to be reworked concurrently with the aircraft or engine from which removed.
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These items are provided to prevent disruption of production schedules because the lead time toobtain the required replacement item from supply and the turnaround time of the aircraft/engine are
not compatible.
POS – POSITIONPOSIT – POSITION
PPB – POWER PLANT BULLETIN
PPC – POWER PLANT CHANGE
PPE – PERSONAL PROTECTIVE EQUIPMENT
PPM – PARTS PER MILLIONPQDR – PRODUCT QUALITY DEFICIENCY REPORTPQS – PERSONNEL QUALIFICATION STANDARDS – Documents, which describe theknowledge and skills trainees, must have to correctly perform their duties. The policy andprocedures for PQS are outlined in OPNAVINST 3500.34.
PR – AIRCREW SURVIVAL EQUIPMENTMAN
PRE-ACCEPTED AIRCRAFT – Any Navy public aircraft which has not been formally brought
into the Aircraft Inventory and Readiness Reporting System (AIRRS) inventory database.
PREFERRED ITEM – One selected under a DOD program by which the item is designated for
procurement, stock, and issue, but which is not a standard item.
PREOPERATIONAL INSPECTION – See INSPECTION, AIRCRAFT/ENGINE/SUPPORTEQUIPMENT (SE)PM – PREVENTIVE MAINTENANCE – PM provides systematic inspection, detection, andcorrection of failures either before they occur or before they develop into major defects.
PREVENTIVE ACTION – Action taken to eliminate the cause of potential failure ornonconformance to standards.
PRI – PRIORITY
PRIMARY MISSION – For the purpose of maintenance data reporting, the primary purpose forwhich the aircraft is assigned to the unit (reporting custodian).
PRIME ITEM – The head-of-family, or preferred item, currently procurable (the latest version
which will be procured upon requisition if all wholesale stock and in-use excess items are depleted).
PRMAR – PRIMARY MISSION AREAS
PROCESS – (1) A generic term used to describe the series of actions or uses an aircraft is subjected
to as it progresses through its service life. Six categories are included in the term: operating,
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standard rework, special rework, storage, retirement or strike, and miscellaneous. Subdivisions areincluded under each category to describe specifically the action of use involved. (2) Any set of
conditions, or set of causes, which work together to produce a given result. While it often refers to
the combination of people, materials, machines, and methods used to produce a given product, it isalso capable of assuming other meanings such as a method of assembly, a group of people such as apay group or work center, or a method of measurement.
PROCUREMENT – The process of obtaining personnel, services, supplies, and equipment.
PROCUREMENT LEAD TIME – The interval, in months, between the initiation of procurement
action and receipt into the supply system of the production model, excluding prototypes, purchased
as the result of such actions. It is composed of two elements, production lead time andadministrative lead time. See INITIATION OF PROCUREMENT ACTION.
PRODUCTION AIRCRAFT – New aircraft accepted from the contractor by the Navy. They
include all Navy aircraft procured for operational or training purposes, that is, all aircraft except
those procured solely for experimental purposes. Every Navy aircraft is either experimental or
production.
PRODUCTION CONTROL – The functional organization within the IMA responsible for workload
control.
PRODUCTION DIVISION – Any division in the IMA responsible for a specific production
workload, for example, avionics, power plants.
PRODUCTION EQUIVALENT – An approved configuration change to the product baseline
incorporated by the manufacturer during production. The configuration change must have been
approved for retrofit on in-service equipment via a TD.
PROGRAM – A plan or system under which action may be taken toward a stated goal or objective.
A program is generally considered to have some or all of the following elements: (1) a program
manager, (2) a formalized governing directive, (3) designated funding, (4) standardized procedures,and (5) specialized training.
PROGRAM AIRCRAFT – All production aircraft, except the Board of Inspection and Survey, inthe physical custody of the Navy for which current or future operation within an authorized
allowance is intended or can reasonably be expected. This includes all aircraft in the Navy
inventory except aircraft of experimental configuration, target drones (man-carrying), aircraft retired
but not yet stricken, or aircraft on bailment or loan.
PROGRAM MANAGER – Designated military and civilian personnel responsible for NAMPSOP
and non-NAMPSOP programs.
PROGRAM OPERATING ALLOWANCE – The number of aircraft allowed a unit for flight
operations related to the unit mission.

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PROGRAM MONITOR – Designated military and civilian personnel responsible for the ongoing
review of applications of details, plans, policies, practices, procedures, products, directives, andrecords of NAMPSOP and non-NAMPSOP programs.
PROGRAM SERVICE LIFE – The sum of operating service period plus nonaging or nonoperatingtime, approximates but does not set service life limit and is used for planning, programming, andbudgeting purposes.
PROJ – PROJECTPROJECT AIRCRAFT – Aircraft in either the controlling custody of the COMNAVAIRSYSCOM
aircraft custodian or in the reporting custody of units of operational test and evaluation force under
an authorized operating allowance for purposes of experiment, research, development, test, andevaluation (other than rework evaluation of flyability tests) of aircraft and aircraft equipment.
Project aircraft have usually been altered to the extent it is uneconomical to return them to service
configuration.
PROPRIETARY – The Department of Defense Federal Acquisition Regulation Supplement(DFARS) Clause 252.227-7013 sets forth the requirements for Proprietary Rights and Data.
Proprietary denotes contractor data that, in the opinion of the contractor, reveals a trade secret or anindustrial sensitive technique/procedure. The misuse of this data or improper distribution tounauthorized personnel could be detrimental to the contractor.” Reference is FRCEASTINST
5605.5E.
PROVISIONING – The process of doing the technical planning necessary to establish the item
support plan, piece by piece and assembly by assembly; establishing the minimum levels orechelons responsible for repair; identifying the kind and type of SE requirements, handbooks,
manuals, and other maintenance publications; determining the basic factory and field training
requirements; and providing for the establishment of inventory management records.
PROVISIONING SOURCE CODING – The process of determining the range of repair parts
required to support and maintain an end item by assigning codes that indicate to maintenance andsupply personnel the manner of acquiring items for the maintenance, repair, or overhaul of the end
item. See SM&R.
PSE – PECULIAR SUPPORT EQUIPMENT – An item of SE that must be designed and developedin conjunction with the development of a specific weapons system and does not meet the criteria of
CSE. PSE is divided as AVIONICS SE (common and peculiar) and NONAVIONICS SE (common
and peculiar).
PSECA – PRIMARY SUPPORT EQUIPMENT CONTROLLING AUTHORITY – The term
applied to COMNAVAIRSYSCOM (PMA-260) who functions as the centralized SE inventory
management authority. The PSECA is responsible for coordinating redistribution of in-use assets
among the SECAs, prioritization of SE procurement, and distribution of new SE.
PSI – POSITION SENSITIVE INDICATOR

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PSICP – PROGRAM SUPPORT INVENTORY CONTROL POINT
PSIG – PER-SQUARE-INCH GAUGEPSP – PERFORMANCE STANDARD PROGRAMPSSN – PROPULSION SYSTEM SERIAL NUMBER – The same as engine serial number.
Modular engines will be assigned a PSSN, which identifies the complete engine as an assembly.
PST – PRODUCT SUPPORT TEAM
PT – PART OR SYMBOL FOR PENETRANT
PTS – PERFORMANCE TEST SHEET
PUC – PERMANENT UNIT CODE – The 6-character number permanently assigned to eachreporting custodian of aircraft. The master code list is maintained by the CNO.
PWS – PERFORMANCE WORK STATEMENTQ
QA – QUALITY ASSURANCE – A planned and systematic pattern of all the actions necessary toprovide adequate confidence that the item or product conforms to established technical requirements
and will perform satisfactorily in service. See MAINTENANCE QA.
QAR – QUALITY ASSURANCE REPRESENTATIVEQAWB – QUALITY ASSURANCE WORKBENCH
QAS – QUALITY ASSURANCE SUPERVISOR or QUALITY ASSURANCE SPECIALISTQASO – QUALITY ASSURANCE SAFETY OBSERVER
QC – QUALITY CONTROLQEC – QUICK ENGINE CHANGEQECA – QUICK ENGINE CHANGE ASSEMBLY – An engine completely assembled with a
QECK on a QECS with all accessories, less the propeller for reciprocating or turboprop engines.
QECK – QUICK ENGINE CHANGE KIT – A kit containing all items required for a QECA, less
GFE, engine, and propeller.
QECS – QUICK ENGINE CHANGE STAND – A structural frame, equipped with castors and floor
locks on which a QECA may be mounted.
QPA – QUALIFIED AND PROFICIENT APPRENTICEQPJ – QUALIFIED AND PROFICIENT JOURNEYMAN
QPT – QUALIFIED AND PROFICIENT TECHNICIAN

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QTY – QUANTITYQUALIFICATION – Attainment of skill or knowledge to perform a task, duty or job. Qualification
normally includes completion of a specified training track and demonstration of proficiency.
Qualification often results in a designation. NAMP example: A designated Plane Captain has
attained the qualifications to perform those tasks covered in the Place Captain training syllabus.
QUALIFIED – Having the qualifications to perform a specified task, duty or job. NAMP example:
A Hydraulic Contamination Analysis Technician is qualified to analyze hydraulic fluid samples.
QUALITY AUDIT – A selective comparison of actual workmanship with a given set of standards
or objectives.
QUALITY CHARACTERISTIC – A product characteristic that has been identified by quality andreliability assurance as being critical to or necessary for assuring an acceptable quality product orprocess.
QUALITY COST –FAILURE COSTS – Costs incurred when a reworked product does not meet specifications.
Internal failure costs are those failure costs that are incurred before the product is sold to ourcustomer. External failure costs are those failure costs that are incurred by the FRCs after the
product is sold to our customer.
APPRAISAL COSTS – Costs incurred when a reworked product is verified or analyzed todetermine its conformance to specifications.
PREVENTION COSTS – Costs incurred for planning and maintaining the quality system.
TOTAL QUALITY COST INDEX – Total quality costs or total costs X 100.
TOTAL QUALITY COSTS – Prevention costs and appraisal costs + failure costs.
QVI - QUALITY VERIFICATION INSPECTION
R
R&M – RELIABILITY AND MAINTAINABILITY
R-SUPPLY – RELATIONAL SUPPLYRAC – RAPID ACTION CHANGE
RADCOM – RADAR/COMMUNICATIONSRADIOGRAPHIC – A method that uses X-rays or similar radiation for the purpose of penetrating
or being scattered by substances to reveal flaws or defects in the part or structure being examined.
See NDI.
RAMEC – RAPID ACTION MINOR ENGINEERING CHANGE

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RAST – RECOVERY ASSIST, SECURING AND TRAVERSINGRCA – ROOT CAUSE ANALYSIS
RCC – REGIONAL CALIBRATION CENTER
RCM – RELIABILITY CENTERED MAINTENANCE – An analytical process used to identify PM
tasks to realize the reliability of equipment with least expenditure of resources.
RCN – REPORT CONTROL NUMBER
RCRA – RESOURCE CONSERVATION AND RECOVERY ACTRCU – REQUISITION CONTROL UNIT
RDT&E – RESEARCH, DEVELOPMENT, TEST AND EVALUATIONREBASE – A special inspection performed earlier than the applicable minus three days or 10
percent limit.
RECD – RECEIVEDRECOVERABILITY CODE – Code assigned to support items to indicate to maintenance andsupply personnel the reclamation or disposition action required for items removed and replaced
during maintenance. See SM&R.
RECTYP – RECORD TYPEREDISTRIBUTION – The act of effecting transfer in control, use or location of material between
units or activities within or among the military services or between the military services and otherfederal agencies.
REDUNDANCY – The existence of more than one means for accomplishing a given function.
Each means of accomplishing the function need not necessarily be identical.
REF – REFERENCE
REFERENCE NUMBER – A number used to identify an item of production or a range of items of
production by the manufacturer controlling the design, characteristics, and production of the item bymeans of its engineering drawings, specifications, and inspection requirements.
REFERENCE SYMBOL – An alphanumeric code used to identify piece parts as distinct from otheritems of the same part number in a single subassembly or circuit, such as four of the same diodes
within a circuit; each has the same part number but a different reference symbol. Reference
symbols are found in the IPB for the component.
REI – REQUEST FOR ENGINEERING INFORMATIONRELIABILITY – The probability that an item will perform its intended function for a specified
interval under stated conditions.

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REM – REMOVED
REP – REPAIR TIMEREPAIR – Necessary preparation, fault correction, disassembly, inspection, replacement of parts,
adjustment, reassembly, calibration, or tests accomplished in restoring items to serviceable status.
See MAINTENANCE TYPES.
REPAIR CYCLE DATA – An uninterrupted record of a repairable item from the time of removal
until repair is completed or a reclamation or salvage determination is made.
REPAIR PART – Material capable of separate supply and replacement that is required for the
maintenance, overhaul, or the repair of an end article, for example, airframe, accessories,
instruments, engine, propeller, electrical, electronics, photographic, armament, training equipment,
and SE.
REPAIRABLE ITEM – A durable item which, when unserviceable, can be economically restored toa serviceable condition through regular repair procedures.
REPLACEMENT ITEM – An item, functionally interchangeable with another item, but differs
physically from the original in that the installation of the replacement requires operations such as
drilling, reaming, cutting, filming, or shimming, in addition to the normal application and methodsof attachment.
REPORTING CUSTODIAN – Navy and Marine activities and commercial contractors assigned
custody of aircraft, engines, and SE. Reporting Custodians are responsible for accounting for andreporting the status of assigned aircraft, engines, and equipment. Each aircraft, engine, or
equipment is in the reporting custody of only one reporting custodian at any given time.
REPORTING CUSTODY – Responsibility to account for and provide information about assigned
aircraft or engines. Reporting custody does not necessarily imply physical custody.
REPORTING PERIOD – For MDS, purposes, a reporting period is 1 month.
REQ/REQN – REQUISITIONRESERVE AIRCRAFT – Aircraft in excess of immediate needs for active aircraft and are retained
in inventory for possible future needs.
RESERVE STOCK AIRCRAFT – Program aircraft in the controlling custody of
COMNAVAIRSYSCOM FS that are not currently and actively engaged in any of the various
logistic processes, such as awaiting or en route to an operating command or to rework required innormal transition through standard service life. This category includes those aircraft stored-servicelife not completed.
RESOURCES – Military and civilian personnel, material on hand and on order, the entitlement toprocure or use material, utilities, and services required for the performance of a basic mission,
including work or services performed for others.

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RESPONSIBILITY CENTER – A command designated to receive and administer an operating
budget.
RETIREMENT – Separation of aircraft from the program inventory. Separation may be
accomplished by (1) strike, (2) transfer to status codes series P, R, S, or Y, or (3) transfer to acontingency reserve status (code series W).
RETROFIT – Incorporation of an engineering change, at any level, in accepted or in-service items.
REV – REVISIONREWORK (RWK) – Restorative or additive work performed on aircraft, aircraft equipment, andaircraft SE by D-level FRCs, contractors' plants, and such other industrial establishments designatedby COMNAVAIRSYSCOM. A rework process extends from the time some of the work is started
until all of the work has been completed, including temporary interruptions in direct labor; it also
includes rework evaluation and test and correction of discrepancies determined thereby. See
STANDARD REWORK and SPECIAL REWORK.
REWORK FACILITY:
PRIMARY – A facility designated by COMNAVAIRSYSCOM as having the primary D-level
maintenance responsibility for each aircraft, engine, or equipment. In addition to conducting
rework, overhaul, or repair of the material listed, the designation as primary rework facility foraircraft and engines carries with it the responsibility for providing engineering and logistic services.
When primary D-level maintenance responsibilities are contracted for, engineering and logistic
services will be provided for that aircraft or engine by a separately designated rework facility, which
will also normally be assigned primary manufacturing cognizance.
ALTERNATE – The facility, if any, which is assigned maintenance workload for aircraft,
engines, or equipment for which another facility has been designated as the primary rework facility.
The alternate rework facility will assume supporting engineering responsibilities as a participating
field activity as requested by and negotiated with the primary rework facility, and will normally
have responsibility for secondary manufacturing cognizance which may be separately assigned arework facility by COMNAVAIRSYSCOM.
RF – RADIO FREQUENCY
RFI – READY FOR ISSUE – Material, equipment, aircraft, and SE, which does not require reworkof any type, replacement of overage parts, or other than routine preinstallation and post installation
condition verification prior to use. RFI items are not necessarily new or like new, but arefunctionally reliable and meet applicable performance specifications. Packaging and preservation
do not enter into the process of producing an RFI item but are required in order to maintain the item
identity and condition and to prevent damage during subsequent shipping, handling, and storage.
RFP – REQUEST FOR PROPOSAL
RFT – READY FOR TASKING

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RFU – READY FOR USE
RIC – ROUTING IDENTIFIER CODE
RILOP – RECLAMATION IN LIEU OF PROCUREMENT
RIP – REMAIN IN PLACERMD – REPAIRABLES MANAGEMENT DIVISIONRMI – Risk Management Information
RMS – REPAIRABLE MATERIAL SECTIONROB – RECEIPT ON BOARD
ROI – RETURN ON INVESTMENT
RSI – REPAIRABLE SUPPORT INVENTORYRSSK – RIGID SEAT SURVIVAL KITRU – RECEIVING UNIT
RWK – REWORKS
S/N – SER/SERNO – SERIAL NUMBER
SA – SYSTEM ADMINISTRATOR
SA/A – SYSTEM ADMINISTRATOR/ANALYSTSAD – SUPPLY ACCOUNTING DIVISIONSAFE – STRUCTURAL APPRAISAL OF FATIGUE EFFECTS
SAFE FOR FLIGHT – The material condition of an aircraft which, considering mission
requirements and environmental conditions, permits it to be launched, flown and landed safely andensures the aircrew has, as a minimum, the operable equipment for safe flight required by:
NAVAIR 01 Series Manual, Aircraft NATOPS; CNAF M-3710.7, General NATOPS; and MESM
provided on CNAP SharePoint (https://cpf.navy.deps.mil/sites/cnap/default.aspx), Subsystem
Capability and Impact Reporting (Safely Flyable Column).
SAFE FOR FLIGHT CERTIFICATION – The decision process performed by authorized anddesignated personnel that certifies all W&B requirements have been satisfied, all applicable MRCs
have been complied with (or a deviation has been attained from the appropriate authorities), allpreviously known discrepancies that precluded safe flight have been corrected, and all known
discrepancies (evaluated separately and collectively) do not preclude safe flight.

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SAFETY LEVEL OF SUPPLY – The quantity of material, in addition to the operating level ofsupply, required to be on hand to permit continuous operations in the event of minor interruption of
normal replenishment or unpredictable fluctuations in demand.
SALVAGE – The saving or rescuing of condemned, discarded, or abandoned property and of
materials contained therein for reuse, refabricating, or scrapping.
SAMM – SYSTEM ADMINISTRATOR MAIN MENUSAMPLE – One or more units of product drawn from a lot or batch selected at random without
regard to their quality. The number of units of product in the sample is the sample size.
SAMPLING PLAN – A statement of statistically valid sample size or sizes to be used and theassociated acceptance and rejection criteria.
SAR – SEARCH AND RESCUESARDIP – STRICKEN AIRCRAFT RECLAMATION AND DISPOSAL PROGRAM
SB – SERVICE BULLETIN
SCC – SEQUENCE CONTROL CARD
SCH – SCHEDULING TIMESCHEDULED MAINTENANCE – Inspection or servicing of aircraft, equipment, or SE done on acalendar, mileage, or hours of operation basis. Special Inspections, Phase Inspections, and Phased
Depot Maintenance events are examples of scheduled maintenance.
SCIR - SUBSYSTEM CAPABILITY IMPACT REPORTING – The data system used to monitor
mission capability of selected systems/subsystems.
SCREENING:
ADMINISTRATIVE SCREENING – The screening of all material received at the IMA for
repair to determine if the item is within the check/test/repair capability of the IMA.
SUPPLY SCREENING – The screening of material by the supply screening unit to determine
the disposition of material that cannot be repaired at the IMA.
SCT – SPECIAL CREW TIMESCTE – SUPPLY CHAIN TECHNICAL EXPERTSCU – STOCK CONTROL UNIT
SDR – SUPPLY DISCREPANCY REPORTSDS – SAFETY DATA SHEETSE – SUPPORT EQUIPMENT – IMRL and non-IMRL equipment required to make an aeronauticalsystem, command and control system, support system, subsystem, or end item of equipment (SE for
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SE) operational in its intended environment. This includes all equipment required to launch, arrest(except Navy shipboard and shore based launching and arresting equipment), guide, control, direct,
inspect, test, adjust, calibrate, gauge, measure, assemble, disassemble, handle, transport, safeguard,
store, actuate, service, repair, overhaul, maintain, or operate the system, subsystem, end item, orcomponent. See CSE and PSE.
NOTE: The following equipment is excluded from the definition of SE: Powered and nonpowered hand tools; housekeeping items; office furniture and equipment common to
all activities defined in applicable allowance lists that are required as indirect
support; items used only by the contractor; and personal equipment, such as headsets
and microphones.
SE QECA – SUPPORT EQUIPMENT QUICK ENGINE CHANGE ASSEMBLY – An engine (andin some cases transmission) assembly consisting of the basic block and all required components andaccessories which will provide a using activity with a complete assembly ready for immediate
operation after installation into the appropriate end unit.
SEAOPDET – SEA OPERATIONAL DETACHMENT – A sea duty component assigned to shore
IMAs used to augment the aircraft carrier’s IMA in support of carrier air wing embarkations.
SEATS – SURVIVAL EQUIPMENT ASSET TRACKING SYSTEM – See VFS LIFE SUPPORT.
SEB – SUPPORT EQUIPMENT BULLETIN
SEC – SUPPORT EQUIPMENT CHANGESECA – SUPPORT EQUIPMENT CONTROLLING AUTHORITY – A term applied to major
aviation commands that exercise administrative control of the AMMRL Program SE end items forallowance and inventory control. The following are designated SECAs: COMNAVAIRFOR,CNATRA, COMNAVAIRFORES, COMNAVAIRSYSCOM, CENNAVAVNTECHTRA, andPMA-260.
NOTES: 1. COMNAVAIRSYSCOM Aircraft and Support Equipment Branch executes the
SECA functions for all COMNAVAIRSYSCOM field activities, D-level FRCs, FRC
West Det China Lake, FRC Mid Atlantic Patuxent River, and for naval weapons
stations with SE supplied by COMNAVAIRSYSCOM under the scope of the
AMMRL Program.
2. PMA-260 executes SECA functions for the Maritime Prepositioning Force andfor initial outfitting of new construction ships.
SECDEF – SECRETARY OF DEFENSESECNAV – SECRETARY OF THE NAVY
SECOND-DEGREE REPAIR – The repair of a damaged or non-operating gas turbine engine, its
accessories, or components to an acceptable operating condition. See 10.39.
SEGTE – SUPPORT EQUIPMENT GAS TURBINE ENGINE
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SEIS – SUPPORT EQUIPMENT IN SERVICE
SEL – SUPPORT EQUIPMENT LISTSEMS – SUPPORT EQUIPMENT MANAGEMENT SYSTEM
SER – SERIESSERMIS – SUPPORT EQUIPMENT RESOURCES MANAGEMENT INFORMATIONSYSTEM – The replacement system for the Application Data for Material Readiness List. A
collection of technical and cataloging data identifying SE end items required for O-level, I-level,
and D-level aircraft maintenance. SERMIS provides the SECA with on-line visibility of source,
allowance, inventory, and rework data to aid in inventory control. See AMMRL.
SERNO – SERIAL NUMBER – A number that identifies a specific end item or component. The
number is usually assigned by the manufacturer and is used to differentiate between a particular end
item or component and others of the same T/M/S, design, etc.
SERVICE LIFE – The time period during which the item can be maintained in service without
replacement. Each program aircraft, from acceptance to strike, follows a life cycle consisting ofalternate periods of operating and rework time as prescribed for each model by OPNAVINST
3110.11. Aircraft become eligible for strike upon completion of the life cycle specified for themodel.
SERVICE PERIOD – For aircraft not under IMC/P, a prescribed segment of the service life of
aircraft subject to the PDM process, such as a stated number of calendar months or accumulated
flight hours that an aircraft is in the physical custody of an operating activity for use prior to PDM
or retirement. The number and length of standard service periods, together with associated planning
factors and policies, are set forth in OPNAVINST 3110.11.
SERVICE TEST – A test of an item, system, material, or technique conducted under simulated or
actual operational conditions to determine whether the specified military requirements or
characteristics are satisfied.
SERVICEABLE – The condition of an end item in which all requirements for repair, bench check,overhaul, or modification (as applicable) have been accomplished making it capable of performing
the function or requirements for which originally designed. The fact that signs of previous use areapparent does not necessarily mean it is unserviceable. When appearance is not a primaryconsideration, and the condition of the item meets all safety and performance requirements, it will
be processed as serviceable.
SERVICING – The replenishment of consumables needed to keep an item in operating condition,
but not including any other preventive maintenance. See COMMON SERVICING, CROSSSERVICING INTERDEPARTMENTAL/AGENCY SUPPORT, and INTERSERVICE SUPPORTAND SERVICES

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SERVMART/MINIMART – A Supply Department activity providing nontechnical supplies of an
administrative and housekeeping nature and high-consumption maintenance materials such as handtools, corrosion preventive material, and petroleum, oils and l lubricants (POL). See 6.6.4.
SESS – SUPPORT EQUIPMENT STANDARDIZATION SYSTEMSET – A unit or units and the necessary assemblies, subassemblies, and parts connected or
associated together to perform an operational function.
SETI – SHAFT ENGINE TEST INSTRUMENTATION
SF – STANDARD FORM
SFOEDL – SUMMARY FILLED ORDER/EXPENDITURE DIFFERENCE LISTINGSHIP OPERATIONS – For the purpose of the NAMP, all flights that take off or land aboard acarrier/ship will be designated as ship operations.
SHML – SHIPS HAZARDOUS MATERIALS LISTSHOP PROCESS CARDS – A ready reference for performing scheduled maintenance on specific
type of aviation life support system equipment and are an extension of the NAVAIR 13-1-6 series
manuals.
SHORCAL – SHORE CONSOLIDATED ALLOWANCE LISTSHORE ESTABLISHMENT – Comprised of shore activities with defined missions approved forestablishment by SECNAV.
SHOROC – SHORE REQUIRED OPERATIONAL CAPABILITYSHORT SUPPLY – A situation existing when the total of stock on hand and anticipated receipts
during a given period are less than the total estimated demand during that period.
SHORT-TERM TRANSFER – A letter or message type directive used to direct transfer andacceptance of aircraft for 90 days or less without an ATO for the purpose of deployments, exercises,
missions/tasks, or units assembled for 90 days or less.
SIM – SIMULATEDSISCAL – SHIPBOARD INSTRUMENTATION AND SYSTEM CALIBRATIONSITSUM – SITUATIONAL SUMMARYSLEP – SERVICE LIFE EXTENSION PROGRAM – One element of Conversion in Lieu ofProcurement. The restoration/replacement of a primary aircraft structure, which has reached its life
limit.
SM&R – SOURCE, MAINTENANCE, AND RECOVERABILITY (CODE) – A collective code
assigned to items during the provisioning, source coding, or selection process to convey specificinformation to maintenance and supply personnel. The SM&R code consists of three parts; a source
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code, a maintenance code, and a recoverability code. See SOURCE CODE, MAINTENANCE
CODE, RECOVERABILITY CODE, and PROVISIONING SOURCE CODING.
SMA – SUPPLY MANAGEMENT ASSISTSMART – SELF MONITORING AND REPORTING TECHNOLOGY
SMD – SUPPLY MANAGEMENT DIVISION
SME – SUBJECT MATTER EXPERTSMI – SUPPLY MANAGEMENT INSPECTIONSSMIC – SPECIAL MATERIAL IDENTIFICATION CODE
SMQ – SPECIAL MAINTENANCE QUALIFICATIONSNCO – STAFF NONCOMMISSIONED OFFICER
SNDL – STANDARD NAVY DISTRIBUTION LIST - Provides official address and distribution
information for the naval establishment.
SNTP – STANDARD NAVY TRAINING PLAN
SOFTWARE – A set of programs, documents, procedures, and routines associated with theoperation of a computer system.
SOP – STANDARD OPERATING PROCEDURESORTIE – An operational flight by one aircraft.
SORTSREPNV – STATUS OF RESOURCES AND TRAINING SYSTEMS JOINT REPORTNAVY
SOURCE CODE – Code assigned to support items (spares, repair parts, components, parts, kits,
special tools, test equipment, and SE), to indicate the manner of acquiring items for the
maintenance, repair, or overhaul of end items. See SM&R.
SOW – STATEMENT OF WORKSPAD – SUPPLY PERSONNEL AND ADMINISTRATION DIVISIONSPARES – Articles identical to, or interchangeable with, the end articles on contract that areprocured over and above the quantity needed for initial installation for support of an aeronauticalsystem. See REPAIR PART.
SPC – SHOP PROCESS CARD
SPECIAL INSPECTION – See INSPECTION, AIRCRAFT/ENGINESPECIAL REWORK – Non-recurring D-level rework of aircraft, aircraft equipment, and SE to
improve or change capability to perform specific missions or functions. Special Rework includes
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replacement, removal, addition, alteration, or repair of structural components and installed parts orequipment. See REWORK.
Aircraft Special Rework includes:
MODERNIZATION – Rework to convert new or newly overhauled aircraft or aircraft
withdrawn from storage to the most modern configuration. Modernization includes incorporation of
applicable changes and bulletins, installation of accessories, and flight testing.
MODIFICATION – Rework to improve or change capability to perform specific missions.
Modification includes only the incorporation of changes and bulletins and the correction of
discrepancies as specified in the directive authorizing the modification rework.
CONVERSION – Rework that alters the basic characteristics of the aircraft to such an extent achange of any part of the model designation is required, for example, conversion of an AH-1W to
AH-1Z, F-14A to F-14B.
PILOT – Rework to establish overhaul and repair capability for selected components of anaeronautical system, SE, training equipment, and trainers. Pilot rework may be conducted during
both the preoperational and operational phases of aircraft service life.
ANALYTICAL – Complete disassembly, inspection, engineering evaluation, repair, assembly,
and test of commercial derivative aircraft for defining the D-level maintenance requirements.
INTERSERVICE – Rework of aircraft belonging to one service using the rework resources ofanother, for example, Army Air Force rework of Navy C-130 aircraft.
REPAIR – Rework to aircraft damaged beyond the scope of a depot field team In-service
Repair (ISR); for example, rework of a crash-damaged aircraft to such an extent the work must be
performed in a depot facility.
SPECIAL TEST, PERMANENT AIRCRAFT – Aircraft on special test programs by authorized
activities or on bailment contract whose configuration is so drastically changed that return to its
original configuration or conversion to standard operational configuration is beyond practical or
economical limits. Special test, permanent aircraft are designated by the status prefix symbol N.
SPECIAL TEST, TEMPORARY AIRCRAFT – Aircraft on special test programs by authorizedorganizations or on bailment contract having a special test configuration or whose installed property
has been temporarily removed to accommodate the test. At completion of the test, the aircraft will
be returned either to its original configuration or to standard operational configuration. Aircraft in
the process of Board of Inspection and Survey, Preliminary Evaluation are considered in thiscategory. Aircraft in this situation will be designated by the status prefix symbol J. Uponcompletion of the tests and return of the aircraft to an operational configuration the prefix symbol J
will be dropped and so reported by OPNAV XRAY action.
SPECIAL WEAPONS – A term used to indicate weapons grouped for security or other reasons.
Specific terminology, for example, nuclear weapons or guided missiles, is preferable.

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SPECIFICATION – A document intended primarily for use in procurement, which clearly andaccurately describes the essential technical requirements for items, materials, or services, including
the procedures by which it will be determined that the requirements have been met.
SQMD – SQUADRON MANPOWER DOCUMENT – Identifies and justifies manpower
requirements in relation to mission operational assignments and ensures agreement and alignment
with the present manpower programs, controlling directives, policies, terminology, and maintenanceand administrative concepts.
SRA – SHOP REPLACEABLE ASSEMBLY – A generic term which includes all the packages
within a WRA including chassis and wiring as a unit. (Sub-level mechanization or modular
subdivisions within an SRA may occur.) Conversely, a WRA is composed entirely of SRAs.
SRC – SCHEDULED REMOVAL COMPONENTSRD – SUPPLY RESPONSE DIVISIONSRS – SUPPLY RESPONSE SECTION – The section of the ASD that receives requests formaterial and causes the issue and delivery of the requested material to be made.
SSI – SPECIAL STRUCTURAL INSPECTION
SSI – STRUCTURALLY SIGNIFICANT ITEM – The specific region or element of structure
whose failure would result in a major reduction of residual strength or loss of the structural function.
SSI-K – SPECIAL STRUCTURAL INSPECTION-KITSSK – SEAT SURVIVAL KITSSMP – SUPPLY SUPPORT MANAGEMENT PLAN
SSN – SOCIAL SECURITY NUMBER
SSRA – SUB SHOP REPLACEABLE ASSEMBLYSSSCP – SINGLE SUPPLY SUPPORT CONTROL POINT
SSU – SUPPLY SCREENING UNIT
STANDARD REWORK – Depot rework performed per an established recurring schedule, such as aFixed Induction Date (FID) or Planned End Date (PED). Phased Depot Maintenance (PDM) and
Aircraft condition Inspection/Air Worthiness Inspection (ACI/AWI) are Standard Rework events.
Standard Rework includes a comprehensive D-level inspection of selected aircraft structures andmaterials, correction of critical defects, and incorporation of TDs, and may include limited removal
and rework of installed components.
STANDARDIZATION – The process by which the DOD achieves the closest practicablecooperation among the services and agencies for the most efficient use of research, development,
and production resources and agrees to adopt on the broadest possible basis the use of: (1) common
or compatible operational administrative and logistic procedures; (2) common or compatible
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technical procedures and criteria; (3) common, compatible, or interchangeable supplies,
components, weapons or equipment; and (4) common or compatible tactical doctrine withcorresponding organizational compatibility.
STANDARDS LABORATORY – A laboratory under the control of the military departments or any
agency of DOD that provides calibration services for certifying the calibration standards ofcalibration installations. These laboratories normally obtain certification of their standards from the
National Institute of Standards and Technology.
STANDBY POOL – See POOL.
STARS-FL – STANDARD ACCOUNTING AND REPORTING SYSTEM - FIELD LEVELSTASS – STANDARD TRAINING ACTIVITY SUPPORT SYSTEM – Standardized
comprehensive day-to-day integrated automated classroom support that feeds corporate level data to
NITRAS II.
STATISTICAL ANALYSIS – The science of drawing conclusions from observed data using
statistical techniques and methods proved mathematically valid.
STATISTICAL DATA – An accumulation of data which may be graphically presented or tabulated
for use in determining the quality level being produced by any specific manufacturing, repair,overhaul, or inspection process.
STATISTICAL QUALITY CONTROL – The control of quality through the application of
statistical techniques to inspection/verification methods and process analysis.
STATUS CODES (MILSTRIP) – Codes that furnish information on the status of requisitions.
Supply status (except "rejection" status, code C) predicts shipment on time as specified by thepriority delivery date or the required delivery date.
STOCKAGE OBJECTIVE – The maximum quantities of material to be maintained on hand tosustain current operations. It consists of the sum of stocks represented by the operating level andthe safety level. See LEVEL OF SUPPLY.
STORAGE – Temporary removal of an aircraft from the active inventory and placement in an
inactive status for an indefinite period. Storage assumes the aircraft will be inactive indefinitely or
for more than 60 days. Aircraft, in the custody of the COMNAVAIRSYSCOM FS activities, thatare not expected to commence a rework process for 60 days or more, must be reported in theappropriate storage status. An aircraft will remain in storage status from the beginning of thepreservation process until removal of preservation upon withdrawal from storage. Stored aircraft
will be preserved at COMNAVAIRSYSCOM or DOD activities and may be stored in the open, in
metal containers, or in cocoons.
STR – STRUCTURAL LIFE LIMIT COMPONENTSTRIKE – The official action that removes an aircraft from the list of Navy aircraft.
SUADPS – SHIPBOARD UNIFORM AUTOMATED DATA PROCESSING SYSTEM
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SUADPS/RT – SHIPBOARD UNIFORM AUTOMATED DATA PROCESSING SYSTEM/REALTIMESUBASSEMBLY – Two or more parts that form a portion of an assembly or a unit, replaceable as awhole, but having a part or parts that are individually replaceable.
SUBCUSTODIAN – The activity having physical custody of aircraft or equipment permanently
assigned to another activity.
SUBSTITUTE ITEMS – Two or more items possessing such functional and physical characteristics
as to be capable of being exchanged only under certain conditions or in particular applications andwithout alteration of the items themselves or of adjoining items.
SUBSYSTEMS – A combination of two or more pieces of equipment, generally physicallyseparated when in operation, and such other components, assemblies, subassemblies and parts
necessary to perform an operational function or functions.
SUPORG – SUPPLY ORGANIZATION (CODE)
SUPPLIES – All items necessary for the equipment, maintenance and operation of a militarycommand.
SUPPLY – The procurement, distribution, maintenance while in storage, and salvage of supplies
including determination of the kind and quantity of supplies.
SUPPLY MANAGEMENT – See INVENTORY CONTROL.
SUPPLY SCREENING UNIT – The section of the ASD that screens and forwards, for disposition,
all components processed at the IMA.
SUPPORT – The action of a force that aids, protects, complements, or sustains another force per a
directive requiring such action.
SUPPORTING AIRCRAFT – All active aircraft other than unit aircraft.
SURFACE TARGET – See MISSILE TARGET.
SURVEILLANCE – A mode of Type III verification, which allows the use of, reduced verification
through application of an effective audit program. Applicable products and processes are those that
display objective quality evidence or those that display a state of statistical quality control using the
Shop Process Card.
SUSPECT COUNTERFEIT – Material, items, or products in which there is an indication by visualinspection, testing, or other information that it may meet the definition of counterfeit material
provided herein.
SVC – SERVICESWPT – SOFTWARE PRODUCT TEAM

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SYSTEM – A composite of subsystems, assemblies, skills, and techniques capable of performing or
supporting an operational or nonoperational role. A complete system includes related facilities,
items, material, services, and personnel such that it can be considered a self-sufficient item in its
intended operation.
T
T/M/S – TYPE/MODEL/SERIESTABLE OF BASIC ALLOWANCE (TBA) – See AERONAUTICAL ALLOWANCE LISTS.
TACAN – TACTICAL AIRBORNE NAVIGATIONTAD – TEMPORARY ADDITIONAL DUTYTAMPS – TACTICAL AVIATION MISSION PLANNING SYSTEMTAT – TURNAROUND TIME – TAT is: The time period that commences with the time an aircraftis removed from an operating unit to undergo a rework process and terminates when the reworked
aircraft is returned to an operating unit. A change of reporting and controlling custody is notnecessarily involved; however, a change in physical custody is always involved. TAT is the sum of
the following: time en route from an operating unit to the naval facility, time awaiting rework, timein rework, time awaiting flight check after rework, time in a COMNAVAIRSYSCOM RFI status,
and time en route to an operating unit. The time needed to service, inspect, and check an item prior
to recommitment. The interval between the time a repairable item is removed from use and the time
it is available for reissue in a serviceable condition.
TAT RECOVERABLE MISSILE TARGETS – For recoverable missile targets, TAT is the total
time required to perform a complete post launch rehabilitation inspection commencing with theonset of decontamination of a recovered target, including all scheduled and unscheduled
maintenance, and testing required to return it to a launch ready condition.
TAXI OPERATOR – Personnel authorized to ground taxi Unmanned Aircraft (UA).
TBA – TABLE OF BASIC ALLOWANCE
TBI – TEST BENCH INSTALLATION – Is a selected replaceable aircraft assembly (normally a
Weapons Replaceable Assembly) installed in a test bench harness, test set or console which is
required in an aviation maintenance shop to accomplish all maintenance, test, and repair of anaviation system, assembly or component.
TCC - TARGET CAPABILITY CODE – TCC denotes an I-level repair Capability Code (CC)change expected to occur in the future. See CC.
TCCD - TARGET CAPABILITY CODE DATE – The date an I-level repair Capability Codechange is expected to be in effect. See TCC.
TCD – TARGET COMPLETION DATE

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TCM – TOOL CONTROL MANUAL – Contains information that includes material requirements,
tool inventories, and detailed instructions for the implementation and operation of the Tool Control
Program for a specific type/model aircraft.
TCMB – TRAINING CONTINUUM MANAGEMENT BOARD
TCN – TRANSPORTATION CONTROL NUMBER
TCP – TOOL CONTROL PROGRAM
TCR – TRACKED COMPONENT RECORDTCS – TARGET CONTROL SYSTEM
TD – TECHNICAL DIRECTIVE – A document authorized and issued by COMNAVAIRSYSCOM
to provide technical information necessary to properly and systematically inspect or alter theconfiguration of aircraft, engines, systems, or equipment subsequent to establishment of each
respective baseline configuration. TDs include all types of changes and bulletins and consist of
information that cannot be disseminated satisfactorily by revisions to technical manuals. NATEC
controls assignment of TD numbers.
TD CODE – A two-character numeric code that identifies the type of TDs.
TD IDENTIFICATION CODE – A 12 or 13-character alphanumeric code used to identify a specificTD.
TD STATUS CODE – A one-character alphabetic code used to indicate the status of compliancewith a TD.
TDA – TPDR DEPOSITION AUTHORITY
TDC – TECHNICAL DIRECTIVE COMPLIANCE
TDCODE – TECHNICAL DIRECTIVE CODETDPC – TECHNICAL DIRECTIVES COMPLIANCE PROGRAM COORDINATOR
TDPM – TECHNICAL DIRECTIVES COMPLIANCE PROGRAM MANAGERTDRS – TECHNICAL DIRECTIVES REPORTING SYSTEMTDR – TRANSPORTATION DISCREPANCY REPORTTDS – TECHNICAL DIRECTIVE SYSTEM – TDS is a web application that allows users to trackcompliance of TDs. By interacting with other AWIS systems, TDS provides real-time reports ofcompliance by part inventory levels, serialized items, and PCMCIA cards. The system also enables
the initiation, verification, review and approval of new TDs.
TE – TEST EVALUATION

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TEC – TYPE EQUIPMENT CODE – A 4-character code used to identify the complete end item or
category of equipment being worked on, for example, aircraft, engine, or SE. The general format
and structure of these codes is in Appendix E. A complete listing of TECs may be found in the
Aviation Type Equipment Code List (A7210-01).
TECHNICAL DATA – Data required for the accomplishment of logistics and engineering processes
in support of the contract end item. It includes drawings, operating and maintenance instructions,provisioning information, specifications, inspection and test procedures, instruction cards andequipment placards, engineering and support analysis data, special purpose computer programs, andother forms of audiovisual presentation required to guide personnel in the performance of operating
and support tasks.
TECHNICAL EVALUATION – Studies and investigations, by a developing agency, to determine
the technical suitability of material, equipment, or systems for use in the military services.
TECHNICAL MANUAL – A publication containing a description of equipment, weapons, or
weapon system(s) with instructions for use, inspection, or maintenance. Technical manuals are
divided into two major types: operational and maintenance. Maintenance technical manuals include
general engineering series manuals, technical documentation lists, maintenance instruction manuals,
wiring manuals, weight and balance data manuals, crew station/in-flight maintenance manuals,
airborne missile weapons assembly checklists, structural repair manuals, IPBs, power plant manuals,
and PMS manuals.
TECOM – TRAINING EDUCATION COMMANDTEI – TEMPORARY ENGINEERING INSTRUCTIONTEMADD – TEMPORARY ADDITIONAL DUTYTENANT – Any activity that will be aboard a ship or station for a period of time sufficient torequire specific assignment of shop, hangar, crew, and equipment or line spaces. Activities may use
a facility as an assigned tenant or as a joint tenant. Specific spaces may be assigned on a rotational,
seasonal, occasional, or transient basis as appropriate.
TER – TRIPLE EJECTOR RACKTEST – Subjecting an aircraft, airframe, engine, accessory, or item of equipage to prescribed
conditions to determine if it will function per predetermined requirements.
BENCH TEST – The subjection of aircraft, engines, accessories, equipment, and equipage toprescribed conditions and specifications, with the use of shop test equipment, to ensure proper
functioning.
FUNCTIONAL TEST – The testing of installed aircraft/engines, accessories, and equipage todetermine proper functioning, particularly with respect to the applicable system.

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SERVICE TEST – A test of an item, system, material, or technique conducted under simulatedor actual operational conditions to determine whether the specified military requirements or
characteristics are satisfied.
TEST BENCH INSTALLATION – WRA installed in a test bench harness/test set/test console
which is required to simulate in a shipboard or shore-based maintenance shop, system, assembly, orcomponent of the end article for the purpose of accomplishing all necessary operational andmaintenance test and repair procedures.
TFMMS – TOTAL FORCE MANPOWER MANAGEMENT SYSTEMTFOA – THINGS FALLING OFF AIRCRAFTTHIRD-DEGREE REPAIR – Encompasses the same gas turbine engine repair capability as thesecond-degree repair except that certain functions, which require high maintenance man-hours andare of low incident rate are excluded. See 10.39.
TIME/CYCLE PREFIX CODE – A one-character alphabetic code that identifies the type of time orcycle data recorded on the item.
TIME DOMAIN – The focus on quick and reliable flow of material in time.
TIR – TRANSACTION ITEM REPORTTM – TYPE MAINTENANCE
TM CODE – TYPE MAINTENANCE CODE – A one-character numeric or alphabetic code that
identifies the type of maintenance performed.
TMAPS – TECHNICAL MANUAL APPLICATION SYSTEMTMDE – TEST, MEASUREMENT, AND DIAGNOSTIC EQUIPMENT - TMDE includes all
devices or aviation SE used to measure, calibrate, gage, test, inspect, diagnose, or otherwise
examine materials, supplies, and equipment to determine compliance with specifications,engineering drawings, technical orders, technical manuals, maintenance instructions, and/or
serviceability standards.
TMR – TOTAL MISSION REQUIREMENTS
TMS – TRAINING MANAGEMENT SYSTEM
TOC – THEORY OF CONSTRAINTS – A management philosophy to effectively identify andmanage constraints that inhibit organizations from achieving their goals.
TOLLGATE – A review process carried out at the end of each step of the “Define, Measure,
Analyze, Improve, and Control” process improvement project. Tollgate reviews help to determine
whether all of the goals within each stage of the project have been achieved successfully and must
be approved by process owners and stakeholders prior to proceeding with the next phase of the
project.

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TOP TIER – The Top Tier Replication server is a subscriber to all.
TOT – TOTAL TURNAROUND TIME
TPI – TEST PROGRAM INSTRUCTION
TPM – TEST PROGRAM MEDIATPTI – TURBO PROP TEST INSTRUMENTATIONTPDR – TECHNICAL PUBLICATIONS DEFICIENCY REPORTTPL – TECHNICAL PUBLICATIONS LIBRARY
TPS – TACTICAL PAINT SCHEME
TPS – TEST PROGRAM SET - Items needed to test a unit on ATE. These items include electrical,
mechanical, instructional, and logical decision elements. The TPS elements are test program,interconnection device, test program instruction, and supplementary data.
T&R – TRAINING AND READINESSTR – TRANSACTION REPORTTRR – TRAINING REQUIREMENT REVIEW – A CNO-sponsored review and revalidation ofdesignated existing weapon system training courses, which identify training track, course, NEC or
MOS, Personnel Qualification Standards, and curriculum deficiencies. The TRR initiates corrective
action and establishes tailored training tracks for enlisted aviation billets.
TRACE CADPAD – TRACEABILITY CARTRIDGE ACTUATED DEVICE/PROPELLANTACTUATED DEVICETRACE LIFE SUPPORT MODULE – An internet based system, which provides a standardized
method to manage, report, and generate hard copy history records on ALSS components andinstalled explosive devices.
TRACKED – All life limited/repairable components in NTCSS Optimized OMA NALCOMIS.
TRAINING AIDS – Any item developed/procured with the primary intent that it will assist in
training and the process of learning.
TRANS – TRANSACTION
TRANSFER – The act of conveying reporting/controlling custody of an aircraft/SE to anothercustodian.
TRANSFER INSPECTION – An inspection performed at the time a reporting custodian transfers anaircraft to another operating activity including delivery to an off-site depot facility. It includes aninventory of items listed in the AIR, verification of CADs and PADs, configuration verification, anda daily inspection. CAD, PAD and configuration verifications are performed by visual external

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inspection and record examination. See INSPECTIONS, AIRCRAFT/ENGINE and
INSPECTIONS, SUPPORT EQUIPMENT (SE).
TRANSIENT – Personnel, ships, or aircraft stopping temporarily at a station or port to which they
are not assigned/attached and having destination elsewhere.
TRAWING – TRAINING WINGTRCODE – TRANSACTION CODE – A two-character numeric code used to denote the type ofdata being reported, and to indicate the record type to be produced.
TRR – TIME TO RELIABLY REPLENISH – The time, in hours or days, it takes once a part ispulled from the supply shelf until it is back on the supply shelf ready for issue. The formula for
determining a work centers TRR is RRI + RRT = TRR.
TRU – TECHNICAL RESEARCH UNIT
TSC – TACTICAL SUPPORT CENTER
TSN – TIME SINCE NEW
TSO – TIME SINCE OVERHAULTSR – TIME SINCE REWORKTTCR – TRAINING TOOL CHANGE REQUESTTURNAROUND – The time between arriving at a point and departing from that point.
TURNAROUND CYCLE – Used in conjunction with vehicles, ships, and aircraft comprising thefollowing: loading time at home, planned maintenance time, and, where applicable, time awaiting
facilities. See TURNAROUND.
TURNAROUND INSPECTION – See INSPECTIONS, AIRCRAFT/ENGINE.
TYCOM – TYPE COMMANDER
TYPE COMMANDS – See ADMINISTRATIVE COMMANDS.
TYPE WING – Unit exercising immediate operational and administrative control over a reporting
custodian, relinquishing operational control to another wing when the reporting custodian is
deployed.
U
U&W – UNMANNED AVIATION AND STRIKE WEAPONSUA – UNMANNED AIRCRAFT – A powered aircraft that does not carry a human operator, and iscapable of flight under remote control, or autonomous programming.
UADPS – UNIFORM AUTOMATED DATA PROCESSING SYSTEM

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UAS - UNMANNED AIRCRAFT SYSTEMS – A system whose components include a UA and thenecessary equipment, network, and launch and recovery equipment to control a UA.
UIC – UNIT IDENTIFICATION CODEUICP – UNIFORM INVENTORY CONTROL POINTULSS – USER’S LOGISTICS SUPPORT SUMMARY – (Formerly the Operational Logistics
Support Plan). The ULSS is prepared by the Logistics Manager for users to identify logistics
resources necessary to operate and maintain the systems, subsystems, and equipment in theiroperational environment. The ULSS describes the acquisition logistics support products andservices that have been developed to support fleet introduction.
ULTRASONIC – A method that uses ultrasonic energy to inspect parts of structures for defects,
thickness variations, corrosion, etc. The reflection of ultrasonic energy is observed to determine
discontinuities or measure thickness. This method can be applied to metallic or nonmetallic
materials. See NDI.
UMMIPS – UNIFORM MATERIAL MOVEMENT AND ISSUE PRIORITY SYSTEMUNCLAS – UNCLASSIFIEDUNIT – Unit is defined as: (1) a military element whose structure is prescribed by competentauthority, such as a Table of Organization, specifically, part of an organization; (2) anorganizational title of a subdivision of a group in a task force; (3) a standard of basic quantity into
which items of supply are priced, divided, issued, or used; and (4) an assembly or any combinationof parts, subassemblies, and assemblies mounted together, normally capable of independent
operation in a variety of situations.
UNIT AIRCRAFT – Those aircraft provided to an aircraft unit for performance of a flying mission.
UNIT OF ISSUE – The quantity of an item, such as each number, dozen, gallon, pair, pound, ream,
set, or yard. Usually termed "unit of issue" to distinguish from "unit price".
UNK – UNKNOWN
UNMANNED AIRCRAFT – A powered aircraft capable of flight under remote control, or
autonomous programming that does not carry a human operator. Radio controlled aircraft that areoperated exclusively under the Academy of Model Aeronautics National Model Aircraft Safety code
are not considered unmanned aircraft.
UNS – UNSCHEDULED MAINTENANCE – Maintenance, other than the fix phase of scheduled
maintenance, occurring during the interval between scheduled downtime maintenance periods.
UNS – UNIFIED NUMBERING SYSTEMUNSCH – UNSCHEDULEDUPKEEP – The preventive, restorative, or additive work performed on aircraft, equipment, and SE
by operating units and aircraft SE activities. The term applies to any method of processing aircraft
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required to ensure the completion of standard operating periods or service tours, including but notlimited to the servicing, periodic inspections, functional and bench test, replacement, preservation,
modification, and repair. An upkeep process extends from the time some of the work is started until
all the work is completed, including temporary interruptions in direct labor; it also includes upkeep,
evaluation, test, and correction of discrepancies determined thereby. Upkeep is divided into two
categories, scheduled and special. See MAINTENANCE TYPES.
STANDARD UPKEEP – The periodic or scheduled work performed on aircraft, aircraft
equipment, and aircraft SE after (and as a result of) completion of a prescribed number of flying
hours, operating hours, or calendar days per prescribed inspection or replacement requirements andsuch that the end product requirement of the work includes the capability of aircraft or equipment toserve a full prescribed period of flying hours, operating hours, or calendar days before undergoing
upkeep again.
SPECIAL UPKEEP – The work done to aircraft, aircraft equipment, and aircraft SE to
improve, change, or restore their capability to perform specific missions or functions byreplacement, removal, addition, alteration, or repair of parts/equipment/aircraft, without particularregard to flying hours, operating hours, calendar days, or operating periods. Special upkeep
includes, but is not limited to, modification, repair, and unscheduled inspection, replacement, or test.
USE (PRIMARY) – The primary reason an operating unit has an allowance of operating aircraft.
USN – UNITED STATES NAVY
USNO – UNITED STATES NAVAL OBSERVATORYUTIL – UTILIZATION – The average number of hours per unit period of time an aircraft is actuallyin flight. Normally, utilization for a particular model aircraft is specified by the average number ofhours flown per operating aircraft per calendar month, for example, E-2C utilization is 30 hours(meaning an average of 30 flight hours were flown per month per operating aircraft).
UTILIZATION FACTORS – Planned aircraft utilization per 24-hour day or calendar month, as
appropriate. Aircraft utilization factors for various types, classes, and models of aircraft differ andmust be specified for each. These factors are used in computations leading to the determination ofmaintenance requirements, for example, maintenance man-hours, spares, and repair parts required.
UUT – UNIT UNDER TESTV
VALSPECS – VALIDATION SPECIFICATIONSVAL/VER – VALIDATION/VERIFICATION
VED – VISUAL ELECTRONIC DISPLAYVENDOR – A manufacturer or supplier of a commercial item.

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VERIFICATION – The determination of product quality conformance by (1) actual examination,(2) measurement, (3) witnessing of tests, or (4) review of documented objective evidence describing
product/quality characteristics and comparison to prescribed quality requirements and performed by
QA group personnel.
VERTREP – VERTICAL REPLENISHMENT
VFC – NAVY COMPOSITE SQUADRONVFS – VIRTUAL FLEET SUPPORTVFS CADPAD – VIRTUAL FLEET SUPPORT CARTRIDGE ACTUATED
DEVICE/PROPELLANT ACTUATED DEVICE – Web-based real-time information management
program used to track installed assets, electronic transfers of aircraft custody between commands,
electronic service life changes/extensions, and ALSS asset maintenance providing the ability to print
reports and logbook pages.
VFS LIFE SUPPORT – VIRTUAL FLEET SUPPORT LIFE SUPPORT SYSTEMS – Web-based
real-time information management program used to track installed assets, electronic transfers ofaircraft custody between commands, electronic service life changes/extensions, and ALSS asset
maintenance providing the ability to print reports and logbook pages.
VHF – VERY HIGH FREQUENCYVIBRATION ANALYSIS – The technologies to detect, quantify, and eliminate defects inairframes, installed engines, and dynamic components for fixed and rotary wing aircraft.
Application may be in troubleshooting, scheduled maintenance, or following specified conditionbased maintenance.
VIBRATION TESTING – The technology to detect, quantify, and eliminate defects in engines anddynamic components during engine/dynamic component rework for fixed and rotary wing aircraft.
VIDS – VISUAL INFORMATION DISPLAY SYSTEM
VIDS/MAF – VISUAL INFORMATION DISPLAY SYSTEM/MAINTENANCE ACTION
FORM - A hardcopy OPNAV form 4790/60 used to document maintenance in activities that do not
use OOMA or OIMA.
VOC – VOLATILE ORGANIC COMPOUND
VRT – VOYAGER REPAIR TEAM
VX – AIR TEST EVALUATION SQUADRONW
W&B – WEIGHT AND BALANCE
WAN – WIDE AREA NETWORK

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WC – WORK CENTER
WD CODE – WHEN DISCOVERED CODE – A one-character alphabetic code that identifies when
the need for maintenance was discovered.
WEAPON SYSTEM – A weapon and those components/parts required for its operation. (The term
is not precise unless specific parameters are established.)
WEAPONS TEST EQUIPMENT – Specialized equipment of an electrical or electronic design used
to test, maintain, or service aircraft weapons, bombs, rockets, missiles, special weapons, torpedoes
mines, or any other explosive ordnance. This equipment is a category of WSE.
WEBFLIS – WEB FEDERAL LOGISTICS INFORMATION SERVICE
WEL – WEAPONS EQUIPMENT LISTWESS – WEB ENABLED SAFETY SYSTEMWESTPAC – WESTERN PACIFIC
WHE – WEAPONS HANDLING EQUIPMENT – A category of WSE which provides direct
support to the weapons item. This equipment includes both peculiar and common ordnancehandling and transportation equipment, as well as tools used for canning/de-canning, magazine
handling, and assembly of weapons/ordnance related items. Examples of this equipment include
hoisting beams, weapons carriers, strongbacks, hand lift trucks, handling bands, magazine lifting
slings, weapons skids, trailers, bomb trucks (nonself-powered) and their associated tools, gauges,
jigs, alignment bars, bomb assembly tables, maintenance stands, and other weapons related
equipment. This equipment supports both air and surface launched weapons.
WHE – WEIGHT HANDLING EQUIPMENT
WIP – WORK-IN-PROCESS
WHO, PAXRIVER – WHOLESALE FOUNDATION, PATUXENT RIVER – An address in
OOMA to transfer CM ALS. See OMAWHOLE, CM ALS and OOMA.
WHOLESALE FOUNDATION TIER – Server for CM ALS items that are life limited or repairable
components to reside in as a result of repair or BCM. See OMAWHOLE, CM ALS and OOMA.
WING – Unit exercising immediate operational control over a reporting custodian, for example
CVW, MAW, and Type Wing.
WO - WORK ORDER – A work document generated in OOMA. See OOMA.
WORK CENTER – A designated functional area to which maintenance personnel are assigned.
WORK CENTER CODE – A three-character code that identifies work centers. They are used in
MDR to identify a work center performing the maintenance action documented. Work center codes
are listed in Appendix E.

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WORK CENTER SUPERVISOR – The person assigned the responsibility of maintenancemanagement within a given work center.
WORK DOCUMENTS – Workload Control System Shop Work Orders which provide mechanizeddocuments (electronic accounting machine serialized punched cards) compatible with the Installed
Source Data Automatic Equipment Industrial Transactor: (1) UADPS Shop Work Order; (2)Handwritten Shop Work Order; (3) Discrepancy Work Order; (4) other work documentation
required to supplement work documents; (5) Technical Data Package Examination and Evaluation
Worksheet (internal); and (6) temporary custody, logs and records, ASR, SRC Card, EHR Card,
MSR, and AESR (external).
WORK START – The point at which direct maintenance starts. See DIRECT MAINTENANCE.
WORK STOPPAGE – The point at which direct maintenance ceases, requiring the job status tochange from in-work (IW) to any other job status on a WO/MAF. See DIRECT MAINTENANCE.
WP – WORK PACKAGEWRA – WEAPONS REPLACEABLE ASSEMBLY – A generic term, includes all the replaceable
packages of an avionic equipment, pod, or system as installed in an aircraft weapon system, with the
exception of cables, mounts, and fuse boxes or circuit breakers.
WSE – WEAPONS SUPPORT EQUIPMENT – A category of SE where the principal function is
support of the explosive ordnance component or weapon is used primarily by the Weapons
Department. This equipment may be defined further as being related to air-launched, surface, or
subsurface fired weapons. Air-launched related equipment includes both mechanically/electricallyoperated handling equipment and electronic test equipment, defined as WHE and weapons test
equipment, respectively.
WSM – WEAPON SYSTEM MANAGER
WSP – WHOLESALE STOCK POINT
WSPD – WEAPONS SYSTEM PLANNING DOCUMENT – Provides base loading data, planned
procurements, delivery schedules, system inventories, planning factors, material support policy,
training plans, and other related planning information.
WUC – WORK UNIT CODE – A unique alphanumeric identifier of the hierarchical structure ofassemblies, systems, sets, groups, installations, repairable components, life limited, high profile
consumable parts, or areas, or zones of a weapons system. WUCs are utilized for documentation ofmaintenance tasks. WUCs may be up to thirty-two numeric or alphanumeric characters in length.
X
XO – EXECUTIVE OFFICERY
YYMMDD – YEAR, MONTH, AND DAY (for example, 971231)
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Z
ZONAL INSPECTION – See INSPECTIONS, AIRCRAFT/ENGINE/SUPPORT EQUIPMENT.

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APPENDIX B
Forms and Reports
NOTE: Previous OPNAVINST or COMNAVAIRFOR authority forms are authorized for use
only when the form number and revision date match the form number and revisiondate stated in this Appendix.
Retention symbols assigned to reporting requirements, imposed by this instruction, pertain tocompleted forms. Retention symbols and definitions are listed below. If no specific retention
period is specified, refer to applicable instructions for retention guidelines. Final records disposition
action will follow the Department of the Navy Records Management Manual (SECNAV M-5210.1).
NOTES: 1. Copy 2 shall be filed or disposed of at the squadron analyst's discretion. Copy 3
shall be retained by maintenance control for a minimum of 3 months after monthly
reports have been received and verified, then filed. Activities operating OOMA,
refer to paragraph 8.2.5(j) NOTE.
2. Retained until replaced by next like inspection record.
3. Retained for a minimum of 6 months from the completed date.
4. Retain the last completed form and the most current form.
5. Retained for 1 month.
6. Documents with Action Taken Code L may be destroyed after daily verification.
Subsystem Capability Impact Report (SCIR) related Visual Information
System/Maintenance Action Forms (VIDS/MAF) with Action Taken Code N will be
retained for a minimum of 6 months from the completed date.
7. Documents in support of phase or special inspections will be retained for one
complete inspection cycle, or 6 months, whichever is greater. Special inspections
with cycles greater than 6 months retain only those additional inspection documents
for which a like inspection has not been performed during the last 6 months.
8. Retained in the Aircraft Discrepancy Book (ADB) as a separator for 10
subsequent flights. Activities operating OOMA, refer to paragraph 5.1.5.3 NOTES.
9. For daily reports, the due dates (due back to the user) listed indicate the numberof working days following the date of submission of the source forms to Naval
Information Warfare Center (NIWC) Atlantic. For monthly reports, the due dates
indicate the number of working days following the end of the month.
10. These reports will be retained during the current month and may be destroyed
after receipt and verification of the monthly reports.
11. Contact Measure Occupation Control Center (MOCC), Norfolk or San Diego toobtain these forms.

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12. For OOMA activities, utilize OOMA generated forms or procure through DoD
or DON form number. For non-OOMA activities, forms may be locally generated asneeded to meet specific aircraft or equipment requirements, provided minimum datarequirements specified in the NAMP are met.
13. Generated through the Automated Weight and Balance System (AWBS).

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Table B-1 NAMP Forms
FORM NO./REV. DATE TITLE
OPNAV 4790/12 (10-16)

STOCK NO.

RETENTION(See Notes)

OPNAV 4790/21A (12-14)

Quality Assurance Representative/Inspector (Digital)
Recommendation/Designation
Monthly Flight Summary(Digital)

OPNAV 4790/22A (12-14)

Inspection Record(Digital)

OPNAV 4790/23A (12-14)

Repair/Rework Record(Digital)

OPNAV 4790/24A (12-14)

Technical Directives(Digital)

OPNAV 4790/25A (2-15)

Miscellaneous/History(Digital)

OPNAV 4790/27A (11-16)

Inventory Record(Digital)

OPNAV 4790/28A (1-15)

Scheduled Removal Component Card

(Digital)

OPNAV 4790/29 (1-84)

Aeronautical Equipment Service Record

0107LF0479145

OPNAV 4790/31A (1-15)

Equipment Operating Record(Digital)

OPNAV 4790/34 (1-15)

Required Reading and Maintenance
Information Record
Work Request Customer Service(Digital)(Digital)

NOTE 2(Digital)

NOTE 4

OPNAV 4790/64 (5-88)

Preflight/Daily/Turnaround/Postflight
Maintenance Record
SE Custody and Maintenance History
RecordMobile Facility Logbook and Inventory
Record - Table of Contents
Mobile Facility Logbook and Inventory
Record - General Instructions
Part I - MF Major Related Equipment
Records Separator
Support Equipment Transaction Report

OPNAV 4790/65 (11-16)

Phased Depot Maintenance Work Request (Digital)

OPNAV 4790/73 (8-16)

Mobile Facility Logbook and Inventory
Record – Part II - Table of Contents(Digital)

OPNAV 4790/73A (8-16)(Back of OPNAV 4790/73)

Mobile Facility Logbook and Inventory
Record – Part II - Instructions(Digital)

OPNAV 4790/36A (1-15)
OPNAV 4790/38 (4-15)
OPNAV 4790/51 (2-16)
OPNAV 4790/61 (8-16)
OPNAV 4790/62 (8-16)
OPNAV 4790/63 (5-16)

B-3(Digital)(Digital)(Digital)(Digital)
0107LF0016600

COMNAVAIRFORINST 4790.2D
1 Feb 2021
FORM NO./REV. DATE TITLE

STOCK NO.

OPNAV 4790/74 (4-15)

Mobile Facility Part II - Inventory Records – (Digital)
Equipment List (Separator)

OPNAV 4790/74A (8-16)

Mobile Facility Part II - Inventory Records – (Digital)
Equipment List FormOPNAV 4790/75 (4-15)

Mobile Facility Record of Shortages(Separator)(Digital)

OPNAV 4790/75A (4-15)

Mobile Facility Record of Shortages Form

(Digital)

OPNAV 4790/80 (11-16)

Support Equipment Rework Request(Digital)

OPNAV 4790/102 (12-16)

USN Aviation Support Equipment Operator's(Digital)
LicenseOPNAV 4790/104 (4-15)

Aircraft Inventory Record Certification and (Digital)
Record of Transfers

OPNAV 4790/106A (2-17)

Assembly Service Record(Digital)

OPNAV 4790/108 (5-16)

Support Equipment Misuse/Abuse(Digital)

OPNAV 4790/110 (4-15)

Aircraft Inventory Record(Digital)

OPNAV 4790/111 (4-15)

Aircraft Inventory Record (Equipment List) (Digital)

OPNAV 4790/112 (4-15)

Aircraft Inventory Record (Shortages)(Digital)

OPNAV 4790/113 (5-15)

Equipment History Record (EHR) Card

(Digital)

OPNAV 4790/135 (8-16)

Module Service Record(Digital)

OPNAV 4790/136A (5-15)

Preservation/Depreservation Record(Digital)

OPNAV 4790/139 (4-16)

NDI Certification Record(Digital)

OPNAV 4790/140 (8-16)

NDI Technician/Operator Work Record(Digital)

OPNAV 4790/141 (12-89)

Aircraft Inspection and Acceptance Record 0107LF0084600

B-4

RETENTION(See Notes)

NOTE 8COMNAVAIRFORINST 4790.2D
1 Feb 2021
FORM NO./REV. DATE TITLE

STOCK NO.

OPNAV 4790/142 (5-16)

Structural Life Limits(Digital)

OPNAV 4790/158 (8-16)

Plane Captain Designation(Digital)

OPNAV 4790/19 (12-70)

Aircraft Log Book (Binder)

0107-LF-770-3385

OPNAV 4790/21 (11-69)

Monthly Flight Summary (Separator)(Digital)

OPNAV 4790/22 (8-69)

Inspection Record (Separator)

0107-LF-770-3440

OPNAV 4790/23 (1-84)

Repair/Rework Record (Separator)

0107-LF-047-9116

OPNAV 4790/24 (8-69)

Technical Directives (Separator)

0107-LF-770-3480

OPNAV 4790/25 (8-69)

Miscellaneous/History (Separator)

0107-LF-770-3500

OPNAV 4790/26 (8-69)

Explosive Devices (Separator)(Digital)

OPNAV 4790/26A (10-92)

Installed Explosive Device Record(Digital)

OPNAV 4790/27 (1-84)

Inventory Record (Separator)

0107-LF-047-9135

OPNAV 4790/31 (8-69)

Equipment Operating Log (Separator)

0107-LF-770-3620

OPNAV 4790/52 (3-83)

SE Preoperational Record

0107-LF-770-5501

NOTE 5OPNAV 4790/58 (07-74)

Metrology Equipment and Recall Report

N/A

NOTE 11

OPNAV 4790/60 (5-88)

VIDS/MAF

0107-LF-002-5900

NOTES 3, 6, 7

OPNAV 4790/101 (8-93)

Parachute Record

0107-LF-016-5500

NOTE 12OPNAV 4790/109 (8-81)

Department of the Navy Aircraft Inventory 0107-LF-013-4500
Record - CoverSupplemental Records (Separator)
0107-LF-047-9670

OPNAV 4790/134 (1-84)
OPNAV 4790/136 (1-84)

RETENTION(See Notes)

0107-LF-047-9680

OPNAV 4790/137 (8-90)

Preservation/Depreservation Record(Separator)
Seat Survival Kit Record

0107-LF-010-6000

NOTE 12OPNAV 4790/138 (8-90)

Aircrew Systems Record

0107-LF-010-6100

NOTE 12OPNAV 4790/142A (3-94)

Structural Life Limits (Separator)

0107-LF-017-9900

OPNAV 4790/157 (2-86)

ALSS Record (Separator)

0107-LF-047-9785

B-5

COMNAVAIRFORINST 4790.2D
1 Feb 2021
FORM NO./REV. DATE TITLE

STOCK NO.

OPNAV 4790/159 (8-90)

Aircrew Personal Equipment Record

0107-LF-010-6200

OPNAV 4790/191 (4-16)

Aircraft Taxi License(Digital)

OPNAV 4790/192 (4-16)

Aircraft Engine/APU Turn-up License(Digital)

B-6

RETENTION(See Notes)
NOTE 12COMNAVAIRFORINST 4790.2D
1 Feb 2021
Table B-2 Non-NAMP Forms
The following forms are available in the Navy Supply System per NAVSUP Publication 2003:
NOTE: The Navy Forms On-Line Web site (https://forms.documentservices.dla.mil/order/)provide some forms in Portable Document Format (PDF). Forms listed as “Digital”
must be downloaded from the on-line web site.
FORM NO./REV. DATE TITLE
DD 200 (1-16)

STOCK NO.

RETENTION(See Notes)

DD 365 (8-96)

Financial Liability Investigation of(https://www.esd.whs.mi
Property Loss/dd/)(Digital)
Material Inspection and Receiving(https://www.esd.whs.miReport/dd/)(Digital)
Record of Weight and Balance Personne
NOTE 13

DD 365-1 (8-96)

Chart A-Basic Weight Checklist Record

NOTE 13

DD 365-2 (8-96)

Form B-Aircraft Weighing Record

NOTE 13

DD 365-3 (8-96)

Chart C-Basic Weight and Balance
RecordWeight and Balance Clearance Form F

NOTE 13

DD 250 (8-00)

DD 365-4 (8-96)
DD 1149 (1-16)

NOTE 13

DD 1574 (10-88)

Requisition and Invoice/Shipping(https://www.esd.whs.mi
Document/dd/)(Digital)
Order for Supplies or Services Request (https://www.esd.whs.mi/dd/)(Digital)
DOD Single Line Item Requisition(https://www.esd.whs.mi
System Document (6 pt.)/dd/)(Digital)
DOD Single Line Item Release/Receipt (Digital)
Document
Contract Data Requirements List
(https://www.esd.whs.mi/dd/)(Digital)
Serviceable Tag - Material0102-LF-014-5600

DD 1577-2 (10-66)

Unserviceable Repairable Label-Materia 0102-LF-016-0000

DD 2026 (8-14)

Oil Analysis Request

DD 2332 (01-99)

Product Quality Deficiency Report
Exhibit

NAVAIR 13920/1 (1-97)

Flight Loads/Launch/Landing Data

DD 1155 (12-01)
DD 1348 (7-91)
DD 1348-1A (7-91)
DD 1423 (8-96)

B-7(https://www.esd.whs.mi/dd/) (Digital)
0116-LF-983-8900(Digital)

COMNAVAIRFORINST 4790.2D
1 Feb 2021
FORM NO./REV. DATE TITLE

STOCK NO.

NAVCOMPT 2156 (7-70) OPTAR Document Transmittal Report (Digital)
NAVCOMPT 2157 (1-72) Budget/OPTAR Report(Digital)

NAVPERS 1221/6 (3-16) Navy Enlisted Classification (NEC)
Change Request
NAVSEA 4734/6 (3-90) Special Calibration(http://www.npc.navy.mil) (Digital)
0116-LF-018-5100

NAVSEA 4734/7 (3-90)

Rejected Tag

0116-LF-009-4600

NAVSEA 4734/8 (3-90)

Calibrated Label (1 3/8" x 1 1/8")

0116-LF-009-4700

NAVSEA 4734/9 (3-90)

Calibrated Label (with flap)

0116-LF-009-4800

NAVSEA 4734/10 (3-90) Calibrated Label (7/8" x 5/8")0116-LF-009-4900

NAVSEA 4734/11 (3-90) Calibrated Label (5/8" x 3/8")

0116-LF-009-5000

NAVSEA 4734/13 (3-90) Calibrated Refer to Report of Calibration 0116-LF-009-5200
NAVSEA 4734/15 (3-90) Special Calibration (2" x 3")

0116-LF-009-5400

NAVSEA 4734/16 (3-90) Special Calibration (7/8" x 5/8")0116-LF-009-5500

NAVSEA 4734/17 (3-90) Inactive Label (1 3/8" x 1 1/8")

0116-LF-009-5600

NAVSEA 4734/19 (3-90) User Calibration (1 1/4" x 1 7/16")

0116-LF-009-5800

NAVSEA 4734/20 (3-90) Warning Cleaned for Oxygen

Service 0116-LF-009-5900

NAVSEA 4734/22 (3-90) Calibration Standard

0116-LF-009-6100

NAVSEA 4734/23 (3-90) Cleaned for Oxygen Service

0116-LF-009-6200

NAVSEA 4734/24 (3-90) Use Counter Clockwise Only

0116-LF-009-6300

NAVSEA 4734/25 (3-90) Use Clockwise Only

0116-LF-009-6400

NAVSEA 4734/26 (10-95) Calibration Not Required (1 3/8" x 1
1/8")
NAVSEA 4734/27 (3-90) Calibration Not Required (7/8" x 5/8")0116-LF-113-5200

B-80116-LF-009-6600

RETENTION(See Notes)

COMNAVAIRFORINST 4790.2D
1 Feb 2021
FORM NO./REV. DATE TITLE

STOCK NO.

NAVSEA 4734/28 (3-90) Calibration Void if Seal Broken

0116-LF-009-6700

NAVSEA 4734/29 (3-90) Calibrated Void if Seal Broken

0116-LF-009-6800

OPNAV 1500/39 (3-92)

Navy Training Feedback System Form

(Digital)

OPNAV 3710/4 (2-84)

Naval Aircraft Flight Record

0107-LF-037-1020

OPNAV 3710/7 (4-16)

NATOPS Evaluation Report(Digital)

OPNAV 4790/2K (6-75)

Ship’s Maintenance Action Form (2Kilo)

0107-LF-047-9011(Digital)

RETENTION(See Notes)

NOTE 1

The following forms are preprinted and automatically distributed to MEASURE OPERATIONCONTROL CENTER, PO BOX 357064, NAS NORTH ISLAND, SAN DIEGO CA 92135-7076:
FORM NO./REV. DATETITLEOPNAV 4790/58 (5-75)

Metrology Equipment Recall and Report (METER) Card

OPNAV 4790/58A (5-75)

Equipment Identification and Receipt Tag

The following forms may be ordered from General Services Administration(http://www.gsa.gov/portal/getSearchResult.action):
FORM NO./REV. DATE
OF 346 (06-20)
SF 44 (10-83)
SF 95 (2-07)
SF 135 (7-85)
SF 364 (2-80)
SF 368 (5-11)

TITLE
U.S. Gov't Motor Vehicle Operators
Identification Card
Purchase Order/Invoice/Voucher
Claim of Damage or Injury
Records Transmittal and Receipt
Report of Discrepancy (ROD)/Supply
Discrepancy Report (SDR)
Product Quality Deficiency Report

STOCK NO.
7540-00-634-3999
7540-01-152-8068
GSA Web Site
GSA Web Site
GSA Web Site
GSA Web Site

The following form may be ordered from the local Print on Demand System at the Navy
Publications and Printing Service:

B-9

COMNAVAIRFORINST 4790.2D
1 Feb 2021
FORM NO./REV.
DATE

TITLE

NAVSUP 1375 (9-80) Allowance Change Request – Fixed
https://www.navsup.navy.mil/navsup/ourteam/navsupwss/standard_acr

Table B-3 Reports
REPORT NO.

TITLE

FREQ

Aircraft Flight Summary Report

MAINT-1
MAINT-2
MAINT-3
MAINT-4
MAINT-5
MAINT-6
N2R23800
N2R23900
N2R24001
N2R24002
N2S21601
N6R72300
N6R72600

Daily orAs required
Aircraft Landing Code and Mission Number Daily or(Hours) Summary
As required
Aircrew Flight
Daily orAs required
Aircrew Flight Summary by Assy Cd
Daily orAs required
Aircrew Flight Summary by SSN
Daily orAs required
Individual Master Roster
Daily orAs required
Consolidated Performance Metrics
Daily orAs required
Aircraft Readiness Degradation and
Daily orUtilization Summary
As required
Subsystem Capability and Impact Reporting Daily or
by WUC/UNS
As required
Detailed Mission and Maintenance Data by Daily or
Aircraft
As required
Maintenance Man-Hours
Daily orAs required
Detailed Data Extract
Daily orAs required
Equipment Discrepancy Report
Daily oras required
Work Center Work Load Report
Daily oras required
Daily Production Report - Part 1
Daily oras required
Daily Production Report - Part 2
Daily oras required***Workload Inquiry *** (Screen Display) Daily or
as required
DIFM Status Report
Daily oras required
SQD EXREP Status Report
Daily or

B-10

DUE
DATE
(Note 9)NOTE 5RETENTION(See Notes)

NOTE 5NOTE 3

NOTE 3

NOTE 3
NOTE 3
NOTE 5NOTE 3

NOTE 5NOTE 3

NOTE 5NOTE 3

NOTE 5NOTE 3

NOTE 5NOTE 3

NOTE 5NOTE 3

NOTE 5NOTE 3

NOTE 5NOTE 3

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

NA

COMNAVAIRFORINST 4790.2D
1 Feb 2021
NA500C

Aeronautical Technical Directive Index
ReportB-11

as required
Daily oras required

NA

NA

COMNAVAIRFORINST 4790.2D
1 Feb 2021
APPENDIX C
Directives and Publications
This appendix provides a listing of the latest directives and publications available at time of
publication. It is the responsibility of the user to determine the current status and distribution ofany directive or publication being used.
NOTES: 1. Department of the Navy Issuances website(https://www.secnav.navy.mil/doni/default.aspx) provides unclassified directives
and forms issued by the Secretary of the Navy and the Office of the Chief ofNaval Operations.
2. Department of Defense Issuances website (https://www.esd.whs.mil/dd/)
provides unclassified directives issued by the Department of Defense for the
Office of the Secretary of Defense.
3. Naval Air Systems Command (NAVAIR) Issuances website(https://myteam.navair.navy.mil/km/71/Directives/Pages/NAVAIR.aspx) provides
unclassified directives and manuals issued by NAVAIR.
4. Commander, Naval Air Forces (CNAF), Commander, Naval Air Forces,
Pacific (CNAP) and Commander, Naval Air Forces, Pacific/Atlantic(CNAP/CNAL) Issuances website(https://cpf.navy.deps.mil/sites/cnap/n004/Pages/directives.aspx) provides
unclassified directives issued by CNAF, CNAP and CNAP/CNAL.
5. Code of Federal Regulations website
https://www.govinfo.gov/app/collection/cfr provides access to annually updated
CFR titles and volumes.
6. Directives listed in this appendix are not-to-all (NOTAL). Directives identified
may not be distributed to or held by all recipients of this instruction.
DIRECTIVES:
14 CFR 1 Jan 20

Aeronautics and Space

29 CFR 1 Jul 19

Labor

40 CFR 1 Jul 19

Protection of Environment

BUPERSINST 1080.54 18 Jul 16

Enlisted Distribution and Verification
Process

CENNAVAVNTECHTRAINST 1541.2E 22
Aug 16

Mobile Training Team Program

C-1

COMNAVAIRFORINST 4790.2D
1 Feb 2021
CENNAVAVNTECHTRAINST 1500.13B 21
Jul 20Training Requirements Review Program
Policy and Guidance

CNAF M-3710.7 15 JAN 17

NATOPS General Flight and Operating
Instructions Manual

COMFLTFORCOM/COMNAVPERSCOMINST Enlisted Manning Policy and Procedures
1300.1A 24 Jul 14
COMFRCINST 4790.4 30 Apr 19

Naval Aviation Maintenance Program
Compliance Manager Roles andResponsibilities

COMNAVAIRFORINST 3710.9 20 Nov 17

Guidance for the Operation of Departmentof Navy Group 1 and 2 Unmanned Aircraft
Systems

COMNAVAIRFORINST 4440.2D 27 Feb 17

Supply Operations Manual

COMNAVAIRFORINST 4790.3 20 Feb 18

Naval Aviation Engineering Technical
Services Report Control Symbol 4790-1

COMNAVAIRFORINST 4790.5 19 Dec 18

Organizational Maintenance Material
Condition Inspection

COMNAVAIRFORINST 5100.5 25 Sep 19

Commander, Naval Air Forces Safety
Management Systems

COMNAVAIRFORINST 8380.2A CH-1 20
May 20Aircraft Armament Systems Program

COMNAVAIRPAC/COMNAVAIRLANTINST
4415.1 1 Apr 14

Supply Operations Manual (SOM) Ashore

COMNAVAIRPAC/COMNAVAIRLANTINST
4750.4C 24 Feb 17

Guidance for the Application of
Polyurethane Paints in Aircraft and Related
Equipment While Embarked Onboard
CVNs.

COMNAVAIRPAC/COMNAVAIRLANTINST
4790.23 08 Dec 20

F/A-18 Automated Maintenance
Environment 2.0 for F/A-18 and EA-18
Aircraft

COMNAVAIRPAC/COMNAVAIRLANTINST
5400.1A 18 Jan 18

Safe-For-Flight Operations Certification

C-2

COMNAVAIRFORINST 4790.2D
1 Feb 2021
COMNAVAIRPAC/COMNAVAIRLANTINST
5442.1 15 Jun 18

Aircraft Material Condition Reporting

COMNAVAIRPAC/COMNAVAIRLANTINST
13650.3A 18 Dec 17

Aircraft Maintenance Material Readiness
List (AMMRL) Program

COMNAVSURFOR/COMNAVAIRFOR/MCO
4790.3 18 Jan 18

Prevention of Foreign Object Damage on
CVN and LHD/LHA Class Ships

DCMA INST 8210.1C CH-1 05 Apr 17

Contractor’s Flight and Ground Operations

DFARS 05 Jun 20

Defense Federal Acquisition Regulation
Supplement

DLM 4000.25 19 May 14

Defense Logistics Management System

DOD Directive 5010.42 15 May 08

DOD-Wide Continuous Process
Improvement (CPI)/LSS Program

DODINST 5000.02 23 Jan 20

Operation of the Adaptive Acquisition
Framework

DODINST 5010.43 17 Jul 09

Implementation and Management of the
DOD-Wide Continuous Process
Improvement/Lean Six Sigma (CPI/LSS)
Program

DODINST 6050.05 CH-1 10 Jun 19

DOD Hazard Communications (HAZCOM)
Program

DODINST 8500.01 CH-1 07 Oct 19

Cybersecurity

DODINST 8560.01 22 Aug 18

Communications Security (COMSEC)
Monitoring and Information Assurance (IA)
Readiness Testing

DTR 4500.9-R Aug 20

Defense Transportation Regulation, Part II Cargo Movement

FAR 13 Aug 20

Federal Acquisition Regulation

MCO 2020.1 18 Sep 12

Marine Corps Aviation Logistics
Information Management and Support
Department Standard Operating Procedures(ALIMS-SOP)

C-3

COMNAVAIRFORINST 4790.2D
1 Feb 2021
MCO 4790.2 21 Jan 16

Field-level Maintenance Management
Policy (FLMMP)MCO 5100.8 15 May 06

Marine Corps Occupational Safety and
Health (OSH) Policy Order

MCO 5104.1C 02 May 08

Navy Laser Hazards Control Program

MCO 5104.3C 07 Feb 19

Marine Corps Radiation Safety Program

MCO 8023.3C 29 Jun 17

Personnel Qualification and Certification
Program for Class V Ammunition and
Explosives

MCO P4400.177F 18 May 09

Marine Corps Aviation Supply Desk-Top
Procedures With Continuous Process
Improvement (ASDTP W/ CPI)

MCO P5102.1B CH2 05 Oct 10

Navy and Marine Corps Mishap and Safety
Investigation, Reporting, and Record
Keeping Manual

MCO P11240.106C 10 Mar 19

Garrison Mobile Equipment

NAVAIR M-13034.1 13 Apr 16

NAVAIR Airworthiness and Cybersafe
Process Manual

NAVAIR M-13650.1 10 Apr 17

Aircraft Maintenance Material Readiness
List (AMMRL) Program Coordination
ManualNAVAIR NOTE 4700 05 Nov 15

Gas Turbine Engine Maintenance
Assignment By Depot Maintenance,
Intermediate Maintenance, and In-Service
Support Center Activities

NAVAIR SOP 4130.1 12 Jun 2018

Standard Operating Procedures for
NAVAIR Configuration Management

NAVAIRINST 1500.2E 12 Dec 12

Aviation Special Skills Training ConductedWithin The Naval Air Systems Command

NAVAIRINST 2400.1A 13 Jul 17

Electromagnetic Environmental Effects andSpectrum Supportability Policy andProcedures
Safe-For-Flight Operations Certification

NAVAIRINST 3700.4A 10 Apr 17
C-4

COMNAVAIRFORINST 4790.2D
1 Feb 2021
NAVAIRINST 3710.1G CH-1 27 May 16

Contractor’s Flight and Ground Operations

NAVAIRINST 4130.1E 14 Nov 16

Naval Air Systems Command
Configuration Management Process

NAVAIRINST 4200.56 24 Apr 13

Critical Item Management

NAVAIRINST 4423.12A 18 Aug 17

Assignment and Application of Uniform
Source, Maintenance and Recoverability
Codes

NAVAIRINST 4790.20C 01 Sep 16

Reliability-Centered Maintenance Program

NAVAIRINST 4790.33A 05 Feb 07

Transition of Naval Aircraft to theIntegrated Maintenance Concept/Plan

NAVAIRINST 4855.2 CH-1 22 Mar 19

Supplier Performance

NAVAIRINST 5100.3E 08 Jul 20

Naval Aviation System Safety Engineering
PolicyNAVAIRINST 5104.2 14 Sep 15

NAVAIR Radiological Affairs Support
Program and Naval Aircraft Radiological
Affairs Materials Permit requirements

NAVAIRINST 5215.12B 16 Dec 13

Naval Air Systems Command Technical
Directives System

NAVAIRINST 13034.1F 30 Jun 16

Airworthiness and Cybersecurity Safety
Policies for Air Vehicles and Aircraft
Systems

NAVAIRINST 13070.1E 18 Aug 17

Naval Air Systems Command
Nondestructive Testing and Inspection
Program

NAVAIRINST 13100.17 30 May 14

Red Stripe Memorandum System

NAVAIRINST 13120.1D CH 1 29 May 14

Fixed Wing Aircraft Structural Life Limits

NAVAIRINST 13130.1C 24 Jun 14

Rotary Wing Aircraft Structural Life Limits

NAVAIRINST 13630.5 15 May 13

Optimizing Weapon System Avionics
Support Using Automatic Test Systems

C-5

COMNAVAIRFORINST 4790.2D
1 Feb 2021
NAVAIRINST 13640.1C 28 Apr 14

Naval Aviation Metrology and Calibration
Program

NAVAIRINST 13650.1E 10 Apr 17

Naval Air Systems Command Aircraft
Maintenance Material Readiness List
Program

NAVAIRINST 13670.1D 23 Jul 18

Naval Air Systems Command Mobile
Facility Management

NAVAIRINST 13680.1E 06 Feb 18

Depot Level Rework Program for Support
Equipment End Items

NAVAIRINST 13700.15G CH-1 06 Jul 20

Decision Knowledge Programming
Analysis for Logistics and Technical
Evaluation Engine/ Propulsion System
Module Management

NAVAIRINST 13800.12C 9 Jul 12

Certification of Expeditionary Airfield
AM2 Matting Installations, Aircraft
Recovery Equipment Visual or OpticalLanding Aids, and Marking or Lighting
Systems

NAVAIRINST 13800.13D 20 Aug 14

Certification of Shore-based Aircraft
Recovery Equipment and Visual or OpticalLanding Aid Systems

NAVAIRINST 13800.15B 29 Aug 16

Fleet Technical Services Support of Naval
Air Systems Command Cognizant Aircraft
Launch and Recovery Equipment

NAVAIRINST 13920.1K 08 Jun 18

Procedures for Submitting Flight Loads,
Launch, and Landing Data for the Structural
Appraisal of Fatigue Effects Program

NAVMC 4790.1B 11 Apr 18

Aviation Maintenance and Supply Training
and Readiness Program

NAVMC 3500.14 10 Sep 20

Aviation Training and Readiness Program
ManualMarine Air Traffic Control Training andReadiness Manual

NAVMC 3500.128 25 Oct 19

C-6

COMNAVAIRFORINST 4790.2D
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NAVMC DIR 5100.8 15 May 06

Marine Corps Occupational Safety and
Health (OSH) Program Manual (MARCOR
OSH Program Manual)

NAVMED P-5055 CH-1 12 Apr 2018

Radiation Health Protection Manual

NAVSEAINST 4790.8C CH-1 30 Nov 18

Ships’ Maintenance and Material
Management (3-M) Manual

NAVSEAINST 8020.7D 01 Aug 08

Hazards of Electromagnetic Radiation to
Ordnance (HERO) Safety Program

NAVSUPINST 4423.29A 20 Mar 17

Navy Uniform Source, Maintenance andRecoverability (SMR) Codes

NAVSUPINSP 4440.182B 07 Feb 19

Remain-In-Place Policy

NAVSUPWSSINST 4441.15L 26 Jun 17

Retail Level Inventory for Ships Using theAviation Consolidated Allowance List
(AVCAL) Process

NAVSUPWSSINST 4441.16P 26 Jun 17

Shore-based Consolidated Allowance List
(SHORCAL) Procedures

NAVSUPWSSINST 4790.4C 31 May 17

Support Equipment/Airborne Avionics
Maintenance Assist Modules (MAMs)

NETCINST 1500.19 20 Jun 16

Training Requirement submission, andCourse Development Delivery, andMaintenance End to End Process

OPNAV M-5100.23 5 Jun 20

Navy Safety and Occupational Health
ManualOPNAV M-5215 1 May 16

Navy Directives Management Program
ManualOPNAV M-8000.16 CH-5 15 Sep 19

The Naval Ordnance Management Policy(NOMP) Manual

OPNAVINST 1500.47C 15 May 2014

Navy Training Quota Management

OPNAVINST 1500.76C 14 Aug 13

Naval Training Systems Requirements,
Acquisitions and Management

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COMNAVAIRFORINST 4790.2D
1 Feb 2021
OPNAVINST 1540.2F 05 Aug 08

Naval Aviation Technical Training Program
Administration and Operation

OPNAVINST 3110.11U 29 May 13

Policies and Peacetime Planning Factors
Governing the Use of Naval Aircraft

OPNAVINST 3120.32D CH-1 15 May 17

Standard Organization and Regulations of
the U.S. NavyOPNAVINST 3500.34G 15 May 14

Personnel Qualification Standards Program

OPNAVINST 3500.39D 29 Mar 18

Operational Risk Management

OPNAVINST 3710.7V 22 Nov 16

Naval Air Training and Operating
Procedures Standardization Program

OPNAVINST 3750.6S 13 May 14

Naval Aviation Safety Management System

OPNAVINST 3960.16B 07 Nov 17

Navy Test, Measurement, and Diagnostic
Equipment Automatic Test Systems, andMetrology and Calibration

OPNAVINST 4440.25B 31 Dec 15

Consolidated Remain-in-Place List for
Aviation Material

OPNAVINST 4441.12D 12 Apr 12

Retail Supply Support of Naval Activities
and Operating Forces

OPNAVINST 4460.1B 22 Apr 16

Management of Material Handling
Equipment and Shipboard Mobile Support
Equipment

OPNAVINST 4614.1H 21 Feb 18

Uniform Materiel Movements and Issue
Priority System

OPNAVINST 4790.2K 25 Aug 20

The Naval Aviation Maintenance Program(NAMP)OPNAVINST 4790.14B 14 Feb 13

Joint Depot Maintenance Program

OPNAVINST 4790.15E 29 Jul 11

The Aircraft Lunch and Recoverty
Equipment Maintenance Program(ALREMP)OPNAVINST 5090.1E 03 Sep 19

Environmental Readiness Program

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OPNAVINST 5100.19F 05 May 19

Navy Safety and Occupational Health
Program Manual for Forces Afloat

OPNAVINST 5100.23G CH-1 21 Jul 11

Navy Safety and Occupational Health
Program Manual

OPNAVINST 5100.27B 02 May 08

Navy Laser Hazards Control Program

OPNAVINST 5102.1D CH-2 05 Oct 10

Navy and Marine Corps Mishap and Safety
Investigation, Reporting, and Record
Keeping Manual

OPNAVINST 5215.17A 26 May 16

Navy Directives Management Program

OPNAVINST 5218.7D 18 Sep 17

Navy Official Mail Management Program

OPNAVINST 6470.3B 30 Jul 15

Navy Radiation Safety Committee

OPNAVINST 8000.16E 15 Mar 19

Naval Ordnance Management Policy

OPNAVINST 8020.14A CH-1 15 Aug 14

Department of the Navy Explosives Safety
PolicyOPNAVINST 8023.24 IC-2 21 Sep 16

Navy Personnel Conventional Ammunition
and Explosives Handling Qualification andCertification Program

SECNAVINST 4855.3D 21 Dec 18

Product Data Reporting and Evaluation
Program

SECNAVINST 5400.15C CH1 2 Dec 11

Department of the Navy Research andDevelopment, Acquisition, Associated LifeCycle Management, and Logistics
Responsibilities and Accountability

SECNAVINST 5000.2F 26 Mar 19

Department of the Navy Implementation
and Operation of the Defense Acquisition
System and the Joint Capabilities
Integration and Development System
Implementation

SECNAVINST 5211.5F 20 May 19

Department of the Navy on Privacy
Program
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COMNAVAIRFORINST 4790.2D
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SECNAVINST 5442.3 6 Feb 19

Management of the Naval Aircraft
Inventory and Unmanned Aircraft Systems

SECNAVINST 5510.30C 24 Jan 20

Department of Navy (DON) Personnel
Security Program (PSP) Instruction

Sustainment Operating Instruction 1514.02 IC-3
17 Oct 16

F-35 Program Problem Reporting and
Resolution Instruction

PUBLICATIONS:ANSI-ESD TR 20.20-2016

For the Protection of Electrostatic
Discharge Susceptible Items Handbook for
the Development of an Electrostatic
Discharge Control Program for theProtection of Electronic Parts, Assemblies,
and Equipment

ANSI/ESD S20.20-2014

For the Development of an Electrostatic
Discharge Control Program for Protectionof Electrical and Electronic Parts,
Assemblies and Equipment (ExcludingElectrically Initiated Explosive Devices)
Guidelines for Inspection of Aircraft
Electrical Wiring Interconnect Systems(EWIS)MIL-HDBK-522 20 Nov 18

MIL-HDBK-263B 31 Jul 94

Electrostatic Discharge Control Handbook
for Protection of Electrical and Electronic
Parts, Assemblies and Equipment(Excluding Initiated Explosive Devices)(Metric)

MIL-HDBK-525 25 Jul 13

Electrical Wiring Interconnect System(EWIS) Integrity

MIL-HDBK-773A 30 Jun 05

Electrostatic Discharge Protective
Packaging

MIL-HDBK-844B (AS) 13 Jan 14

Aircraft Refueling Handbook forNavy/Marine Corps Aircraft

MIL-STD-1798

Mechanical Equipment and Subsystems
Integrity Program

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COMNAVAIRFORINST 4790.2D
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MIL-STD-2161C(AS)

Paint Schemes and Exterior Markings for
U.S. Navy and Marine Corps Aircraft

NATMS-ULSS-38-03

MATCALS User’s Logistics Support
Summary

NAVAIR AG-115SL-OMP-000 06 Apr 20

Cryogenics Sampler Model FCS 2001 Part
Number 600646

NAVAIR AG-200GT-TIC-MRC-000 01 Nov06

Preoperational Checklist Tire Inflator BoothPart Number 938AS100-1

NAVAIR SE-004-PQS-000 02 Oct 19

Certification Manual for
Miniature/Microminiature (2M)/Module
Test and Repair (MTR) Program

NAVAIR A6-215PC-MEB-000 01 Sep 19

Maintenance Instructions with Illustrated
Parts Breakdown Industrial Sewing
Equipment

NAVAIR A6-332AO-GYD-000 01 Sep 07000, Aviators Breathing Oxygen (ABO)
Surveillance Program Laboratory and Field
Guide

NAVAIR 00-25-8 01 Jan 19

Business Rules for the Assignment of Work
Unit Codes and Type Equipment Codes

NAVAIR 00-25-100 01 Apr 20

Naval Air Systems Command TechnicalPublications Library Management Program

NAVAIR 00-25-300 30 Jul 15

Naval Air Systems Command Technical
Directives System

NAVAIR 00-25-604 01 Nov 20

Naval Air Systems Command Fleet
Support/Integrated Program Team
Acquisition and Sustainment of NAVAIR
Technical Manuals

NAVAIR 00-35QH-2 01 Aug 20

Allowance List, Aviation Life Support
System and Airborne Operation Equipment
for Aircraft Squadrons Navy and Marine
Corps

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NAVAIR 00-80T-96 CH-1 07 Jul 01
NAVAIR 00-80T-105 15 Jun 15

U.S. Navy Support Equipment Common(Basic Handling & Safety Manual)
CV NATOPS Manual

NAVAIR 00-80T-106 30 Jul 20

LHA/LHD NATOPS Manual

NAVAIR 00-80T-109 07 Feb 20

Aircraft Refueling NATOPS Manual

NAVAIR 00-80T-113 01 Apr 18

Aircraft Signals NATOPS Manual

NAVAIR 00-80T-119 01 Sep 20

NAVAIR Weight Handling Support
Equipment

NAVAIR 00-80T-120 30 Aug 20

CVN Flight/Hangar Deck NATOPS
ManualNAVAIR 00-80T-122 15 Dec 18

Helicopter Operating Procedures for AirCapable Ships NATOPS Manual

NAVAIR 00-80T-123 15 Apr 20

Aircrew Systems NATOPS Manual

NAVAIR 01-1A-16-1 15 May 14

Nondestructive Inspection Methods, Basic
TheoryNAVAIR 01-1A-16-2 01 Mar 18

Nondestructive Inspection General
Procedures and Process Controls

NAVAIR 01-1A-17 CH-2 01 Aug 18

Aviation Hydraulics Manual

NAVAIR 01-1A-20 30 Jul 07

Aviation Hose and Tube Manual

NAVAIR 01-1A-23 27 Jan 14

Standard Maintenance Practices
Miniature/Microminiature (2M) Electronic
Assembly Repair

NAVAIR 01-1A-35 01 Jul 19

Aircraft Fuel Cells and Tanks

NAVAIR 01-1A-39 15 Feb 93

Naval Aircraft Battle Damage Repair

NAVAIR 01-1A-75 01 Aug 20

Airborne Weapons and AssociatedEquipment Consumable Material
Applications and Hazardous Material
Authorized Use List

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COMNAVAIRFORINST 4790.2D
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NAVAIR 01-1A-503 15 Nov 09

Maintenance of Aeronautical Antifriction
Bearings for Organizational, Intermediate
and Depot Maintenance Levels

NAVAIR 01-1A-505-1 15 Apr 19

General Series Wiring Maintenance

NAVAIR 01-1A-505-4 13 Aug 12

Aircraft Fiber Optic Cabling

NAVAIR 01-1A-509-1 01 Aug 16

Cleaning and Corrosion Control, Volume I,
Corrosion Program and Corrosion Theory

NAVAIR 01-1A-509-2 01 May 20

Cleaning and Corrosion Control, Volume II,
Aircraft

NAVAIR 01-1A-509-3 15 Jan 16

Cleaning and Corrosion Control, Volume
III Avionics and Electronics

NAVAIR 01-1A-509-4 30 Sep 19

Cleaning and Corrosion Control, Volume
IV, Consumable Materials and Equipment
for Aircraft and Avionics

NAVAIR 01-1B-50 01 Aug 19

Joint Service Technical Manual for
Organizational, Intermediate and Depot
Maintenance Aircraft Weight and Balance

NAVAIR 04-10-1 15 Aug 16

Organizational, Intermediate, and Depot
Maintenance Instruction Aircraft Wheels

NAVAIR 04-10-506 01 Sep 18

Inspection, Maintenance, Repair, Storage,
and Disposition Instructions O-level, Ilevel, and D-level Maintenance Aircraft
Tires and Tubes

NAVAIR 04-10-508 17 Oct 15

Application Table for Aircraft Tires andTubes

NAVAIR 06-20-2 16 Aug 10

Oxygen/Nitrogen Systems Technical
ManualNAVAIR 06-30-501 03 Feb 15

Oxygen/Nitrogen Systems Technical
ManualNAVAIR 06-20-2 16 Aug 10

Gas Cylinders (Storage Type) Use,
Handling, and Maintenance (ATOS)
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NAVAIR 11-100-1.1 01 Jul 20

Cartridge Actuated Devices (CADS) and
Propellant Actuated Devices (PADS)(IETM)NAVAIR 13-1-6.4-1 01 Jul 20

Aviation-Crew Systems Oxygen Systems(Aircraft Equipment, Masks, and other
Systems)

NAVAIR 13-1-6.4-2 01 Nov 19

Aviation-Crew Systems Oxygen Equipment(Regulators)

NAVAIR 13-1-6.4-3 01 Aug 20

Aviation-Crew Systems Oxygen Equipment(Concentrators)

NAVAIR 13-1-6.4-4 01 Nov 19

Aviation-Crew Systems Oxygen Equipment(Converters)

NAVAIR 15-01-500 01 Sep 18

Organizational, Intermediate and Depot
Preservation of Naval Aircraft

NAVAIR 16-30PRC149-1 01 Nov 20

Radio Set AN/PRC-149 Part Number 215509093-00 Radio Set AN/PRC-149A Part
Number 2155-09093-01 Radio Set
AN/PRC-149-T1 (Training Unit)

NAVAIR 16-30PRQ7-1 13 Dec 19

Operator’s Maintenance Manual Radio Set
AN/PRQ-7
Operational and Maintenance Procedures,
CSEL Battery Charger PP-8562/U

NAVAIR 16-30PRQ7-2 01 Aug 13
NAVAIR 16-30URT140-1 01 Aug 20

Radio Beacon Set AN/URT-140 and Radio
Beacon Set AN/URT-140-T1 (Training
Unit)

NAVAIR 16-35AVS9-4 30 Jun 20

Technical Manual Operator's andOrganizational Maintenance Manual Image
Intensifier Set, Night Vision, Type
AN/AVS-9(V)NAVAIR 16-35CSEL-CPE-1 22 Jun 20

Operation and Maintenance Organizational
CSEL Planning Equipment (CPE)

NAVAIR 17-1 (Series)

Tool Control Manual

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COMNAVAIRFORINST 4790.2D
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NAVAIR 17-1-114 (Series)

Inspection and Proof Load Testing of
Lifting Slings for Aircraft and Related
Components

NAVAIR 17-1-123 30 Jan 09

Tire Inflator Assembly Kit Part Number
M85352/1 Dual Chuck Stem Gage Part
Number M85352/4

NAVAIR 17-1-125 15 Jul 20

Maintenance Instructions (Organizationaland Intermediate Level) Support Equipment
Cleaning, Preservation, and Corrosion
Control

NAVAIR 17-1-129 CH1 01 Aug 04

Organizational and Intermediate
Maintenance Instructions Support
Equipment Tire and Wheel Assemblies, Olevel and I-level Maintenance Instructions

NAVAIR 17-1-537 01 Sep 20

Aircraft Securing and Handling Procedureswith Aircraft Restraining Devices andRelated Components

NAVAIR 17-1-574 10 Jul 15

MATCALS Tool Control Manual

NAVAIR 17-15BF-97 01 Mar 16

Operation Instructions Hydraulic Particle
Counter Test Set

NAVAIR 17-15G-1 01 Sep 05

Aircraft Tire Inflator/Monitor Part Number
631AS100-1
Joint Oil Analysis Program Manual,
Volume I

NAVAIR 17-15-50.1 15 Sep 14
NAVAIR 17-15-50.2 01 Jun 15

Joint Oil Analysis Program Manual,
Volume II

NAVAIR 17-15-50.3 30 Jun 19

Joint Oil Analysis Program Manual,
Volume III

NAVAIR 17-15-99 01 Jan 98

PRC-2000-2M System, Electronic ReworkPower Unit

NAVAIR 17-15-534 01 Aug 16

Operation and Intermediate Maintenancewith Illustrated Parts Breakdown, Analyzer,
Aviators Breathing Oxygen (ABO),
A/E26T-3, Part Number 3964AS100-1

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COMNAVAIRFORINST 4790.2D
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NAVAIR 17-35FR-06

Facility Requirements for Navy and Marine
Corps Calibration Laboratories

NAVAIR 17-35MTL-1

Metrology Requirements List (METRL)NAVAIR 17-35NCE-1

Navy Calibration Equipment List (NCE)
General Information

NAVAIR 17-35POP-01

Metrology and Calibration Program
Operations Process Manual

NAVAIR 17-35QAC-01

Naval Aircraft Carrier and Amphibious
Assault Ships Metrology and Calibration(METCAL) Program Manual

NAVAIR 17-35QAL-15

Naval Aircraft Carrier and Amphibious
Assault Ships Metrology and Calibration(METCAL) Program Manual

NAVAIR 17-35TR-8

Technical Requirements for Calibration
Labels and Tags

NAVAIR 17-600-174-6-1 01 Apr 20

Tire Inflator Assembly Kit Part Number
M85352/1, Dual Chuck Stem Gage Part
Number M85352/4

NAVAIR 17-600-193ESD-6-1 18 Dec 17

Preoperational Checklist, Electrostatic
Discharge (ESD) Protection Devices
Periodic Maintenance Requirements
Manual, PACE Soldering Station, PACE
Incorporated

NAVAIR 17-600-193-6-2 15 Feb 18

NAVAIR 19-1-55 01 May 70

Aircraft Wheel Holder and Tire Bead
Breaking Machine Models LEE-1 and LEE1X

NAVAIR 19-600-138-6-1 12 Sep 18

Preoperational Checklist, Storage Tank,
Liquid Oxygen Low Loss, Closed Loop,
TMU-70/M

NAVAIR 19-1-270 01 Aug 17

Ground Support Equipment Manual Mobile
Refill System (MRS III) P/N 1007-01

NAVAIR 19-25D-26 01 Mar 16

Servicing Trailer, Liquid Oxygen Low
Loss, Closed Loop Type TMU-70/M Part
Number 22455
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COMNAVAIRFORINST 4790.2D
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NAVAIR 19-25D-33 01 Dec 20

Storage Tank, Liquid Oxygen, Type TMU27/M, 50-Gallon Capacity

NAVAIR 19-600-282-6-2 01 Oct 20

Periodic Maintenance Requirements
Manual, 50 Gallon Storage Tank, Liquid
Oxygen, TMU-27/M

NAVMED P-5055 CH-1 12 Apr 18

Radiation Health Protection Manual

NAVSEA OP 4 Rev 12 1 Feb 19

Ammunition and Explosives Safety Afloat

NAVSEA OP 5 Rev & CH-15 25 Mar 2020

VOL I, Ammunition and Explosives Ashore

NAVSEA SE700-AA-MAN-100

Radiation, Detection, Indication, andComputation (RADIAC) Policy andProcedures Manual; Navy RADIAC
Program User’s Manual; Volume I, Policies
and Procedures Manual

NAVSEA S0420-AA-RAD-010 (Series)

Radiological Affairs Support Program
ManualNAVSUP Publication 485 (Series)

Naval Supply Procedures

NAVSUP Publication 700 19 Nov 20

Common Naval Packaging

NAVSUP Publication 722 07 Jul 99

Consolidated Hazardous Material
Reutilization and Inventory Management
Program (CHRIMP) Manual

NAVSUP Publication 723 18 Dec 20

Navy Inventory Integrity Procedures

NAVSUP Publication 801 30 Nov 20

Notice of Ammunition Reclassification(NAR) Manual

NTTP 3-50-1

Navy Search and Rescue (SAR) Manual

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COMNAVAIRFORINST 4790.2D
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APPENDIX D
Local Command Procedures (Sample Format)(Date)
From: Maintenance Officer, (Activity)To:(As required)
Subj: LOCAL COMMAND PROCEDURES FOR (Program/Process covered by the LCP)
Ref:(a) COMNAVAIRFORINST 4790.2D(b) (Any other reference as applicable to the procedures addressed in the LCP.)

Encl: (1) (Any diagrams, lists, etc, used in the local procedure.)
1. Introduction. This LCP addresses local procedures for (list the applicable program orprocedure). (Examples: “This LCP addresses local procedures for COMNAVAIRFORINST
4790.2D, Chapter 10, 10.19 Hazardous Material Control and Management (HMC&M) program” or“This LCP addresses local procedures for COMNAVAIRFORINST 4790.2D, Chapter 5, procedures
for authorizing BCM Codes 1, 5, 7, and 9.”)2. Local Requirements. (State the local requirements.)(Example: The following additional HAZMAT training will be completed by all maintenancepersonnel: NAS Lemoore Environmental Services Division Hazardous Material (HAZMAT)Management course.)
3. Responsibilities. (List who is responsible for managing the local requirement.)(Example: HMC&M Program Manager: Schedule and track completion of the NAS Lemoore
Environmental Services Division HAZMAT Management course. Personnel will complete thecourse within 45 days of reporting to the Maintenance Department.)

I. M. MAINTENANCE OFFICER

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COMNAVAIRFORINST 4790.2D
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NOTES: 1. LCPs are not mandatory. LCPs will be published only if required to clarify
geographic area requirements, type/model/series specific requirements, orother command specific details not adequately addressed in the NAMP orother governing directive. LCPs may not be used to alter or deviate from theintent of the related policy.
2. Squadrons must submit LCPs to their Wing for review. If the LCP has
application to all wing activities, the Wing will publish a Wing LCP tostandardize procedures and relieve squadrons from the administrative burdenof producing their own LCP.
3. LCPs must be reviewed annually, at a minimum, and whenever there is achange to CNAFINST 4790.2 or other directive applicable to the subject of the
LCP.
4. D-level activities may also use the LCP format specified in OPNAVINST
5215.17A.
5. Electronic or paper copy is acceptable.

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APPENDIX E
Maintenance Documentation Codes
ACTION TAKEN (AT) CODESAll codes listed below may be used for both on equipment or off equipment work unlessotherwise noted.
A. Items of Repairable Material, Weapon or Support System Discrepancy Checked No
Repair Required.
This code is used for all discrepancies, which are checked and found that either the reported
deficiency cannot be duplicated, or the equipment is operating within allowable tolerances.
Adjustments may be made under this code if the purpose of the adjustment is to peak or optimize
performance. When adjustments are made, the malfunction description (MAL) code should reflect
the reason for the adjustment, for example, A-127, A-281, A-282. If the purpose of the adjustment
is to bring the equipment within allowable tolerances, AT Code C should be used, for example, C127, C-281, C-282. Additionally, this code will be used on all maintenance actions forms (MAF)
work requests for documenting local manufacture or fabrication.
B. Repair or Replacement of Items.
The repair or replacement of these items, such parts as attaching units, seals, gaskets, Packing,
Tubing, Hose, and Fittings, that are not integral parts of work unit coded items or components.
These parts are not identified by work unit codes (WUC) and are normally a connecting or attaching
link between two or more components that do have WUCs assigned. Therefore, when items of thisnature are repaired or replaced, this AT Code is used. In case of doubt regarding which component
to identify, the WUC of the component serviced will be used.
C. Repair.
This code is entered when a repairable item of material, which is identified by WUC, is repaired.
Repair includes cleaning, disassembly, inspection, reassembly, lubrication, and replacement ofintegral parts; adjustments are included in this definition if the purpose of the adjustment is to bringthe equipment within allowable tolerances (see AT Code A). This code also applies to thecorrection of a discrepancy on a weapon or support system (when appropriate).
D. Work Stoppage, Post and Predeployment, and Intermediate Maintenance Activity (IMA)
Support.
This code is entered to closeout MAF when component repair is to be performed at anotherfacility (see NOTE).

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F. Failure of Items Undergoing Check and Test.
Work Request and I-level Assisting Work Center MAFs only.
J. Calibrated - No Adjustment Required.
This code is used when an item is calibrated and found serviceable without need for adjustment.
If the item requires adjustment to meet calibration standards, use code K. This code applies to test,
measurement, and diagnostic equipment (TMDE) only.
K. Calibrated - Adjustment Required.
This code is used when an item must be adjusted to meet calibration standards. If the item needs
repair in addition to calibration and adjustment, use another code indicating the proper maintenanceaction. This code applies to TMDE only.
L. Work Stoppage - Awaiting Parts.
This code is entered when a maintenance action must be stopped or delayed while awaiting
parts, which are not available locally, and a component goes into an awaiting parts status. Use ofthis code is restricted to the I-level. No entries will be made in the (H-Z) Failed/Required Material
section of the close out MAF.
N. Work In-Progress - Close out.
This code is entered by an organizational activity when it becomes necessary to close out amaintenance action during or at the end of a reporting period for any reason, including Subsystem
Capability Impact Reporting (SCIR) change, WO close out. This code will be entered by an IMA toclose out for any reason except awaiting parts (see AT Code L).
P. Removed.
This code is entered when an item of material is removed and only the removal is to beaccounted for. In this instance delayed or additional actions are accounted for separately (see also
codes R, S, and T).
Q. Installed.
for.

This code is entered when an item is installed and only the installation action is to be accounted

R. Remove and Replace.
This code is entered when an item of material is removed due to a suspected malfunction and thesame or a like item is reinstalled (see NOTE).
S. Remove and Reinstall.
This code is entered when an item of material is removed to facilitate other maintenance and thesame item is reinstalled. AT Code S is limited to MAL Codes 800, 804, and 811.
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COMNAVAIRFORINST 4790.2D
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T. Removed and Replaced for Cannibalization.
This code is used when an item of material is removed and replaced as a cannibalization action.
Y. Troubleshooting.
This code is used when the time expended in locating a discrepancy is great enough to warrant
separating troubleshooting time from repair time. Use of this code necessitates completion of two
separate documents, one for the troubleshooting phase and one for the repair phase. Whenrecording the troubleshooting time separately from the repair time, the total time taken to isolate theprimary cause of the discrepancy is recorded on a separate MAF, using the system, subsystem, orassembly WUC (as appropriate).
Z. Corrosion Treatment.
Includes cleaning, treatment, priming, and painting of corroded items that require no otherrepair. This code is always used when actually treating corroded items, either on equipment or in
the shop.
0. Phase and Special inspections, Corrosion Preservation and Depreservation
The numeric 0 will be used in the Action Taken section on all source documents recording lookphase man-hours for acceptance, transfer, special, conditional, major aircraft and combined airframeand engine special inspections; and corrosion, preservation, and depreservation including the closeout of man-hours on the look phase of those inspections at the end of the reporting period.
NOTE: AT Code D is used only when the Transaction (TRANS) Code in block A32 of
the MAF is 31 or 32. AT Code R may be used when the TRANS Code in block
A32 of the MAF is 11, 12, 18, 19, 23, or 25. The use of AT Code R may be usedin block A35 if one of the following conditions is met: (1) if item removed is
identified by a WUC; (2) for TRANS Code 11 an assisting work center, when
the primary work center used AT Code R. For the assisting work center theitem processed must be "0"; (3) for TRANS Code 18 or 19 only when the work
unit coded items are time sensitive or require entries in logbooks/AESR, such as
spark plugs and CADs; (4) for TRANS Codes 23 or 25. AT Codes P, 0, and S
are also used for engine identification in the (H-Z) Failed/Required Material
section of the MAF.
AT Codes 1 through 9 are restricted to those repairable items of material which have been
administratively or technically screened and found to be nonrepairable at an IMA (by designated Ilevel personnel authorized to make these determinations). In keeping with the philosophy of repair
at the lowest practicable level, the IMA is authorized to perform any and all functions for which it
has or can be granted authority and the capability to perform and meet performance specifications.
If more than one BCM code applies, the code reflecting the most serious logistic support deficiency
will be used.

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COMNAVAIRFORINST 4790.2D
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BCM 1 - Repair Not AuthorizedThis code is entered only when the activity is specifically not authorized to repair the item inapplicable directives, for example, required maintenance function not assigned by Source,
Maintenance, and Recoverability (SM&R) code, Maintenance Instruction Manuals (MIM),
maintenance plan, other technical decision, peculiar item from an aircraft not supported by anactivity, and SM&R coded XXXXD.
BCM 2 - Lack of Equipment, Tools, or Facilities
This code is entered when the repair is authorized but cannot be performed because of a lack ofequipment, tools, or facilities, for example, required equipment is on individual material readinesslist (IMRL) but authorized quantity is zero, receipt of authorized IMRL equipment not expected
within 30 days (zero quantity on hand), return of required equipment from repair or calibration notexpected within 30 days, non-IMRL tools and equipment not on hand, lack of permanently installedfacilities, specifically directed by the ACC/TYCOM.
BCM 3 - Lack of Technical Skills
This code is entered when repair is authorized but cannot be performed because of a lack oftechnical skills, for example, permanent billet will be vacant for more than 30 days; temporary
additional duty (TAD) billet will be vacant for more than 30 days; billet incumbent absent, forexample, TAD or leave; formal technical training is nonexistent; formal technical training exists but
cannot be used due to lack of quota or funds; rating, Navy Enlisted Classification (NEC), or Military
Occupational Specialty (MOS) required is not reflected on manpower authorization; rating, NEC, or
MOS is on board but billet not assigned to IMA.
BCM 4 - Lack of Parts
This code is entered when repair is authorized but cannot be performed because required parts
will not be available within guidelines established by applicable directives.
BCM 5 - Fails Check and Test
This code is entered when the activity's authorized level of maintenance is limited to check andtest only and repair is required.
BCM 6 - Lack of Technical Data
This code is entered when repair is authorized, but cannot be performed because of a lack oftechnical data. For example, maintenance manuals or test program sets exist but cannot be obtained
within 30 days, maintenance manuals or test program sets do not exist or cannot be identified within
30 days, applicable manuals or test program sets are available, but do not provide adequate technicalinformation.

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BCM 7 - Beyond Authorized Repair DepthThis code is entered when some level of repair beyond check and test is authorized but themaintenance function required to return the item to a ready for issue (RFI) condition is not assigned
by SM&R code, maintenance technical manuals, maintenance plan, or other technical decision.
BCM 8 - Administrative
This code is entered when repair is authorized and feasible but not attempted due to an
Engineering Investigation (EI) exhibit, scheduled removal component (SRC) data unknown andcannot be determined, item under warranty, excessive backlog, budgetary limitations, materials inexcess of requirements, or specifically directed by the ACC/TYCOM.
NOTE: The determination to use BCM 8 for excessive backlog will be made jointly by
the maintenance and supply officers. BCM 8 for materials in excess ofrequirements and budgetary limitations require ACC/TYCOM approval.
BCM 9 - CondemnedThis code is entered when a repairable item is so severely worn or damaged that repair is not
feasible, as determined by local maintenance personnel, or specifically directed by ACC/TYCOM.
The item is locally condemned and returned to the Supply Department for survey, retrograde, or
scrap (as appropriate) per applicable directives.

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AWAITING MAINTENANCE (AWM) REASON CODES
M1. Awaiting or undergoing depot repair at the reporting custodian site
This code will be documented when no further maintenance can be performed due to D-levelrepair at the reporting custodian site. M1 will be used at the O-level when no further maintenancecan be performed on an aircraft or aircraft component due to one or more of the following reasons:Awaiting depot P&E evaluation; awaiting depot engineering disposition; awaiting depot ISR,
modification, or rework; or when the aircraft is inaccessible for O-level maintenance while
undergoing on-site ISR, modification or rework. M1 will be used at the I-level when no further
work can be performed on engines, components, or equipment due to one or more of the following
reasons: Awaiting depot engineering disposition; awaiting or undergoing depot BCM interdiction.
M2. Support Equipment (SE), hangar, hangar deck spaces, or facilities
Lack of adequate SE, maintenance area, or utility services, such as electricity or air pressure.
M3. Backlog
Workload in excess of work center capability.
M4. Off-shift hours
Maintenance requirement exists beyond normal working hours. This applies only to activities
which do not normally schedule work assignments during the reported period, such as 0001 to 0800,
or during weekend or holiday periods in which personnel are not normally working.
M5. Other
Performance of maintenance precluded by weather, operational conditions, general drill,training, ceremonies, open house, shipboard or shore station imposed restrictions, etc.
M6. Awaiting Intermediate level maintenanceM6 will be used at the O-level when no further work can be accomplished because the engine
or component is either in process at the I-level, or is awaiting on-aircraft processing by the I-level.
M6 will be used at the I-level when no further work can be accomplished because an item isawaiting or undergoing work by another I-level shop.
M7. Flight operations/operational utilization
Weapon systems or equipment unavailable for maintenance due to flight operations orequivalent.
M8. Awaiting other shops or maintenance actions
This code will be documented when no further maintenance can be performed due to other shops
or maintenance actions, for example, Work Center 120 unable to complete functional check on

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flight controls due to Work Center 110 having engine removed. This code should not be confusedwith Reason Code 3 (backlog).
M9. Awaiting maintenance funding
This code will be used when the item cannot be repaired due to a lack of support funding forrequired repair parts or for Beyond Capability of Maintenance (BCM) action or awaiting
disposition. This code may also be used for non-Supply Officer, TYCOM controlled assets such as
SE, test benches, and engines determined to be in excess of demand or uneconomical to repair.
NRFI assets held in M9 status will be tracked in Buffer Management Tool (BMT) as “Non Due In
From Maintenance (DIFM)” workload and will not be available to the maintenance activity for use
in further trouble shooting or cannibalization.
CT. Awaiting maintenance cure time
This code will be used when a maintenance task requires time for curing of an adhesive, sealant,or paint before the maintenance can continue or be completed.
Job Status Codes; Naval Aviation Logistics Command Management Information System(NALCOMIS)
A1.

Pre-Induction Screening.

M4.

AWM Off Shift.

CC.

MAF Canceled.

M5.

AWM Other.

CM.

Contractor Maintenance.

M6.

AWM Awaiting AIMD.

CP.

Contractor Parts.

M7.

AWM Flight/Operational.

CT.

AWM Cure Time (Adhesives, Sealant, M8.
Paint)AWM Awaiting Other Shops.

DD.

Analyst Delete.

M9.

AWM Funding/Disposition

IW.

In Work.

WB.

In Transit from AWP Locker.

JC.

Job Complete.

WP.

AWP In Shop.

M1.

AWM In Depot.

WQ.

AWP In AWP Locker.

M2.

AWM SE/Hangar.

WS.

AWP Work Stoppage.

M3.

AWM Backlog.

WT.

In Transit to AWP Locker.

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GENERAL WORK UNIT CODES (WUC)
The following WUCs are used on the WO/MAF when documenting general maintenanceactions:
030 -Maintenance Inspections. Used for acceptance, transfer, and conditional inspections.

030WMCI For aircraft undergoing an Material Condition Inspection.
040 -Corrosion Prevention. Used when documenting unscheduled corrosion prevention,
including unscheduled aircraft washing.

049

Preservation and Depreservation. Used with end items are preserved for temporary or
long term storage or shipment and for depreservation.

The following WUCs are used on the MAF Work Request or the Intra-Activity Support MAF:
These codes should be used only when a specific WUC does not apply.
050 -General Functions. Includes aeronautical related functions, such as painting,stenciling, lettering, and installing decals; fabric and metal tests; calibration of
mechanical devices; reclamation and salvage; local manufacture and fabrication; andoil analysis. Use code 050 only if none of the following codes apply.

051 -Wheel and Tire Buildup and Teardown.

052 -Check, Test, and Service. Includes items other than those listed in code 050 or thosepower plant and life support items listed under codes 060 and 080, respectively.

060 -Propulsion System Support. Includes tasks such as the handling of engines, propellers
and rotor heads. Use the appropriate specific code from the following list; if none ofthese apply, use code 060.

061 -Quick Engine Change Assembly and Quick Engine Change Kit Buildup and Teardown.

062 -Propeller and Rotor Head Buildup and Teardown.

063 -Engine Test Stand Operation.

NOTE: 06 Series WUCs may not be used on the Intra-Activity Support MAF.
080 -Inspection of Aviators Equipment, Safety and Survival Equipment. For work in thisgeneral category use the appropriate specific code from the following list; if none ofthese apply, use code 080.

081 -Check, Test, Service, and Repack of Parachutes. Includes personnel, cargo, and dragparachutes.

082 -Check, Test, and Service of Flotation Equipment. Includes life rafts and life vests.

083 -Check, Test, and Service of Personal Equipment. Includes torso harnesses, pressure
suits, general flight clothing, and helmets.
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084 -Check, Test, and Service of Oxygen Equipment. Includes oxygen masks, oxygen
regulators, and liquid oxygen converters.

090 -Nonaeronautical Work. Nonaeronautical work is defined as work that cannot beproperly charged to aircraft, power plants, SE, missiles, trainers or other aeronauticalequipment within the scope of TECs "A" through "Y". It includes manufacture,
repair, assembly, disassembly, painting, or other productive labor that contributes tothe overall state of readiness of the reporting unit. Used only with TEC "Z" series.

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INVENTORY CODES
Inventory codes denote the status of the aircraft or equipment as it relates to aircraft status codes
assigned to the aircraft. Inventory codes are as follows:
0 - INVENTORY ONLY
Equipment that is inventoried but for which no mission capability data is collected. These items
will only be gained or lost and will require no change in Material Condition Reporting Status(MCRS) reporting. This code is used for SE, training devices, and missile target inventory reportingand is not applicable to aircraft.
A - FULLY OPERATIONAL
Aircraft or equipment in the inventory system that are in a fully operational status. For aircraft,
those in XRAY status A series.
1 - PHASE DEPOT MAINTENANCE (PDM)
Aircraft or equipment that is enroute to, awaiting, or undergoing PDM.
2 - SPECIAL REWORK AT THE DEPOT FACILITY
Aircraft or equipment that is enroute to, awaiting, or undergoing special rework (modification,
modernization, conversion, or repair) in the physical custody of the depot repair activity.
3 - SPECIAL REWORK AT THE REPORTING CUSTODIAN SITE
Aircraft undergoing depot special rework consisting of modernization, modification,
conversions, or incorporating D-level TDs while in the physical custody of the reporting custodian.
4 - OTHER(Decision to Strike, Remove from Service, Bailment, Loan, etc.). Aircraft or equipment that are
affected by reasons other than standard or special rework. Decision to Strike, Remove from
Service, Bailment, Loan, etc.)
NOTE: Inventory Codes 5 through 8 are for future use.
9 - INVENTORY LOSSAIRCRAFT STATUS CODES FOR USE ON INVENTORY CODESSTATUS CODESINVENTORY CODES

ALL A

A

ALL D, E, F

1

ALL G, H, I (See NOTE)

2

ALL G, H, I (See NOTE)

3

ALL OTHERS

4

Transfers Regardless Of Status Code9

NOTE: Depending on the physical location (UNIT SITE).

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MALFUNCTION (MAL) CODES
Corrosion Control, Types of Corrosion, and Degree of Corrosion
Use these codes when the need for maintenance exists to document the type and degree ofcorrosion found on aircraft, aircraft components, and SE.
NOTE: All maintenance personnel must ensure the proper MAL codes are used (asrequired) per this appendix to document the type and degree of corrosion foundon aircraft, aircraft components, and SE.
Surface Corrosion
C01

Light surface corrosion

C02

Moderate surface corrosion

C03

Severe surface corrosion

Pitting Corrosion
C11

Light pitting corrosion

C12

Moderate pitting corrosion

C13

Severe pitting corrosion

Exfoliation Corrosion
C21

Light exfoliation corrosion

C22

Moderate exfoliation corrosion

C23

Severe exfoliation corrosion

Galvanic Corrosion
C31

Light galvanic corrosion

C32

Moderate galvanic corrosion

C33

Severe galvanic corrosion

Intergranular Corrosion
C41

Light intergranular corrosion

C42

Moderate intergranular corrosion

C43

Severe intergranular corrosion

Stress Corrosion
C51

Light stress corrosion

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C52

Moderate stress corrosion

C53

Severe stress corrosion

Fatigue Corrosion
C61

Light fatigue corrosion

C62

Moderate fatigue corrosion

C63

Severe fatigue corrosion

Fretting Corrosion
C71

Light fretting corrosion

C72

Moderate fretting corrosion

C73

Severe fretting corrosion

Filiform Corrosion
C81

Light filiform corrosion

C82

Moderate filiform corrosion

C83

Severe filiform corrosion

Micro-biological Corrosion
C91

Light micro-biological corrosion

C92

Moderate micro-biological corrosion

C93

Severe micro-biological corrosion

Hydrogen Embrittlement Corrosion
CB1

Light hydrogen embrittlement corrosion

CB2

Moderate hydrogen embrittlement corrosion

CB3

Severe hydrogen embrittlement corrosion

Crevice Corrosion
CC1

Light crevice corrosion

CC2

Moderate crevice corrosion

CC3

Sever crevice corrosion

Hot Corrosion (High Temperature Oxidation)
CD1

Light hot corrosion
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CD2

Moderate hot corrosion

CD3

Severe hot corrosion

Erosion Corrosion
CE1

Light erosion corrosion

CE2

Moderate erosion corrosion

CE3

Severe erosion corrosion

Fiber Optics Components
The following MAL codes are prescribed for fiber optic component defects only.
F01

Fiber Optic connector loose

F02

Fiber Optic terminus dirty

F03

Fiber Optic terminus uncleanable

F04

Fiber Optic terminus end face scratched, shattered, or cracked

F05

Fiber Optic cable broken

F06

Fiber Optic cable improper installation

NOTE: Legacy NALCOMIS OMA will not be updated to reflect these codes.
Wiring and Wiring Components
The following MAL codes are prescribed for use in the Maintenance Data System (MDS) for
wiring and wiring component defects only. The codes are divided into two groups to aid in finding
the most applicable code. The MAL code takes on added significance when used in conjunction
with items under warranty since it may be used to determine a breach of warranty by thegovernment. Therefore, it is imperative that the code most applicable to the malfunction be selectedfrom the following groups.
Inspection (Potential) Failure Group
Use these codes when a need for maintenance exists to prevent an actual wiring or wiring
component failure.
Harness/Wire Chafing
W00

Chafing against combustible/bleed airlines

W01

Chafing against structure/components/non-combustible line

W02

Chafing against control cables/flight control components

W03

Chafing against other wire/wire bundle assembly

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W04

Chafing against chafe protection material/components

W05

Chafed/frayed grounding/bonding strap

Circuit Breakers/Relays
W06

Loose circuit breaker (not properly secured)

W07

Improper terminals

W08

Loose terminals

W09

Loose relay terminal

W10

Missing/damaged relay cover

W11

Loose relay (not properly secured)

W12

Corroded relay/hardware

Connectors
W13

Corroded connector/backshell (external)

W14

Loose/improper/missing/damaged hardware

W15

Improper/damaged/missing potting, seal plugs, or sealant

W16

Missing/damaged rubber bootW17

Improper/damaged/loose connector (including keyway)

Dielectric (Insulation)
W18

Cracked/brittle/deteriorated insulation

W19

Fluid soaked insulation

W20

Nicked insulation

W21

Torn insulation

W22

Peeling/flaking topcoat insulation

W23

Evidence of carbon tracking/arcing

Installation/Security
W24

Improper wire routing (for example, under flammable fluid carrying line(s))

W25Incorrect bend radius

W26

Improper wire bundle slack

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W27

Damaged/missing/improper potting at feed throughW28

Improper /damaged/missing chafe prevention material - includes grommets, strips,
tubing, insulation sheeting, and insulation tape

W29

Loose/missing/broken standoff

W30

Insufficient clearance

W31

Improperly installed wire bundle assembly cushion clamp, includes rubber slipped,
wires against metal, wires clamped to metal, missing clamp, or clamp cushioning
material

W32

Loose/improper or damaged clamp

W33

Missing/broken/improper ties

W34

Loose/missing/broken safety wire

W35

Oversized/undersized clamps

W36

Fluid soaked/deteriorated clamps

Terminal Boards/Modules/Points
W37

Terminal boards - improper/damaged/loose terminals (studs)

W38

Terminal modules - missing sealing plugs

W39

Damaged/missing terminal boards, modules, separators, or covers

W40

Loose terminal boards, modules, or points

W41

Loose solder joints and crimps

W42

Overstripping/understripping

W43

Improper/missing endcaps

W44

Improper/damaged/loose terminals (does not include relays or circuit breakers)

W45

Corroded terminals, posts, etc.

Functional Failure Group
Use these codes when a need for maintenance exists because of an actual wiring or wiring
component failure.
W46
W47

Arced/burned/shorted wiring - due to chafing against structure, equipment or
fluid/pneumatic lines (including overheat detection elements)
Arced/burned/shorted wiring - due to unknown or other causes (including overheat detection
elements)

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W48

Broken/open wiring (including overheat detection elements)

W49

Broken splice

W50

Broken terminal lugs/studs

W51

Broken grounding/bonding strap

W52

Connectors - missing, recessed, bent or broken pins/contacts

W53

Connectors - fluid contaminated

W54

Connectors - corroded (internal)

W55

Burned/overheated terminal lugs/studs

W56

Damaged relay/circuit breaker terminals

W57

Damaged/defective relays

W58

Damaged/defective circuit breakers

W59
W60

Damaged wiring (chafed through/gouged/pinched/nicked/torn) with center conductor
exposed/bareTerminal modules - bent or recessed pin(s)W61

Fluid soaked insulation with center conductor exposed

W62

Defective fuse(s), switches, diodes, light bulbs, and other consumables

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Conditional, Reason For Removal, and Reasons For Failure Codes
NOTES: 1. The following MAL codes are divided into three logical groups to aid in finding
the most applicable code. The MAL code takes on added significance when used inconjunction with items under warranty since it may be used to determine a breachof warranty by the government. Therefore, it is imperative that the code mostapplicable to the malfunction be selected from the following groups.
2. MAL codes provided by NALCOMIS may not exactly match definitions from thisappendix due to data field limitations.
3. Use codes W00 through W62 for wiring and wiring components.
Conditional (No Fault) Group(Use these codes when a nondefective item is removed, or when the defect or malfunction is not
the fault of the item in question.)
Numerical Listing000

ADMINISTRATIVE - look portion of an inspection; or, work request for manufacture

030

MISHAP DAMAGE

086

IMPROPER HANDLING

087

IMPROPER IDENTIFICATION

092

MISMATCHED - electronic part

093

MISSING PART - except code 105 or 110

105

LOOSE, MISSING, OR FAULTY - bolts, nuts, screws, rivets, safety wire, cotter keys,
fasteners, and like items. (NOTE 3)

110

UNINTENTIONAL DEPARTURE OF OBJECTS FROM AIRCRAFT, AIRBORNE, OR
ON THE GROUND140

MISSING SRC CARD, ASR, MSR, OR AESR

158

LAUNCH DAMAGE

174

DELIVERED AIRCRAFT QUALITY – manufacturing related quality issue

246

IMPROPER/FAULTY MAINTENANCE (NOTE 3)

301

FOD - use 374 for internal failure

302

FOREIGN OBJECT - safety wire, fasteners, tools, or other objects discovered in aeronauticalequipment which could lead to FOD if not removed

311

HARD LANDING

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437

DAMAGED DUE TO OPERATOR ERROR - improper selection, positioning, release,
shutdown, activation, or like activities

440

OVERAGE, OBSOLETE OR SURPLUS

570

RADIOGRAPHIC INSPECTION

571

MAGNETIC PARTICLE INSPECTION

572

EDDY CURRENT INSPECTION

573

HARMONIC BOND INSPECTION

574

FIBER-OPTIC BORESCOPE INSPECTION

575

ULTRASONIC INSPECTION

576

LIQUID PENETRANT INSPECTION

577

GASEOUS LEAK TEST

578

ACOUSTICAL COIN-TAP TEST

579

OTHER NDI METHODS

602

FAILED, DAMAGED OR REPLACED - due to malfunction of associated equipment/item731

BATTLE DAMAGE

787

TIRE REMOVAL - normal wear

800

NO DEFECT - component removed and reinstalled to facilitate other maintenance801

NO DEFECT - installation or removal of nonexpendable equipment to reconfigure theaircraft or SE to perform a specific mission - AIRCRAFT MISSION OR SE
RECONFIGURATION

802

NO DEFECT-Component Removed/Reinstalled to FOM-Corrosion Related

804

NO DEFECT - removed and installed due to scheduled maintenance, modification, or high
time

805

NO DEFECT - removed for pool stock

806

NO DEFECT - removed as part of a matched set - NOT FOR USE AT THE O-LEVEL

807

NO DEFECT - component removal and reinstallation directed by higher authority

811

NO DEFECT - removed for troubleshooting and reinstalled on original equipment

812

CANNIBALIZATION - removed for fault isolation or troubleshooting (unit left installed insecond aircraft)

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813

CANNIBALIZATION - directed by higher authority (above squadron level inter-activity
transfer of equipment or item). NOTE: Use MAL Code 801 for mission essential equipment
regarding aircraft deconfiguration/reconfiguration only

814

CANNIBALIZATION - Operation launch/turnaround requirements (part not readily
available within required time constraints)

815

CANNIBALIZATION - repairable part carried but not on hand in local supply system

816

CANNIBALIZATION - repairable part not carried in local supply system

817

CANNIBALIZATION - consumable part not carried.

818

CANNIBALIZATION - lack of available deck space/SE/test equipment for troubleshooting(unit left installed in second aircraft.)

877

TRANSPORTATION DAMAGE

Reason for Removal Group
This group of codes generally describes trouble symptoms or apparent defects prompting
removal of malfunctioning items for repair.
Numerical Listing
010

POOR OR NO FOCUS

020

WORN, STRIPPED, CHAFED, FRAYED - except electrical wiring

037

FLUCTUATES, OSCILLATES - frequency or RPM unstable, intermittent, weak, or no
stabilization

051

FAILS TO TUNE/DRIFTS

069

FLAME OUT

070

BROKEN, BURST, RUPTURED, PUNCTURED, TORN, CUT (NOTE 3)

117

DETERIORATED/ERODED (NOTE 3)

135

BINDING, STUCK, JAMMED

150

CHATTERING

185

CONTAMINATION - metallic

188

GLAZED

190

CRACKED, CRAZED (NOTE 3)255

NO OUTPUT

257

OFF COLOR

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281

HIGH OUTPUT

282

LOW OUTPUT

306

CONTAMINATION - nonmetallic

307

CONTAMINATION - Chemical or Biological

308

CONTAMINATION - Radiological314

ACCELERATION/DECELERATION IMPROPER

320

ENGINE COMPRESSOR STALLS, BUZZ, CHUG, THUMP325

NON-RECOVERABLE IN-FLIGHT SHUTDOWN - Engine

326

NO ENGINE OIL PRESSURE INDICATION

327

FLUCTUATING ENGINE OIL PRESSURE INDICATION

328

LOW ENGINE OIL PRESSURE INDICATION

329

HIGH ENGINE OIL PRESSURE INDICATION

334

TEMPERATURE INCORRECT381

LEAKING - internal or external

383

LOCK-ON MALFUNCTION

398

OIL CONSUMPTION EXCESSIVE

425

NICKED OR CHIPPED (NOTE 3)

429

PEELED OR BLISTERED (NOTE 3)

464

OVERSPEED/RUNAWAY OPERATION

465

UNDERSPEED

503

SUDDEN STOP520

PITTED

525

PRESSURE/VACUUM/COMPRESSION INCORRECT537

LOW POWER OR THRUST - mechanical561

UNABLE TO ADJUST TO LIMITS

585

SHEARED

599

TRAVEL OR EXTENSION INCORRECT

622

WET (NOTE 3)

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649

SWEEP MALFUNCTION

652

AUTOMATIC ALIGN TIME EXCESSIVE

653

GROUND SPEED ERROR EXCESSIVE681

SHUTTER HUNG/NO TRIP

682

NO AZIMUTH OR DRIFT

690

VIBRATION EXCESSIVE

693

AUDIO/VIDEO FAULTY696

FLUID LOW

780

BENT, BUCKLED, DENTED, COLLAPSED DISTORTED, OR TWISTED

781

TIRE LEAKAGE EXCESSIVE OR BLOWOUT

782

DEFECTIVE OR DAMAGED TIRE SIDEWALL, TREAD, BEAD, ETC.

823

NO START, STALLED/HUNG START, HOT START, DETONATION, OR HARD/LATE
AFTERBURNER LIGHT

846

DELAMINATED

900

BURNED OR OVERHEATED (NOTE 3)

916

IMPENDING OR INCIPIENT FAILURE - indicated by oil analysis (JOAP)

922

ENGINE MONITORING SYSTEM INDICATES OVERTEMP LIMIT EXCEEDED932

DOES NOT ENGAGE, LOCK OR UNLOCK PROPERLY (NOTE 3)

935

SCORED, SCRATCHED, GOUGED, BURRED (NOTE 3)

956

ABNORMAL FUNCTION - of computer mechanical equipment

958

NO OR INCORRECT DISPLAY/SCOPE PRESENTATION

959

FAILS TO TRANSFER TO REDUNDANT EQUIPMENT

989

LOW COOLANT FLOW

Reasons for Failure Group
This group of codes generally describes underlying defects or basic failure reasons determined
during repair of items exhibiting trouble symptoms.
Numerical Listing
007

ARCING, ARCED (NOTE 3)

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008

NOISY, MICROPHONIC, GASSY, HIGH ANODE CURRENT, LOW GM/EMISSION, OR
OPEN FILAMENT/TUBE CIRCUIT

028

CONDUCTANCE INCORRECT

029

CURRENT INCORRECT

064

MODULATION INCORRECT

088

GAIN OR STANDING WAVE RATIO INCORRECT127

ADJUSTMENT OR ALIGNMENT IMPROPER

128

RIGGING/INDEXING INCORRECT167

TORQUE INCORRECT169

VOLTAGE INCORRECT177

FUEL FLOW INCORRECT180

CLOGGED, OBSTRUCTED, PLUGGED - use code 306 for contamination

191

ENGINE OIL PRESSURE TRANSMITTER FAILS DUE TO VIBRATION(S)192

ENGINE OIL PRESSURE TRANSMITTER FAILS DUE TO CONNECTOR,
CONNECTOR CORROSION, BENT PINS193

ENGINE OIL PRESSURE TRANSMITTER FAILS DUE TO OIL CONTAMINATION194

ENGINE OIL PRESSURE TRANSMITTER FAILS DUE TO HIGH INDICATION

195

ENGINE OIL PRESSURE TRANSMITTER FAILS DUE TO LOW INDICATION196

ENGINE OIL PRESSURE TRANSMITTER FAILS DUE TO TRANSMITTER SHORT279

SPRAY PATTERN DEFECTIVE OR FUEL NOZZLE COKED

290

FAILS – diagnostic/automatic tests

292

FAILS – acceptance check

295

FAILS – check/test

350

INSULATION BREAKDOWN

374

INTERNAL FAILURE – use 301 for FOD

410

LACK OF/IMPROPER LUBRICATION416

OUT OF ROUND420

SPAR SPLINTERING447

WRONG LOGIC - program or computer
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450

OPEN (NOTE 3)458

OUT OF BALANCE

481

KEY WAY OR SPLINE DAMAGED/WORN (NOTE 3)567

RESISTANCE/IMPEDANCE HIGH

568

RESISTANCE/IMPEDANCE LOW

615

SHORTED - including internal (NOTE 3)651

AIR IN SYSTEM

679

SIGNAL DISTORTION - input/output pulse, data link errors, etc.

695

SYNC ABSENT OR FAULTY

697

MAGNETIC TAPE BROKEN/FAULTY

698

FAULTY – card or micrologic device

703

PROGRAM FAILURE

710

BEARING FAULTY

720

BRUSH, SLIP RING/COMMUTATOR WORN EXCESSIVELY/FAILURE

766

OUT OF SPECIFICATION/CHANGE OF VALUE

799

NO DEFECT - malfunction could not be duplicated, item checks good962

POWER OUTPUT DIP/LOW - electronic

969

CANNOT RESONATE - input cavity, magnetron

991

OUT OF FREQUENCY - does not track tuning curve, poor spectrum

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ORGANIZATION (ORG) CODE STRUCTURING
PurposeORG codes are three-character codes that identify the reporting and processing activities
associated with maintenance and operational data. The first character of the ORG code is structured
to facilitate the grouping and summarization of data by major commands. The second and third
characters are assigned to identify specific units within the major command. Organizational
relationships to CVW, MAG, Wing, or Base as well as Local IMA and Supply are also dynamicallymaintained within the ORG code system, including begin and end dates for these assignments.
Aircraft reporting custodians are also assigned a PUC controlled by COMNAVAIRFOR (N422D).
Detailed listings of assigned codes are available in the DECKPLATE Organization Code Translator
located within DECKPLATE Reference Lookups.
General Guidelines
a. ORG codes will not ordinarily be changed as a result of the internal reorganization or
relocation of units within a major command.
b. ORG codes will not be changed when an activity has a name change.
c. An ORG code will not be reassigned to another activity. An ORG code will be reassigned
only when organizations are reestablished or returning to the major command from which
previously assigned. ORG codes are assigned and are unique to activities. Examples: Squadrons,
Detachments, Force Level Ship IMAs and Supply Departments, Unit Level Ships, Organic andCommercial Rework Activities, Foreign Military, etc. Codes are managed within DECKPLATEAIRRS by COMNAVAIRFOR N422D. Organizational relationships to
MAG/CAG/Wing/IMA/ASD/Homeport are also dynamically maintained within this system,
including begin and end dates for these relationships. Ongoing minor changes in organizational
relationships as well as entity name changes should be brought to the attention of
COMNAVAIRFOR (N422D) via e-mail at cnap-av3m@navy.mil so that the accuracy ofrelationships can be maintained expeditiously. Activities with responsibility as aircraft reporting
custodians are also assigned a PUC controlled by COMNAVAIRFOR (N422D).
Code Structuring
The first character of an organization code indicates a major command:A-

Atlantic Fleet Squadrons and Shore Stations

B-

Atlantic Fleet Squadrons with Detachments

C-

Atlantic Fleet Ships

D-

Pacific Fleet Ships

F-

Atlantic Fleet Marine Force Activities

G-

Pacific Fleet Marine Force Activities

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J-

Naval Air Maintenance Training GroupK-

Naval Air Reserve Squadrons

M-

Marine Activities Not Assigned to a Fleet Marine ForceP-

Pacific Fleet Squadrons and Shore Stations

Q-

Pacific Fleet Squadrons with Detachments

R-

Naval Air Reserve Training Activities

S-

Marine Air Reserve Training Activities

T-

Naval Air Training Activities

W-

Naval Air Systems Command Activities

Z-

Miscellaneous Activities

Squadrons with Detachments
Squadrons that normally operate detachments are assigned codes in the B series (Atlantic Fleet)and Q series (Pacific Fleet). A zero in the third position of the code, for example, BE0, will
designate the parent activity. Detachments of these squadrons will be assigned permanentorganization codes within the structure of the basic code assigned to the parent activity, for example,
BE1, BE2. The parent activity will request appropriate code changes, additions, or deletions when
(1) forming a detachment that is not listed in the master list, or (2) disestablishing a detachment
listed in the master list. Requests can be sent via the cognizant Wing, Marine Aircraft Wing
(MAW), or Immediate Superior In Command (ISIC) by naval letter or e-mail. Message address:
COMNAVAIRFOR SAN DIEGO CA//N422/N422D//Letter address: COMNAVAIRFOR ATTN:
CODE N422D, PO BOX 357051 SAN DIEGO, CA 92135-7051. E-mailnamp_policy.fct@navy.mil. Naval Supply Weapon Systems Support (NAVSUP WSS) will be
included as an information addressee. Requests will include the detachment designation, PUC,
deployment location, effective date of the detachment formation or disestablishment, and a brief
reason for the change.
Request for Addition, Deletion, or Change of ORG Codes
Requests for additions, deletions, or changes to ORG codes must be submitted by naval letter to
COMNAVAIRFOR (Code N422D) via the cognizant Wing, MAW, or equivalent ISIC.
NOTE: To expedite processing, letters may be scanned and submitted by e-mail tonamp_policy.fct@navy.mil.
a. Naval letter format:
From: (Requesting Activity)
To:

Commander Naval Air Forces (Code N422D)

Via:(Wing commander for approval and endorsement)
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COMNAVAIRFORINST 4790.2D
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Subj: AVIATION ORGANIZATION CODE CHANGE REQUEST
1. The following organization code addition or deletion is requested.
ADD or DELETE:
ORG NAME:
UNIT IDENTIFICATION CODE:PERMANENT UNIT CODE:
CVW/MAG ASSIGNED:
2. Justification: This paragraph will contain a justification for the request, any amplifying
information considered necessary, and a command Point Of Contact (POC) with Defense
Switch Network (DSN) and commercial phone numbers.

(Requester's Signature)
Copy to:
COMNAVAIRSYSCOM, Enterprise Services Division
COMFRC FST HQ Technical Data Department, NATEC
b. Mailing address:
COMMANDER NAVAL AIR FORCESATTN: N422D
PO BOX 357051
SAN DIEGO, CA 92135-7051
Upon approval, COMNAVAIRFOR N422D will inform COMNAVAIRSYSCOM, Enterprise
Services Division and COMFRC FST HQ Technical Data Department, NATEC.

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COMNAVAIRFORINST 4790.2D
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SPECIAL INSPECTION WORK UNIT CODES (WUC)
Seventh Position Matrix
Seventh Position of Interval Grouping WUC, for example, hours, days, cycles:
A
01-20
B
21-30
C
31-40
D
41-50
E
51-60
F
61-90
G
91-100H
101-140J
141-185K
186-230L
231-300M
301-400N
401-500P
501-600Q
601-900
R
901-1100S
1101-1500
T
1501-3700
U
3701-6900
V
6901-8000
W
8001-10000
X
10001-14000
Y
14001-20000
Z
20001-24999
For inspections based on intervals of 25,000 and above, such as rounds of ammunition loaded or
fired, divide the interval by 100 and enter the derived character. For example, intervals of 25,000,
50,000, and 125,000 equate to L, N, and S respectively. For inspections based on weeks, convert tonumber of days and select the proper seventh position based on days, for example, 4 weeks = 28days = B. Convert all SE Periodic Maintenance (PM) inspection intervals, as called for inapplicable MRCs, to the nearest 7 day increment, for example, 1 year = 52 weeks; 1 quarter = 13
weeks; 1 month = 4 weeks; and 1 week = 7 days).

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COMNAVAIRFORINST 4790.2D
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TECHNICAL DIRECTIVE (TD) STATUS CODES
Status Code Explanation
A - Assisting Work CenterC - Complied With
D - Does Not Apply (Note 1)
P - Previously Complied WithQ - TD Removal (Note 2)
W - Work in Progress
NOTES: 1. Use of Status Code D must be verified by a Quality Assurance Representative (QAR).
2. TD removal will be documented in the same manner as TD incorporation. The only
exceptions being the use of TD Status Code Q in action taken code the (H-Z) record will beblank.

Technical Directive (TD) Codes
Alphabetical List
CODE
58

TITLE
Accessory Bulletin (AYB)

61

Accessory Change (AYC)

99

Age Exploration Bulletin (AEB)94

Airborne Software Bulletin (ASB)

93

Airborne Software Change (ASC)76

Airborne Weapon Bulletin (AWB)75

Airborne Weapon Change (AWC)67

Aircrew System Bulletin (ACB)

66

Aircrew System Change (ACC)74

Airframe Bulletin (AFB)

50

Airframe Change (AFC)57

Aviation Armament Bulletin (AAB)

56

Aviation Armament Change (AAC)

55

Avionics Bulletin (AVB)
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COMNAVAIRFORINST 4790.2D
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54

Avionics Change (AVC)41

Commodity Software Bulletin (CSB)40

Commodity Software Change (CSC)

52

Dynamic Component Bulletin (DCB)

51

Dynamic Component Change (DCC)

79

Meteorological Equipment Bulletin (MEB)73

Meteorological Equipment Change (MEC)87

Mission Software Change (MSC)

88

Mission Software Bulletin (MSB)

92

Naval Air Maintenance Trainer Bulletin (NTB)91

Naval Air Maintenance Trainer Change (NTC)98

Naval Air Maintenance Trainer Support Software Bulletin (TSB)

97

Naval Air Maintenance Trainer Support Software Change (TSC)

69

Photographic Bulletin (PHB)

68

Photographic Change (PHC)

01Power Plant Bulletin (PPB)02

Power Plant Change (PPC)

65

Propeller Bulletin (PRB)

64

Propeller Change (PRC)

04

Quick Engine Change Kit Bulletin (QEB)

03

Quick Engine Change Kit Change (QEC)

08

Reusable Container Bulletin (RCB)07

Reusable Container Change (RCC)84

Ship Installed and Expeditionary Airfield Launch, Recovery, and Visual Landing Aid
Equipment Bulletin (LRB)83

Ship Installed and Expeditionary Airfield Launch, Recovery, and Visual Landing Aid
Equipment Change (LRC)63

Support Equipment Bulletin (SEB)

62

Support Equipment Change (SEC)
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COMNAVAIRFORINST 4790.2D
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96

Support Software Bulletin (SSB)95

Support Software Change (SSC)

78

Target Control System Bulletin (TCB)

77

Target Control System Change (TCC)

06

Training Equipment Bulletin (TEB)05

Training Equipment Change (TEC)

Numerical List
CODE
01

TITLE
Power Plant Bulletin (PPB)02

Power Plant Change (PPC)

03

Quick Engine Change Kit Change (QEC)

04

Quick Engine Change Kit Bulletin (QEB)

05

Training Equipment Change (TEC)06

Training Equipment Bulletin (TEB)

07

Reusable Container Change (RCC)

08

Reusable Container Bulletin (RCB)40

Commodity Software Change (CSC)

41

Commodity Software Bulletin (CSB)

50

Airframe Change (AFC)51

Dynamic Component Change (DCC)52

Dynamic Component Bulletin (DCB)

54

Avionics Change (AVC)

55

Avionics Bulletin (AVB)

56

Aviation Armament Change (AAC)

57

Aviation Armament Bulletin (AAB)

58

Accessory Bulletin (AYB)

61

Accessory Change (AYC)

62

Support Equipment Change (SEC)63

Support Equipment Bulletin (SEB)
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64

Propeller Change (PRC)

65

Propeller Bulletin (PRB)66

Aircrew System Change (ACC)67

Aircrew System Bulletin (ACB)

68

Photographic Change (PHC)

69

Photographic Bulletin (PHB)

73

Meteorological Equipment Change (MEC)74

Airframe Bulletin (AFB)75

Airborne Weapon Change (AWC)76

Airborne Weapon Bulletin (AWB)

77

Target Control System Change (TCC)

78

Target Control System Bulletin (TCB)

79

Meteorological Equipment Bulletin (MEB)83

Ship Installed and Expeditionary Airfield Launch, Recovery, and Visual Landing Aid
Equipment Change (LRC)84

Ship Installed and Expeditionary Airfield Launch, Recovery, and Visual Landing Aid
Equipment Bulletin (LRB)87

Mission Software Change (MSC)

88

Mission Software Bulletin (MSB)

91

Naval Air Maintenance Trainer Change (NTC)

92

Naval Air Maintenance Trainer Bulletin (NTB)93

Airborne Software Change (ASC)94

Airborne Software Bulletin (ASB)

95

Support Software Change (SSC)96

Support Software Bulletin (SSB)

97

Naval Air Maintenance Trainer Support Software Change (TSC)98

Naval Air Maintenance Trainer Support Software Bulletin (TSB)99

Age Exploration Bulletin (AEB)

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TIME OR CYCLE PREFIX CODES
The alphabetic codes listed below are to be used to prefix entries in the removed and installed
section on the WO/MAF to denote type of data being reported. All entries in this section will be
preceded by an alphabetic prefix, and sufficient zeros will be added between the prefix and the firstsignificant numeric character to make a total of five digits.
A. Type Equipment Time
Used to report the removal and installation of equipment not having an hour meter installed oran Aeronautical Equipment Service Record (AESR), Assembly Service Record (ASR), Module
Service Record (MSR), Equipment History Record (EHR), or Scheduled Removal Component(SRC) card maintained. This reflects the total type equipment time in whole hours only, on the end
item from which the component was removed. All entries in these sections must be five digits, forexample, report 27 hours type equipment time as A0027. If Type Equipment Time exceeds 9,999
hours, record the last four digits only, for example, 10,231 hours would be recorded as A0231. For
equipment without logbooks, where Total Type Equipment Time is unknown, such as Test,
Measurement, and Diagnostic Equipment (TMDE), use A0000.
B. Captive Flights
Total number of captive flights on the equipment. (For use with missiles and missile targets
only.)
C. Operating Hours or Counts on Components Having MSR, ASR, EHR, or SRC Cards
Use total time since rework or overhaul, if known, whole hours only. If unknown, use timesince new. For ASR, EHR, or SRC components or modules using other than hours or counts fortime/cycle monitoring system accounting, use appropriate code.
D. DaysNumber of days
E. Operating Hours or Counts for Items Having an AESR
For items which have an AESR, for example, engines, propellers, in-flight refueling stores, andfor components of these items where Code C does not apply, enter time since rework or overhaul if
known, whole hours only, as recorded in the AESR. If unknown, enter time since new. For AESR
items using other than hours or counts for time/cycle monitoring system accounting use appropriate
code.
F. Flight Hours. Total flight hours(For use with missile targets only.)

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G. Date of Manufacture
Date the item was manufactured, as recorded on the equipment or associated documents. Date
to be entered and read as MMYY, for example, 0320. (For use with survival equipment only.)
H. Date Placed Into Service
Date the equipment was placed into service, as recorded on the equipment or associateddocuments. Also used to designate the open date or propellant manufacture date for cartridges(CART), cartridge actuated devices (CAD), or propellant actuated device (PAD). Date to be enteredand read as MMYY, for example, 0320. (For use with survival equipment and expeditionary
airfield lighting, matting, Fresnel lens, visual communication systems, and CARTs, (CADs, orPADs.)
K. Arrestments
Number of accumulated aircraft arrestments since new, if available; otherwise, number since
overhaul.
(For use with aircraft-installed arresting gear and expeditionary airfield equipment only). In thecase of expeditionary airfield equipment, use this code to record number of arrestments on thearrester engine assembly, deck pendant tapes, and tape connector only; use Code M to record hourmeter reading on retriever engine.
L. LandingsEnter the current total of landings recorded on the aircraft. If total exceeds 9,999 landings,
record only the last four digits, for example, 10,231 landings would be recorded as L0231.
M. Meter Time
Number of accumulated hours on equipment and components as shown on the hour meter.
(Enter whole hours only.)
N. Rounds Fired
Enter the total number of rounds fired since overhaul, if available; otherwise, enter the total
number of rounds fired since new. Data will be rounded to the nearest hundred for entering on themaintenance document. If the figure exceeds 999,999 drop the left most digit and round off to thenearest hundred. Examples: 46 rounds would be reported as N0000, 68 rounds would be reported
as N0001, 638 rounds would be reported as N0006, 2,437 rounds would be reported as N0024,
180,779 rounds would be reported as N1808, 1,000,241 rounds would be reported as N0002.
P. CyclesEnter the number of cycles since overhaul, if available; otherwise, enter the number of cycles
since new, for example, number of bombs dropped from a bomb rack.

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S. Starts
Enter actual number of starts on equipment/components as shown on start meter or actual
number of starts on equipment/component recorded by other devices.
T. Catapult ShotsEnter the number of actual catapult shots recorded on equipment and components.
U. Months Installed
Number of accumulated months equipment was installed since new (if available); otherwise,months since overhaul.
W. WarrantyThis code indicates that the component is under warranty. After the prefix code, enter the lengthof the warranty period in time/cycles, or the date of warranty expiration. Information about
warranty length/expiration date can be found on the data plate affixed to the item, or in its logbook
or associated records. If the expiration of the warranty is by date, enter on the MAF the year andmonth, for example, if warranty expires September 2004, enter W0409. For contingency, code W
may be used only in fields E47 and G43.
X. Contract NumberThis code indicates the contract number of the component under warranty. After the prefix
code, enter the last four characters of the contract number. The contract number can be found on thedata plate affixed to the item, or the logbook or associated records, for example, if the contract
number is N00019-95-C-0129, enter X0129. For contingency, code X may be used only in fields
E52 and G48 only.

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COMNAVAIRFORINST 4790.2D
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TRANSACTION (TRANS) CODES
TRANS codes denote the type of data being reported. Codes 00, 02, and 03 particularly are forreporting custodians.
TRANS CODE USE00

Is used to report an inventory gain.

02

Is used to report a change in the material condition reporting status of anequipment, for example, IN/OUT reporting.

03

Is used to report an equipment loss.

11

a. On-Equipment work not involving removal of defective or suspected
defective components/items.
b. On supporting engine documents not having a removal of a defective or
suspected defective component/item when the engine is not specifically
identified to a particular aircraft, for example, JRPX (see NOTE).
c. This code is also used at the O-level or I-level when closing out amaintenance action.
d. On supporting documents where corrosion treatment is performed at the
IMA and this treatment is a separate and distinct action apart from therequired repair.

12a. On-Equipment work, including engines, involving nonrepairable components/items documented as failed parts.
b. Engine identification documented in the (H-Z) Failed/Required Material
section and indexed (Use Transaction Code 12) (see NOTE).

14

Removal of a nondefective component/item (excluding cannibalization, see
Transaction Code 19), from an engine, to be processed at the O-level.
(TRANS Code 18 will be used for the removal and replacement of a complete
nondefective engine. In the case of a nonserialized component/item, theMAF must be a single zero (0).

15Installation of a nondefective component/item, excluding cannibalization (seeTRANS Code 19) on an engine to be processed at an O-level activity. In thecase of a nonserialized component/item, the installed section of the WO/MAF
serial number must be a single zero (0).

16Removal of a nondefective component/item, excluding engine
components/items and a cannibalization (see TRANS Code 18), to beprocessed at an O-level activity. In the case of a nonserialized

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COMNAVAIRFORINST 4790.2D
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TRANS CODE USE
component/item, the installed section of the WO/MAF serial number must bea single zero (0) (see NOTE).
17

Installation of a nondefective component/item (excluding engine
components/items and cannibalization). In the case of a nonserializedcomponent/item, the installed section of the WO/MAF serial number must bea single zero (0) (see NOTE).

18

Used to document the following for components/items at O-level and I-level
activities (excluding engine components/items at the O-level):a. Removal and replacement of nondefective components and items toaccomplish a cannibalization action (AT Code T).
b. Removal and replacement of those consumable components and items
subject to a scheduled removal interval or items of supply significance, forexample, precious metal content (AT Code R).

19

Used to document the following for engine components and items at the Olevel:a. Removal and replacement of a nondefective component or item toaccomplish a cannibalization action (AT Code T).
b. Removal and replacement of those consumable components and items
subject to a scheduled removal interval or items of supply significance, forexample, precious metal content (AT Code R).
Failed/Required Material.

20

Removal and replacement of nondefective consumable component forcannibalization (NTCSS Optimized OMA activities only).

21

Will be used when a repairable component is removed (excluding engines andengine components) for processing at an IMA or D-level maintenanceactivity. This code is used when only the removal must be documented and areplacement is not required (see NOTE).

23

Removal and replacement of a defective, suspected defective, or scheduled
maintenance of a repairable component from an end item (excluding engine
components at the O-level). Additionally, this TRANS Code will be used forthe removal and replacement of a complete engine assembly for a defect,
suspected defect, or scheduled maintenance requirement. The removal
component is to be processed at an IMA or D-level maintenance activity. For
IMA only - Use this TRANS Code for removal and replacement of engine
modules and components when the engine is the end item (see NOTE).

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TRANS CODE USE
24

Will be used when a repairable engine component is removed for processing
at an IMA or D-level activity. This code is used only when the removal must
be documented and the replacement is not required.

25

Removal and replacement of a defective or suspected defective repairable
component from an engine. The removed component to be processed at an
IMA or D-level activity.

30

Is used to document components processed through the IMA for check, test,
service, manufacture, and fabrication, as well as weapons
assembly/disassembly and other weapons support functions.

31

Work performed on a removed repairable component with no failed parts or
awaiting parts documented in the Failed/Required Material sections. Thisaction is normally performed at the IMA. (See TRANS Code 11 forsupporting engine document.)

32

Work performed on a removed repairable component with failed parts,
awaiting parts, or cannibalization actions documented in the Failed/Required
Material sections. This action is normally performed at the IMA.

39

Close out for man-hours or awaiting parts at an IMA.

41

a. TD compliance with no part number change or non-serialized components.
b. O-level close out of SCIR impacted TD items (NALCOMIS Legacy).

47

Used to document TD compliance on all serialized components, regardless ofwhether there is a part number change.

72

Will be used to report subsystem capability and impact reporting data by thereporting custodian when transient maintenance is performed by other than
the reporting custodian.

NOTE: When an engine is a supply asset, not undergoing repair or inspection inducted froman O-level activity TRANS codes 11, 12, 16, 17, 21, or 23 must be used.

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COMNAVAIRFORINST 4790.2D
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TYPE EQUIPMENT CODES (TEC)
This section describes the general format of Type Equipment Codes (TECs) and Optimized
Organizational Maintenance Activity (OOMA) assembly codes used in the Maintenance Data
System (MDS). Specific TEC management information can be found in NAVAIR Technical
Manual 00-25-8, Business Rules for Assignment and Management of WUC and TEC. Activities
requiring specific TEC/OOMA assembly code information should contact the NAVAIRTEC/OOMA Assembly Team at tecmgr@navy.mil.
TECs are four character codes which identify either the end item or category of equipment on
which work is performed. Codes in each specific category are structured in the manner best suited
to describe the equipment concerned. Detailed TEC assignments can be found in the TEC
Translator section of the DECKPLATE Web site(https://deckplate.navair.navy.mil/cognos/bi/?perspective=classicviewer&pathRef=.public_folders%
2FDECKPLATE+Reference+Lookups%2FType+Equipment+Code+Translator&id=iFF854DC7FE
234AE7A52AA0B3745081E7&objRef=iFF854DC7FE234AE7A52AA0B3745081E7&type=report&format=HTML&Download=false&prompt=true&cmProperties%5Bid%5D=iFF854DC7FE234AE
7A52AA0B3745081E7&cmProperties%5BdefaultName%5D=Type+Equipment+Code+Translator&cmProperties%5Btype%5D=report&cmProperties%5Bpermissions%5D%5B%5D=execute&cmPr
operties%5Bpermissions%5D%5B%5D=read&cmProperties%5Bpermissions%5D%5B%5D=traverse). To maintain the stability of historical data, a TEC is considered unique to an end item over its
life cycle and for a designated time period after it has been retired. Post-retirement time periods are
as follows:
Aircraft and UAS Control Systems – 20 years
All other TECs – 7 years
ASSEMBLY CODE (ASSY CD)
An Assembly Code is an alternative means of identifying an end item used exclusively within the
OOMA NALCOMIS application. OOMA Assembly Codes are structured as a three or fourcharacter alpha-numeric code that will only be used in the event a Type Equipment Code (TEC)
assignment is not practical. Each Assy CD will have a direct relationship to a
COMNAVAIRSYSCOM approved TEC. In instances where an Assy CD is associated withmultiple TECs, the TEC/Assembly Code Manager COMFRC FST HQ Technical Data Department
will determine and assign a primary TEC for data warehousing purposes.

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COMNAVAIRFORINST 4790.2D
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TYPE MAINTENANCE (TM) CODES
The following TM Codes are prescribed for use on the MAF:
B. Unscheduled Maintenance
Used for all maintenance actions except the following:a. The look phase of any inspection.
b. The look phase and fix phase of all aircraft inspections, engine inspections, SE Preventive
Maintenance (PM) inspections, and missile equipment rehabilitation inspections.
c. Calibration of TMDE.
d. Transient maintenance.
D. Daily, Turnaround, Special Inspections and Preservation or Depreservation Actions
Used to document special inspections, preservation, depreservation, and for documenting
discrepancies discovered during, daily inspections, preoperational inspections, or turnaroundinspections. The following examples apply:
a. With respect to aircraft, this code is used for daily inspections and turnaround inspections,preservation or depreservation actions, airframe special inspections based on calendar days, andcombined airframe and engine special inspections based on calendar days.
b. With respect to SE, this code is used for preservation or depreservation actions, airframe
special inspections based on calendar days, and combined airframe and engine special inspections
based on calendar days and documenting discrepancies discovered during daily inspections,preoperational inspections, and turnaround inspections.
c. Equipment with a prescribed standard inspection cycle, such as mini-regs, parachutes notcovered by MRCs, and survival equipment.
E. Acceptance and Transfer Inspection
Acceptance inspections and transfer inspections on aircraft, SE, and missile targets.
F. Transient Maintenance
Maintenance performed on equipment in a transient status.
G. Phase Inspection
Phased maintenance inspections on aircraft (excluding uninstalled engine inspections), both lookphase and fix phase.

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COMNAVAIRFORINST 4790.2D
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J. Major Engine Inspection
This code is used for uninstalled engine inspections for both the look phase and fix phase.
K. Special Engine Inspection
This code is used for all special inspections performed exclusively on engines, installed oruninstalled, for both the look phase and fix phase.
L. Local Manufacture or Fabrication Actions for Nonaeronautical Material
M. Hourly Special Aircraft Inspections
This code is used for airframe and combined airframe and engine hourly interval special
inspections for both the look phase and fix phase.
N. Cycle or Event Special Aircraft Inspections
This code is used for airframe and combined airframe and engine special inspections based uponcycles or events, for example, rounds fired, arrested landings, launches. This code is used for boththe look phase and fix phase.
P. Periodic Maintenance, Postlaunch Rehabilitation Inspections, and Scheduled Calibration
Used to document both look phase and fix phases of the following type of inspections:a. Periodic Maintenance inspections on SE and expeditionary airfield equipment.
b. Scheduled calibration of TMDE.
c. Postlaunch rehabilitation of recoverable targets following each launch and recovery andmajor inspections on targets not normally rehabilitated, including non-recoverable types.
S. Conditional Inspection.
The look phase and fix phases of conditional inspections on aircraft, engines, SE, and missile
targets, and conditional (unscheduled) calibration of TMDE.
T. Supply Support
All work performed as a result of a MAF work request received from a supply activity.
U. Reclamation and Salvage
All work performed in connection with reclamation and salvage actions.
The following TM Codes are prescribed for use by Power Plants Work Centers with specificengine repair capability:

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1. First-Degree Repair
First-degree repair is repair which includes compressor rotor replacement or disassembly to adegree that the compressor rotor assembly can be removed.
2. Second-Degree Repair
Second-degree repair by designated IMAs includes the repair or replacement of turbine rotors
and combustion sections (including afterburners), and the repair or replacement of reduction
gearboxes and torque shafts which are considered repairable within the limits of the approved
intermediate maintenance handbooks.
3. Third-Degree Repair
Third-degree repair encompasses the same gas turbine engine repair capability as the seconddegree repair except that certain functions which require high maintenance man-hours and are of
low incident rate are excluded.

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TYPE WORK ORDER (WO)/ MAF CODES
Type WO/MAF Code to Discrepancy
AC Acceptance/Post-depot Inspection Control

MF

SDLM or Enhanced Phase Maintenance(EPM) Fix Phase

AD Assist Maintenance

ML

SDLM or EPM Look Phase

AF

Acceptance/Post-depot Inspection Fix Phase MX

SDLM or EPM Single Work Center

AL

Acceptance/Post-depot Inspection Look
Phase

OC

One Time Inspection Control

AT

Technical Directive Assist

OF

One Time Inspection Fix Phase

AX Acceptance/Post-depot Inspection Single
Work CenterOL

One Time Inspection LookBC

Depreservation Control

OM

Other Type Maintenance

BF

Depreservation Fix Phase

OX

One Time Inspection Single Work Center

BX Depreservation Single Work Center

PC

Phase Control

CC

Conditional Inspection Control

PF

Phase Fix Phase

CF

Conditional Inspection Fix Phase

PL

Phase Look Phase

CL

Conditional Inspection Look Phase

PW

Phase Look Phase (OIMA only)

CM Cannibalization Maintenance

PX

Phase/Periodic Maintenance Inspection
Single Work Center

CP

Corrosion Prevention

QT

Technical Directive Deconfigure

CT

Corrosion Treatment

SC

Special Inspection Control

CW Conditional Inspection Look Phase (OIMA
only)

SD

Depreservation Work Center Action

CX Conditional Inspection Single Work CenterSD

Special Discrepancy (OIMA only)D

Discrepancy (OIMA only)SF

Special Inspection Fix Phase

DF

Daily/Turnaround/Pre/Post flight
Discrepancy

SI

Special Induction (OIMA only)

DM Discrepancy Maintenance

SL

Special Inspection Look Phase

ES

Engine Support (OIMA only)SP

Preservation Work Center Action

ET

Technical Directive (Engine) SCIRSW

Special Inspection Look (OIMA only)

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FC

Preservation Control

SX

Special Inspection Single Work Center

FF

Preservation Fix Phase

T

Cannibalization (OIMA only)FO

Facilitate Other MaintenanceTC

Transfer/Pre-depot Inspection Control

FX

Preservation Single Work Center

TD

Technical Directive

HA Hosting Activity

TF

Transfer/Pre-depot Inspection Fix PhaseIAIntra-Activity Support

TL

Transfer/Pre-depot Inspection Look PhaseIC

IMC/P Control (OOMA only)

TM

Transient MaintenanceIF

IMC/P Fix Phase (OOMA only)TS

TroubleshootingIL

IMC/P Look Phase (OOMA only)

TX

Transfer/Pre-depot Inspection Single
Work Center

MC SDLM Control or EPM Fix Phase

WR

Work Request

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Discrepancy to Type WO/MAF CodeAcceptance/Post-depot Inspection Control

AC

Other Type Maintenance

OM

Acceptance/Post-depot Inspection Fix Phase

AF

Phase Control

PC

Phase Fix PhasePF

Acceptance/Post-depot
Phase

Inspection

Look AL

Acceptance/Post-depot Inspection Single
Work Center

AX

Phase Look Phase

PL

Assist MaintenanceAD

Phase Look Phase (OIMA only)

PW

Cannibalization (OIMA only)

T

Phase/Periodic Maintenance Inspection PX
Single Work Center

Cannibalization MaintenanceCM

Preservation Control

FC

Conditional Inspection Control

CC

Preservation Fix Phase

FF

Conditional Inspection Fix Phase

CF

Preservation Single Work Center

FX

Conditional Inspection Look Phase

CL

Preservation Work Center Action

SP

Conditional Inspection Look Phase (OIMA CW
only)

SDLM or Enhanced Phase Maintenance MC(EPM) Control

Conditional Inspection Single Work Center

CX

SDLM or EPM Fix Phase

MF

Corrosion PreventionCP

SDLM or EPM Look Phase

ML

Corrosion Treatment

CT

SDLM or EPM Single Work Center

MX

Daily/Turnaround Pre/Post Flight
Discrepancy

DFSpecial Discrepancy (OIMA only)SD

Depreservation Control

BC

Special Induction (OIMA only)SI

Depreservation Fix Phase

BF

Special Inspection Fix Phase

SF

Depreservation Single Work Center

BX

Special Inspection Control

SC

Depreservation Work Center Action

SD

Special Inspection Look Phase

SL

Discrepancy (OIMA only)DSpecial Inspection Look (OIMA only)SW

Discrepancy MaintenanceDM

Special Inspection Single Work Center

SX

Engine Support (OIMA only)

ES

Technical Directive

TD

Facilitate Other Maintenance

FO

Technical Directive Assist

AT

Hosting Activity

HA

Technical Directive Deconfigure

QT

IMC/P Control (OOMA only)

IC

Technical Directive (Engine) SCIRET

IMC/P Fix Phase (OOMA only)

IF

Transfer/Pre-depot Inspection Control

TC

IMC/P Look Phase (OOMA only)

IL

Transfer/Pre-depot
Phase

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Intra-Activity Support

IATransfer/Pre-depot
Phase

One Time Inspection Control

OC

Transfer/Pre-depot Inspection Single TX
Work Center

One Time Inspection Fix Phase

OF

Transient MaintenanceTM

One Time Inspection LookOL

TroubleshootingTS

One Time Inspection Single Work Center

OXWork RequestWR

Other Type Maintenance

OM

Phase Control

PC

E-45

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WHEN DISCOVERED (WD) CODESWD Code Explanation for Aircraft and Engines
A. Before Flight - Abort
This code is used when a need for maintenance is discovered after the aircrew accepts theaircraft and maintenance discrepancy causes the flight to be cancelled.
B. Before Flight - No Abort
This code is used when a need for maintenance is discovered after the aircrew accepts theaircraft, but the maintenance does not cause cancellation of the flight.
C. In-Flight - Abort
This code is used when a need for maintenance is discovered in-flight and it becomes necessary
to abort the flight.
D. In-Flight No Abort
This code is used when a need for maintenance is discovered in-flight and it is not necessary toabort the flight.
E. After Flight/Between Flight - AircrewThis code is used when a need for maintenance is discovered between flights, for example,
during a passenger stop, a pilot notices a drop in fuel pressure.
F. Pilot/NFO Inspection
This code is used when a need for maintenance is discovered during a pilot/NFO aircraft
inspection which is not flight related.
G. Acceptance/Transfer Inspection
This code is used when a need for maintenance is discovered during an acceptance/transfer
inspection, regardless of the depth of the inspection.
H. Between Flights - Ground Crew
This code is used when a need for maintenance is discovered between flights by personnel otherthan the aircrew, for example, a taxi director notices an oil leak from an engine while directing apilot into the chocks.
J. Daily Inspection
This code is used when a need for maintenance is discovered during a daily inspection which is
performed independently of any other inspection.

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K. Turnaround Inspection
This code is used when a need for maintenance is discovered during a turnaround inspection.
L. Special Inspection, Preservation/Depreservation
This code is used when a need for maintenance is discovered during a special inspection orpreservation/depreservation.
M. Major or Phase Inspection
This code is used when a need for maintenance is discovered during a phase inspection foraircraft or during a major inspection for engines. This code will also apply to aircraft for which asingle type of inspection is prescribed (as opposed to intermediate/major) and to periodic
maintenance inspections on SE.
O. Administrative
This code is used when an administrative action is required, for example, inspection documents,
check, test, or service, cannibalization, FOM.
P. Functional Check flight
This code is used when the need for maintenance is discovered during a flight which was
conducted for the purpose of testing for proper functioning of the airframe, power plant, accessories,
and other items of equipment. The use of this code is limited to those items in the FCF checklist as
requiring test during the flight.
Q. Conditional Inspection
This code is used when a need for maintenance is discovered during an inspection which does
not have a prescribed interval and depends upon occurrence of certain circumstances or conditions.
R. QA Inspection
This code is used when a need for maintenance is discovered during any receiving, screening,in-process or final QA inspection (scheduled or unscheduled) conducted by personnel acting in thecapacity of QAR, CDQAR, or CDI.
S. Oil Analysis Recommendation
This code is used when a need for maintenance is discovered as a result of a recommendationfrom the JOAP/NOAP.
U. Modification/PDM/Overhaul/Airline MaintenanceThis code is used when a need for maintenance is discovered during unscheduled D-level
maintenance.

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V. Related Maintenance Action
This code is used when a need for maintenance by another work center is discovered during a
related maintenance action. (Used by assisting work centers only.)
W. In-Shop Repair/Disassembly for MaintenanceThis code is used when a need for maintenance is discovered during in-shop repair/disassembly
for maintenance. (Applies to levels 2 and 3 maintenance only.)
X. Test Bench/Engine Test Stand Operation
This code is used when a need for maintenance is discovered on aeronautical components
installed in test benches, ready room, and line shacks, or when a need for maintenance is discovered
during engine test stand operation.
Y. Upon Receipt or Withdrawal from Supply
This code is used when parts, components, or assemblies are received or withdrawn from supply
and found to be discrepant upon installation.
NOTE: The use of When Discovered Codes is for the most part self-explanatory. In case of
doubt, however, use the code, which most logically identifies when the need formaintenance was discovered, that is, P would take precedence over C.
Code Explanation for Support Equipment, Precision Measuring Equipment, and Aeronautical
Expeditionary Airfield Equipment
C. Equipment Operation - Caused Equipment Downtime
This code is used when a need for maintenance is discovered during equipment operation andequipment down time results.
D. Equipment Operation - Did Not Cause Equipment Downtime
This code is used when a need for maintenance is discovered during equipment operation and noequipment downtime results.
F. Unscheduled Maintenance, Preservation, or Depreservation
This code is used when a need for maintenance is discovered during unscheduled maintenance,
preservation, or depreservation.
G. Acceptance and Transfer Inspection
This code is used when a need for maintenance is discovered during an acceptance or transfer
inspection.

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J. Local Inspection/Shift Verification
This code is used when a need for maintenance is discovered during either an inspection
required by local command or a verification check on SE between shifts.
M. Scheduled Inspection
This code is used when a need for maintenance is discovered during any scheduled inspection
using MRCs.
O. Administrative
This code is used when an administrative action is required, for example, inspection documents,
items removed and replaced for check/test/service, cannibalization, or removal and reinstallation to
FOM.
P. Operational System Check
This code is used when a need for maintenance is discovered during a systems test conducted to
discover defects and maladjustments.
Q. Conditional Inspection/AIMD Calibration
This code is used when a need for maintenance is discovered during an inspection or calibration
which does not have a prescribed interval and depends upon occurrence of certain circumstances orconditions.
R. QA Inspection
This code is used when a need for maintenance is discovered during any receiving, screening,in-process or final QA inspection (scheduled or unscheduled) conducted by personnel acting in thecapacity of QAR, CDQAR, or CDI.
S. Oil Analysis Recommendation
This code is used when a need for maintenance is discovered as a result of a recommendationfrom the JOAP/NOAP.
T. Scheduled Calibration at AIMD
This code applies to TMDE only and is used by the AIMD when a need for maintenance isdiscovered during scheduled calibration.
U. D-Level Maintenance/Calibration
This code is used when a need for maintenance is discovered during a D-level maintenance orcalibration.

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V. Related Maintenance Actions
This code is used when a need for maintenance by another work center is discovered during a
related maintenance action. (Used by assisting work centers only.)
W. In-Shop Repair or Disassembly for MaintenanceThis code is used when a need for maintenance is discovered during in-shop repair ordisassembly for maintenance.
Y. Upon Receipt or Withdrawal from Supply
This code is used when parts, components, or assemblies are received or withdrawn from supply
and found to be discrepant upon installation.
Code Explanation for Missiles, Missile Targets, Target Engines, and Airborne Mine Countermeasures Equipment
A. Before Flight - Abort - Launch Crew
This code is used when a need for maintenance is discovered by a launch crew before flightwhich makes it necessary to abort the mission.
B. Before Flight - No Abort - Launch Crew
This code is used when a need for maintenance is discovered by a launch crew before flight andit is not necessary to abort the mission.
C. In-Flight - Abort
This code is used when a need for maintenance is discovered in-flight and it becomes necessary
to abort the mission.
D. In-Flight - No Abort
This code is used when a need for maintenance is discovered in-flight and it is not necessary toabort the mission.
G. Acceptance and Transfer Inspection
This code is used when a need for maintenance is discovered during initial buildup and test,
acceptance or transfer inspection.
H. Between Flights - Ground Crew
This code is used when a need for maintenance is discovered by ground crew personnel otherthan the launch crew, for example, a maintenance crew member notices an oil leak from an engine
while the target or Airborne Mine Countermeasures (AMCM) sled is in the hangar between
operations.

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J. Daily Inspection
This code is used when a need for maintenance is discovered during a daily inspection which is
performed independently of any other inspection.
K. Prelaunch or Turnaround Inspection
This code is used when a need for maintenance is discovered during a prelaunch or turnaroundinspection.
L. Special Inspection, Preservation/Depreservation
This code is used when a need for maintenance is discovered during a special inspection orpreservation/depreservation.
M. Post Launch Rehabilitation Inspection
This code is used when a need for maintenance is discovered during rehabilitation inspection ofa target, after recovery.
O. Administrative
This code is used when an administrative action is required, for example, inspection documents,
check/test/service, cannibalization, facilitate other maintenance (FOM).
P. Test and Evaluation Flight or Operational System Check
This code is used for all needs for maintenance discovered during a flight which was conducted
for the sole purpose of testing a target, target engine, accessories, or installed equipment; or when an
AMCM system test is conducted for the sole purpose of discovering defects and maladjustments.
Q. Conditional Inspection
This code is used when a need for maintenance is discovered during an inspection which does
not have a prescribed interval and depends upon the occurrence of certain circumstances orconditions, for example, retest console, combined systems check, hot start, and handling damage.
R. QA Inspection
This code is used when a need for maintenance is discovered during any receiving, screening,in-process or final QA inspection (scheduled or unscheduled) conducted by personnel acting in thecapacity of QAR, Collateral Duty Quality Assurance Representative (CDQAR), or Collateral Duty
Inspector (CDI).
S. Oil Analysis Recommendation
This code is used when a need for maintenance is discovered as a result of a recommendationfrom the Joint Oil Analysis Program (JOAP) or Navy Oil Analysis Program (NOAP).

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V. Related Maintenance Action
This code is used when a need for maintenance by another work center is discovered during a
related maintenance action. (Used by assisting work centers only)
W. In-Shop Repair/Disassembly for MaintenanceThis code is used when a need for maintenance is discovered during in-shop repair/disassembly
for maintenance.
X. Upon Receipt or Withdrawal from Supply
This code is used when parts, components, or assemblies are received or withdrawn from supply
and found to be discrepant upon installation.
WORK CENTER CODES
The following standard Work Center Codes are prescribed for use in the MDS. Work centers
may be division, branch, or section level elements of the organization representing functional areasof responsibility to which maintenance personnel are permanently assigned.
Work Center Codes will be selected from this appendix and assigned locally to the depth
necessary to reflect the organizational structure in effect.
NOTE: The third position of the work center code can be locally assigned where needed at thediscretion of the MO/AMO. Division and Branch association are identified by the
first and second position of the work center code and must be maintained.
Work Center Codes in this section are structured to correspond with a standard organization.
These codes may be changed only with approval of COMNAVAIRFOR (N422). Recommendations
for changes will be submitted per Chapter 1.
TABLE OF WORK CENTER CODES
Organizational and Intermediate Level Activities Only
Code

Function

010

Maintenance Officer

01A

Assistant Maintenance Officer

01B

Training/ASM

01C

Manpower

01D

SEAOPDET

01E

AIRSpeed Continuous Process Improvement

011

Maintenance/Material Control Officer

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Code

Function

020

Maintenance/Production Control

021-022 May be assigned only upon approval of ACC/TYCOM
02N

NALCOMIS MDBA/A, SA/A

030

Maintenance Administration

040

Quality Assurance/Analysis

04A

Technical Library

050

Material Control

05C

Accountable Material/IMRL Manager

05D

Aviation Tool Issue/Tool Control Center

05H

Hazardous Material Control

060

Not assigned

070

Not assigned

080

Not assigned

08A

Not assigned

08B

Not assigned

08C

Not assigned

08D

Not assigned

08E

Not assigned

08F

Not assigned

08G

Not assigned

08H

Not assigned

08L

Not assigned

08M

Not assigned

08N

Not assigned

Organizational Level Activities Only (Notes 1 and 4)
CodeFunction

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100

Aircraft Division

110Power Plants Branch

11A

Jet Engine Shop

11B

Reciprocating Engine Shop

11C

Auxiliary Fuel Stores/Tanker Shop

11P

Propeller Shop118

Not assigned

120

Airframes Branch

12A

Structures Shop

12B

Hydraulic Shop

12C

Corrosion Control Shop

12L

Low Observable Shop128

Not assigned

130

Aviation Life Support Systems Branch

13A

Aircrew Personal/Protective/Survival Equipment Shop

13B

Egress/Environmental Systems Shop138

Not assigned

140

Periodic Maintenance Branch

150

Targets Branch

15A

Missile Targets Shop

15B

Miscellaneous Targets Shop160

AMCM Department

16A

Device Division

16B

AV/WEPS Division

16C

Tactical Support Division (Note 2)

170-180 Not assigned
190

Aviation Training Equipment Division

200

Avionics/Armament Division

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210

Electronics Branch

213

Electronic Countermeasures (Marine Corps only)

215

Special Projects

218

Not assigned

220Electrical/Instrument Branch

228

Not assigned

230

Armament Branch238

Not assigned

240

Reconnaissance/Photo Branch

24A

Aerial Camera Shop

24B

Sensor Systems Shop

250

ASCAC/TSC Branch (Note 3)

260

RADAR/Fire Control Branch268

Not assigned

270

Anti-submarine Warfare Branch

280

Integrated Weapons Branch288

Not assigned

290

UAS Control Station Support

300

Line Division

310

Plane Captain Branch

310

Power Line (Marine Corps only)318

Not assigned

31P

Propeller Repair Shop (Marine Corps only)

320

Troubleshooter Branch

330

Support Equipment Branch

340

Transient Maintenance Branch

350

Flight Crew Branch360

Configuration Branch

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361-390 Not assigned
Intermediate Level Activities Only (Note 4)
Code

Function

012

General Maintenance Officer Afloat (IM-2)

013

Avionics/Armament Officer Afloat (IM-3)

014

SE Officer Afloat (IM-4)015

Support Services Officer Afloat(IM-5) (Note 2)024

Power Plants Production Control (IMA only)025

Airframes Production Control (IMA only)

026

Avionics Production Control (IMA only)

027

Armament Production Control (IMA only)

028

Aviation Life Support Systems Production Control (IMA only)

029

Support Equipment Production Control (IMA only)

05A

Material Screening (AMSU/JASU)

05B

Material Procurement/Accounting

400

Power Plants Division410

Jet Engine Branch

41B

CFM56 Aircraft Engine Repair Shop

411

Jet Engine Component Repair Shop

412

Auxiliary Power Units/Support Equipment Gas Turbine Engines

413

Afterburner Shop

414

Power Plants Module Repair Shop

415

Power Plants Can-UnCan Shop

41A

Not Assigned

41F

J85 Engine Shop

41L

T56 Engine Repair Shop

41N

T64 Engine Repair Shop

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41Q

T400 Engine Repair Shop

41R

T700 Engine Repair Shop

41T

F402 Engine Repair Shop

41U

F404 Engine Repair Shop

41V

F414 Engine Repair Shop

430

Propeller Branch

431

Propeller Component Repair Shop

440

Rotor Dynamics Branch

450

Test Cell for Engine Model #1

451

Test Cell for Engine Model #2

460

Auxiliary Fuel Stores Branch

470

JOAP/NOAP Analysis Lab

480

Power Plants Welding Shop500

Airframes Division

510

Structures Branch

51A

Structures Shop

51B

Paint Shop

51C

Welding Shop

51D

Machine Shop

51E

Tire/Wheel Shop

51F

Composites Repair Shop

51G

Engraving Shop520

Hydraulics/Pneumatics Branch

52A

Hydraulics Shop

52B

Brake Shop

52C

Strut Shop

530

IMA NDI Branch

53A

Radiography Shop

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53B

Electrical/Chemical Shop

540

Electro-Plating/Anodizing Branch (Note 5)

550

Additive Manufacturing551-590 Not assigned
600

Avionics Division

60A

Avionics Corrosion Control Branch

60C

Mobile Maintenance Facility Support Branch (USMC)

610

Comm/Nav Branch

61A

Communication Shop

61B

Navigation Shop

61C

Mission Computer Shop

61D

COMSEC/CRYPTO Repair Shop

620

Electrical/Instrument Branch

62A

Electric Shop

62B

Instrument Shop

62C

Battery Shop, Lead Acid

62D

Battery Shop, Nickel Cadmium and Lithium Ion

62E

CSD/Generator Shop

62F

Inertial Navigation Shop

630

Fire Control RADAR Branch

63A

Not assigned

63B

Not assigned

63C

Not assigned

63D

Not assigned

63E

Not assigned

63F

Not assigned

63G

Not assigned

63H

Not assigned

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640

Radar/ECM Branch

64A

Non-Fire Control Radar Shop

64B

ECM Shop

64C

DECM Shop

64D

FLIR/Optical Shop

64F

EA-18G ALQ-99 Shop

64G

ALQ-99 CASS WRAs and Related TPS

64I

Misc ECM CASS WRAs and Related TPS

64J

Misc DECM CASS WRAs and Related TPS

650

Integrated Weapons System Branch

65A

RADCOM Station Maintenance

65B

Misc Avionics (CASS) WRAs

65C

CASS Bench Maintenance and Misc Avionics (CASS) TPS

65D

Misc Avionics WRAs (RADCOM) SACE Radar Shop

65E

Weapons System Missile Component Shop

65F

FTE/DTS (Factory Test Equipment/Digital Test Station) Shop

65G

ATS/IATS

65H

ATS/IATS Station Maintenance660

ASW Branch

66A

Acoustic Equipment Shop

66B

Non-Acoustic Equipment Shop

670

Field Calibration Activity (FCA) Branch

67A

FCA Receipt and Issue

67B

FCA Electrical/Electronic Calibration Shop

67C

FCA Physical/Mechanical Calibration Shop

67D

TMDE Repair Shop

67E

Computer Repair Shop

680

Reconnaissance/FLIR Branch

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68A

FLIR/Optical Shop

68B

ATFLIR Pod Maintenance Shop

68C

Unassigned for future use

690

Module/Microminiature Repair Branch

69A

HTS Module Test/Trouble Shooting Shop

69B

Micro/Miniature Repair Shop

69C

Cable/Connector Repair Shop

69D

Trouble Shooting Shop

69E

Module Analysis Shop

69F

EMTC Module Test/Trouble Shooting Shop

69G

HATS Module Test/Trouble Shooting Shop

69H

Point to Point Testing/Circuit Card Test and Repair Systems

700

Armament Division

710

Ordnance Branch

71A

Armament Systems Pool

71B

Gun Shop

71C

Armament Equipment Repair Shop

71D

Racks/Launcher Shop

71E

Tow Reel Repair Shop

720

Special Weapons Branch

72A

Special Weapons Test/Repair Shop730

Weapons Department

731

Armament Weapons Support Equipment732

Not Assigned

733

Navy Weapons Department G-1 Issue and Receipts, Ordnance Control/MALS Ammunition
Stock Recording Section

734

Armory/MALS Armory G-2

735

Assembly/MALS Munitions G-3

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736

Aircraft Gun Loading Shop

737-739 Not assigned
740

Airborne Mine Countermeasures (AMCM) Branch

74A

AMCM Sled Shop

74B

AMCM Structural Component Repair Shop

74C

AMCM Avionic/Electric Component Repair Shop

74D

AMCM Hydraulic Component Repair Shop

750-790 Not Assigned
800

Aviation Life Support Systems Division

810

Aviators Safety and Survival Equipment Branch

81A

Parachute Shop

81B

Aviators Safety Equipment Shop

81C

Oxygen Regulator and Equipment Shop

81D

Not assigned

820

Oxygen/Nitrogen Generating Facility

830-890 Not assigned
900

Support Equipment Division901

SE Training/License

902

SE IMRL Management

903

SE Material Control

904

SE Rework Facility

90A

SE Pool

910

SE Gas Engine Repair Branch

91A

SE Gas Turbine Repair Shop

91B

Aircraft Handling/Servicing Equipment Engine Repair Shop

920

SE Structural/Hydraulic Branch

92A

SE Structural Repair Shop

92B

SE Hydraulic Repair Shop

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92C

LOX/Oxygen/Nitrogen Servicing Equipment Repair Shop

92D

SE Corrosion Control Branch

930

SE Electrical Repair Branch

940

SE Component Repair Branch

950

SE Periodic Maintenance Branch

970

Air Conditioning Repair Branch

980

Flight Deck Troubleshooter Branch

990

Mobile Maintenance Facility Support Branch (USN)

Activities with Depot FRC Artisans Assigned Only (NOTE 7)
CodeFunction

420

Jet Engine Branch (Artisan)421

Jet Engine Component Repair Shop (Artisan)422

APU/SE Gas Turbine Repair Shop (Artisan)

423

Afterburner Repair Shop (Artisan)

424Power Plants Module Repair Shop (Artisan)

42A

J52 Engine Repair Shop (Artisan)

42L

T56 Engine Repair Shop (Artisan)

42N

T64 Engine Repair Shop (Artisan)

42Q

T400 Engine Repair Shop (Artisan)

42R

T700 Engine Repair Shop (Artisan)

42T

F402 Engine Repair Shop (Artisan)

42U

F404 Engine Repair Shop (Artisan)

42V

F414 Engine Repair Shop (Artisan)432

Propellers and Propeller Component Repair Shop (Artisan)

452

Test Cell (Artisan)

462

Auxiliary Fuels Stores Branch (Artisan)

51H

Structures Shop (Artisan)

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51L

Paint Shop (Artisan)

51M

Welding Shop (Artisan)

51N

Machine Shop (Artisan)

51P

Tire/Wheel Shop (Artisan)

51Q

Composite Repair Shop (Artisan)

51X

Structures Branch (Artisan)

52D

Hydraulic Shop (Artisan)

52E

Brake Shop (Artisan)

52F

Strut Shop (Artisan)

52X

Hydraulic/Pneumatic Branch (Artisan)531

NDI Branch (Artisan)

53C

Radiography Shop (Artisan)

53D

Electrical/Chemical Shop (Artisan)

54A

Electro-Plating/Anodizing Branch (Artisan)

60B

Avionics Corrosion Control (Artisan)

61F

Communications Shop (Artisan)

61G

Navigation Shop (Artisan)

61L

Mission Computer Shop (Artisan)

61M

COMSEC/Crypto Repair Shop (Artisan)

61X

COMM/NAV Branch (Artisan)

62G

Electric Shop (Artisan)

62H

Instrument Shop (Artisan)

62J

Lead/Acid Battery Shop (Artisan)

62K

Nickel/Cadmium Battery Shop (Artisan)

62L

CSD/Generator Shop (Artisan)

62M

Inertial NAV Shop (Artisan)

62X

Electrical/Instrument Branch (Artisan)

63J

APG-65/73 CASS WRAs and Related TPSs (Artisan)

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63X

Fire Control Radar Branch (Artisan)

64K

Non Fire Control Radar Shop (Artisan)

64L

ECM Shop (Artisan)

64M

DECM Shop (Artisan)

64N

FLIR/Optical Shop (Artisan)

64P

DECM POD Shop (Artisan)

64Q

EA-18G ALQ-99 Shop (Artisan)

64R

ALQ-99 CASS WRAs and Related TPSs (Artisan)

64S

S-3 CASS WRAs and Related TPSs (Artisan)

64T

Misc ECM CASS WRAs and Related TPSs (Artisan)

64U

DECM CASS WRAs and Related TPSs (Artisan)

64X

Radar/ECM Branch (Artisan)

65J

RADCOM Station Maintenance (Artisan)

65K

Misc Avionics (CASS) WRAs (Artisan)

65L

CASS Bench Maintenance and Misc Avionics (CASS) TPSs (Artisan)

65N

Weapons Systems Missile Components Shop (Artisan)

65P

ATS/IATS (Artisan)

65Q

ATS/IATS Station Maintenance (Artisan)

65R

FTE/DTS/RADCOM Shop (Artisan)

65X

Integrated Weapons System Branch (Artisan)

66C

Acoustic Equipment Shop (Artisan)66D

Non Acoustic Equipment Shop (Artisan)

66X

ASW Branch (Artisan)

67F

TMDE Electrical/Electronic Calibration Shop (Artisan)

67G

TMDE Physical/Mechanical Calibration Shop (Artisan)

67H

TMDE TAMS Repair Shop (Artisan)

67J

Computer Repair Shop (Artisan)

67X

TMDE Branch/Field Calibration Activity (Artisan)

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1 Feb 2021
68D

FLIR/ATFLIR Shop (Artisan)

68X

Reconnaissance/Photo Branch (Artisan)

69J

HTS Module Test/Trouble Shooting Shop (Artisan)

69K

MICRO/Miniature Repair Shop (Artisan)

69L

Cable/Connector Repair Shop (Artisan)

69M

Trouble Shooting Repair Shop (Artisan)

69N

Module Analysis Shop (Artisan)

69P

EMTC Module Test/Trouble Shooting Shop (Artisan)

69Q

Pinpoint/Protrack (Artisan)

69X

Module/Microminiature Repair Shop (Artisan)

81X

ALSS/Ejection Seat Shop (Artisan)

Other
Code

Function

X00

Miscellaneous

X10

Supply (MAG/Navy)

X20

In-Flight Maintenance

X30

Away-from-Home Maintenance

X40

Standard Rework Control (level 3)

X41

Standard Rework O-level (level 1)

X42

Standard Rework I-level (level 2)

X43

Assistance Teams - All man-hours expended by special assistance teams, for example,
personnel from FRCs, factory personnel (excluding Technical Representatives), aredocumented to this work center. Also, general work center for assistance

X44

In Service Repair (level 3)

X45

Modification (level 3)

NOTE: Work Center Codes X50 through X5T are for contractor use only.
X50

Contractor Support

X55

Paint Shop

X59

Support Equipment Shop

E-65

COMNAVAIRFORINST 4790.2D
1 Feb 2021
X5A

ATE Lab

X5B

Battery Locker

X5C

Calibration Lab

X5D

Parachute Packing

X5E

Test Cell Maintenance

X5F

Flotation Shop

X5L

Prop Shop

X5P

Oxygen Shop

X5S

Weld Shop

X5T

Tire Shop

NOTES: 1. O-level Work Center Codes may be assigned or used by an IMA if the IMA is
responsible for performing O-level maintenance functions.
2. This work center will be used for non-aircraft maintenance, local organization
purposes only. No documentation in the Aviation 3M Data System is allowed using
this work center code.
3. Work Center 250 will ordinarily be under the administrative control of the local
operations department.
4. I-level Work Center Codes may be assigned or used by an O-level activity, if the
O-level is designated as responsible for performing I-level maintenance function.
5. May be used only when the IMA has been specifically designated by
COMNAVAIRSYSCOM to perform the function (formerly "SX").
6. (All Intermediate Level activities only) All work centers that include the terms
division and branch, for example, 400, 500, 600, 51X, and 62X, are consideredadministrative work centers. Administrative functions may be combined at thebranch or division level for work centers with minimal manning. However, a more
specific Work Center Code will be used for the documentation of maintenance andproduction efforts.
7. Artisan work centers are considered virtual work centers and were designed tocapture maintenance and production data only. They are not intended to maintainadministrative processes, such as required reading boards, maintenance technicalmanual libraries, or associated collateral duties. The majority of these work
centers do not contain enough personnel to maintain those administrative functions.

E-66

COMNAVAIRFORINST 4790.2D
1 Feb 2021
These functions must be maintained in the corresponding branch or traditional Ilevel work center.
8. The occurrence of standard rework (on-site) will be documented by MaintenanceControl. The control MAF/WO will be issued to X40.
9. To provide accurate man-hour accounting by rate, corrective maintenanceactions must be documented against the host work center whenever practical, forexample, 110 and 120.

E-67

COMNAVAIRFORINST 4790.2D
1 Feb 2021
APPENDIX F
Data Entry ProceduresThis appendix contains the data entry procedures necessary to enter aviation maintenance andmaterial management (3M) data from source documents into the standard 3M formats and theformats of records to be forwarded to Commander, Naval Air Systems Command (Enterprise
Services Division) and Type Commander (as appropriate). The following applies:
Under the A, N, E, OTHER Column
A = Alphabetic
N = Numeric
E = Either alphabetic or numeric
OTHER = Alphanumeric with embedded Blanks/Special Characters
Under the SPECIAL INSTRUCTIONS Column
RJ = Right Justified
LJ = Left Justified
ZF = Zero Filled

F-1

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 60, 62, 64, and 65
DESCRIPTION

Material Issue, Material Issue Correction, Technical Directive (TD)Compliance Material Issue, and Initial Outfitting Issue Records

SOURCEDOCUMENT

Naval Aviation Logistics Command Management Information System(NALCOMIS)SOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENT

B

1-3

E

ORG

8-22

4-18

E

NSNPN

23-24

19-20

A

UI

25-29

21-25

N

QTY

36-39

26-29

N

REQDAT

40-43

30-33

E

REQNUM

L, M

34-36

E

JCNORG

L, M

37-39

N

JCNDAY

L, M

40-42

E

JCNSER

L, M

43-44

E

JCNSUF

N

45-48

E

TEC

55-56

49-50

E

COG

57-59

51-53

E

PROJ

60-61

54-55

N

PRI

P

56-62

E

WUC

LJ

R

63-67

E

MFGR

LJ

70

68

A

PURP

71

69

A

COND

73

70

A

MCC

BELOW V

71-74

N

SUPDAT

DCF

75-77

E

DPCODE/SUPOR
G

DCF

78

E

AWAY

V

79-80

N

RECTYP

F-2

SPECIALINSTRUCTIONS
LJ
RJ, ZF

Note 160, 62, 64 or 65

COMNAVAIRFORINST 4790.2D
1 Feb 2021
NOTE: Enter the local supply organization code of where the document originated.

F-3

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 66
DESCRIPTION

Service Market (SERVMART) Record

SOURCEDOCUMENT

DD Form 1348

SOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENT

B

1-3

E

ORG

NOT USED

4-44

N

45-48

E

TEC

NOT USED

49-55

U

56-63

N

TOTPRCNOT USED

64-70

BELOW V

71-74

N

SUPDAT

DCF

75-77

E

DPCODE/SUPO
RG

DCF

78

E

AWAY

V

79-80

N

RECTYP

SPECIALINSTRUCTIONSRJ, ZF, Note 1

Note 266

NOTES: 1. TOTPRC will be entered in dollars and cents with an assumed decimal.
2. Enter the local supply organization code of where the document originated.

F-4

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 67
DESCRIPTION

Indirect Material Issue Record

SOURCEDOCUMENT

NALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENT

B

1-3

E

ORG

8-22

4-18

E

NSNPN

23-24

19-20

A

UI

25-29

21-25

N

QTY

36-39

26-29

N

REQDAT

40-43

30-33

E

REQNUMNOT USED

34-44

N

45-48

E

TEC

55-56

49-50

E

COG

57-59

51-53

E

PROJ

60-61

54-55

N

PRI

P

56-62

E

WUC

LJ

R

63-67

E

MFGR

LJ

70

68

A

PURP

71

69

A

COND

73

70

E

MCC

BELOW V

71-74

N

SUPDAT

DCF

75-77

E

DPCODE/SUPOR
G

DCF

78

E

AWAY

V

79-80

N

RECTYP

SPECIALINSTRUCTIONS
LJ
RJ, ZF

Note 1

67

NOTE: Enter the local supply organization code of where the document originated.

F-5

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 61, 63
DESCRIPTION

Maintenance Action Form or Work Order (MAF or WO)
Component Ready for Issue or Beyond Capability of Maintenance(RFI or BCM)

SOURCEDOCUMENTOPNAV 4790/60 Copy 2

SOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONS

A22

1-7

E

WUC

LJ

A48

8-11

E

TEC

E08

12-16

E

MFGR1

NOT USED

17-26

1

27-29

E

ORG

2, 3

30-44

E

NSNPN

4

45-46

A

UI

5

47-48

N

QTY

6

49-50

E

COG

7

51

A

PURP

8

52

A

COND

9

53

E

MCC

11

54-57

N

SUPDATNOT USED

58-60

A08

61-63

E

JCNORG

A11

64-66

N

JCNDAY

A14

67-69

N

JCNSER

A17

70-71

E

JCNSUFNOT USED

72-74

DCF

75-77

E

DPCODE/SUPORG

DCF

78

E

AWAY

12

79-80

N

RECTYP

LJ

LJ
RJ, ZF

Note 161 or 63

NOTE: Enter the local supply organization code of where the document originated.
F-6

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 7B
DESCRIPTION

Naval Aircraft Flight Record (Aircraft Data)

SOURCEDOCUMENT

NALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTTOP LEFT

1-7

E

DOCNUMTOP RIGHT

8N

PAGENRTOTAL PAGES

9N

TPAGES

7B-10

10

A

EXCD

7B-11

11-16

E

BUNO

7B-17

17-20

E

TEC

7B-21

21-23

E

ORG

7B-24

24-26

E

MSN1

7B-27

27-29

N

HRS1

7B-30

30-32

E

MSN2

7B-33

33-35

N

HRS2

7B-36

36-38

E

MSN3

7B-39

39-41

N

HRS3

7B-42

42-43

E

SUPTCD

7B-44

44-45

N

TOTFLT/TOT HRS

7B-46

46

E

OPS

7B-47

47-48

N

CJ

7B-49

49-57

E

MISNUM

58-63

N

PUC

Note 1

Note 2NOT USED

64-73

NONE

74

N

DCF

75-77

E

DPCODE/SUPORG

DCF

78

E

AWAY

7B-79

79-80

E

RECTYP
F-7

SPECIALINSTRUCTIONS

RJ
RJ
RJ
RJ
RJ

7B

COMNAVAIRFORINST 4790.2D
1 Feb 2021
NOTES: 1. Machine generated.
2. Enter the local supply organization code of where the document originated.

F-8

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 7C
DESCRIPTION

Naval Aircraft Flight Record (Aircrew Data)

SOURCEDOCUMENT

NALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTTOP LEFT

1-7

E

DOCNUM

TOP
RIGHT

8

N

PAGENR

7C-9

9

N

LINE

7C-10

10

A

EXCD

7C-11

11

A

FSTINT

7C-12

12

A

LSTINT

7C-13

13-21

N

SSN

7C-22

22

A

SPQUAL

7C-23

23

E

SVC

7C-24

24-26

N

FPT

RJ

7C-27

27-29

N

CPT

RJ

7C-30

30-32

N

SCT

RJ

7C-33

33-35

N

ACT

RJ

7C-36

36-38

N

SIM

RJ

7C-39

39-41

N

NIGHT

RJ

7C-42

42

E

TLNDG1

7C-43

43-44

N

NLNDG1

7C-45

45

E

TLNDG2

7C-46

46

N

NLNDG2

7C-47

47

E

TLNDG3

7C-48

48

N

NLNDG3

7C-49

49

E

TLNDG4

7C-50

50

N

NLNDG4

F-9

SPECIALINSTRUCTIONSRJCOMNAVAIRFORINST 4790.2D
1 Feb 2021
7C-51

51

E

TAPP1

7C-52

52

N

NAPP1

7C-53

53

E

TAPP2

7C-54

54

N

NAPP2

7C-55

55

E

TAPP3

F-10

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 7C (continued)
DESCRIPTIO
N

Naval Aircraft Flight Record (Aircrew Data)

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONS

7C-56

56

N

NAPP3

7C-57

57

E

TAPP4

7C-58

58

N

NAPP4

7C-59

59-61

E

TRACD1

Note 1

7C-62

62-64

E

TRACD2

Note 1

7C-65

65-67

E

TRACD3Note 1NOT USED

68-73

NONE

74

N

DCF

75-77

E

DPCODE/SUPORG

Note 2

DCF

78

E

AWAY

7C-79

79-80

E

RECTYP

7C

NOTES: 1. Marine Corps mandatory (only applies to individuals assigned to Marine
Corps activities), USN optional.
2. Enter the local supply organization code of where the document originated.

F-11

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 7D
DESCRIPTION

Naval Aircraft Flight Record (Personnel Data)

SOURCE DOCUMENT NALCOMIS
SOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONSTOP LEFT

1-7

E

DOCNUM

7B-17

8-11

N

SYLLAB

7B-21

12-14

E

ORG

7C-10

15

A

EXCD

7C-11

16

A

FSTINT

7C-12

17

A

LSTINT

7C-13

18-26

N

SSN

7C-23

27

E

SVC

7E-16

28-31

N

DATE

7E-29

32

N

ASC

Note 1

7E-33

33

A

SSC

Note 1

7D-34

34-47

OTHER

NAME

LJ

7D-48

48-49

E

GRADE

7D-50

50-53

N

NATOPS

7D-54

54-57

N

MED

7D-58

58-61

N

INST

7D-62

62-65

N

WATER

7D-66

66-69

N

PHYSIONOT USED

70-74

DCF

75-77

E

DPCODE/SUPORG

DCF

78

E

AWAY

7D-79

79-80

E

RECTYP

Note 1

Note 2
7D

NOTES: 1. Marine Corps mandatory (only applies to individuals assigned to Marine
Corps activities), USN optional.
2. Enter the local supply organization code of where the document originated.

F-12

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 7E
DESCRIPTION

Naval Aircraft Flight Record (Logistics Data Depart)

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONSTOP LEFT

1-7

E

DOCNUMTOP RIGHT

8N

PAGENR

7E-9

9

N

LEGNR

7E-10

10

A

EXCD

7E-11

11

A

TMZONE

7E-12

12-15

N

TIMDEP

7E-16

16-19

N

DTEDEP

7E-20

20-23

E

ICAODPNOT USED

24-36

7E-37

37-39

N

PRI1

RJ

7E-40

40-42

N

PRI2

RJ

7E-43

43-45

N

PRI3

RJ

7E-46

46-48

N

PRI4

RJ

7E-49

49-51

N

PRI5

RJ

7E-52

52-56

N

CPCRGO

RJ

7E-57

57-59

N

OPPAX

RJ

7E-60

60-64

N

OPCRGO

RJ

7E-65

65

A

OPCCD1

7E-66

66

A

OPCCD2

7E-67

67-69

N

MAXPAX

RJ

7E-70

70-74

N

MAXCGO

RJ

DCF

75-77

E

DPCODE/SUPORG

Note 1

DCF

78

E

AWAY

7E-79

79-80

E

RECTYP

7E

NOTE: Enter the local supply organization code of where the document originated.
F-13

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 7F
DESCRIPTION

Naval Aircraft Flight Record (Logistics Data Arrive)

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONSTOP LEFT

1-7

E

DOCNUMTOP RIGHT

8N

PAGENR

7F-9

9

N

LEGNR

7F-10

10

A

EXCD

NOT USED

11

7F-12

12-15

N

TIMARR

7F-16

16-19

N

DTEARR

7F-20

20-23

E

ICAOAR

7F-24

24

A

SS

7F-25

25-28

N

DIST

RJ

NOT USED

29-74

DCF

75-77

E

DPCODE/SUPORG

Note 1

DCF

78

E

AWAY

7F-79

79-80

E

RECTYP

7F

NOTE: Enter the local supply organization code of where the document originated.

F-14

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 7G
DESCRIPTION

Naval Aircraft Flight Record (Weapons Proficiency Data)

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTTOP LEFT

1-7

E

DOCNUMTOP RIGHT

8N

PAGENR

7G-9

9

N

LINE

7G-10

10

A

EXCD

7G-11

11

N

LINENR

7G-12

12-18

E

TNGAR1

LJ

7G-19

19-20

N

TNGHR1

RJ

7G-21

21-27

E

TNGAR2

LJ

7G-28

28-29

N

TNGHR2

RJ

7G-30

30-33

E

ORD1

LJ

7G-34

34-35

E

DEL1

7G-36

36-37

N

RUNS1

RJ

7G-38

38-40

E

SCORE1

RJ

7G-41

41-44

E

ORD2

LJ

7G-45

45-46

E

DEL2

7G-47

47-48

N

RUNS2

RJ

7G-49

49-51

E

SCORE2

RJ

7G-52

52-55

E

ORD3

LJ

7G-56

56-57

E

DEL3

7G-58

58-59

N

RUNS3

RJ

7G-60

60-62

E

SCORE3

RJ

7G-63

63-64

E

CD1

7G-65

65-67

N

DATA1

7G-68

68-69

E

CD2

7G-70

70-72

N

DATA2

F-15

SPECIALINSTRUCTIONSRJRJCOMNAVAIRFORINST 4790.2D
1 Feb 2021
DESCRIPTION

Naval Aircraft Flight Record (Weapons Proficiency Data)

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONSNOT USED

73-74

DCF

75-77

E

DPCODE/SUPORG

Note 1

DCF

78

E

AWAY

7G-79

79-80

E

RECTYP

7G

NOTE: Enter the local supply organization code of where the document originated.

F-16

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type A
DESCRIPTION

MAF/WO A Record

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTTOP OF FORM

1-7

E

DOCNUM

A08

8-10

E

JCNORG

A11

11-13

N

JCNDAY

A14

14-16

E

JCNSER

A17

17-18

E

JCNSUF

A19

19-21

E

WC

A22

22-28

E

WUC

A29

29-31

E

ORG

A32

32-33

N

TRCODE

A34

34

N

ML

A35

35

E

AT1

A36

36-38

E

MAL1

A39

39-40

N

IP

RJ

A41

41-44

N

MHRS

RJ

A45

45-47

N

EMT

RJ

A48

48-51

E

TEC

A52

52-57

E

BU/SERNO

A58

58

E

WD

A59

59

E

TM

A60

60-61

E

POS

A62

62-64

E

FID

A65

65-68

E

SAFSER

A69

69-73

E

METER

NOT USED

74
F-17

SPECIALINSTRUCTIONS

LJ

RJ, ZFCOMNAVAIRFORINST 4790.2D
1 Feb 2021
DESCRIPTION

MAF/WO A Record

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONS

DCF

75-77

E

DPCODE/SUPORG

Note 1

DCF

78

E

AWAY

-

79

A

RECTYPNOT USED

80

A

NOTE: Enter the local supply organization code of where the document originated.

F-18

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type B
DESCRIPTION

MAF/WO B Record

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTTOP OF FORM

1-7

E

DOCNUM

B08

8-11

N

RECDAT

B12

12-15

N

RECTIM

B16

16-18

E

RECEOC

B19

19-22

N

INDAT

B23

23-26

N

INTIM

B27

27-29

E

INEOC

B30

30-33

N

COMDAT

B34

34-37

N

COMTIM

B38

38

N

AWMRS1

B39

39-42

N

AWMHR1B4343NAWMRS2

B44

44-47

N

AWMHR2B48

48

N

AWMRS3

B49

49-52

N

AWMHR3

B53

53

A

JS1

B54

54-57

N

JSDAT1

B58

58-61

N

JSTIM1

B62

62-64

E

JSEOC1

B65

65

A

JS2

B66

66-69

N

JSDAT2

B70

70-73

N

JSTIM2

B74

74-76

E

JSEOC2NOT USED

77

DCF

78

N

CORRCD
F-19

SPECIALINSTRUCTIONS

LJ, Note 1

LJ, Note 1

RJ
RJ
RJ

LJ, Note 1

LJ, Note 1

COMNAVAIRFORINST 4790.2D
1 Feb 2021
DESCRIPTION

MAF/WO B Record

SOURCE DOCUMENT
SOURCEFIELD
NOT USEDNALCOMISRECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONS

79

A

RECTYP

B

80

NOTE: Only the first position is entered. The second and third positions are computer
generated.

F-20

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type C
DESCRIPTION

MAF/WO C Record

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTTOP OF FORM

1-7

E

DOCNUM

C08

8

A

JS3

C09

9-12

N

JSDAT3

C13

13-16

N

JSTIM3

C17

17-19

E

JSEOC3

C20

20

A

JS4

C21

21-24

N

JSDAT4

C25

25-28

N

JSTIM4

C29

29-31

E

JSEOC4

C32

32

A

JS5

C33

33-36

N

JSDAT5

C37

37-40

N

JSTIM5

C41

41-43

E

JSEOC5

C44

44

A

JS6

C45

45-48

N

JSDAT6

C49

49-52

N

JSTIM6

C53

53-55

E

JSEOC6

C56

56

A

JS7

C57

57-60

N

JSDAT7

C61

61-64

N

JSTIM7

C65

65-67

E

JSEOC7

NOT USED

68-77

DCF

78

N

CORRCD

79

A

RECTYPNOT USED

80
F-21

SPECIALINSTRUCTIONS

LJ, Note 1

LJ, Note 1

LJ, Note 1

LJ, Note 1

LJ, Note 1

C

COMNAVAIRFORINST 4790.2D
1 Feb 2021
NOTE: Only the first position is entered. The second and third positions are computer
generated.

F-22

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type D
DESCRIPTION

MAF/WO D Record

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTTOP OF FORM

1-7

E

DOCNUM

D08

8

A

JS8

D09

9-12

N

JSDAT8

D13

13-16

N

JSTIM8

D17

17-19

E

JSEOC8NOT USED

20-77

DCF

78

N

CORRCD-

79

A

RECTYPNOT USED

80

SPECIALINSTRUCTIONS

LJ, Note 1

D

NOTE: Only the first position is entered. The second and third positions are computer
generated.

F-23

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type E
DESCRIPTION

MAF/WO E Record

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONSTOP OF FORM

1-7

E

DOCNUM

Note 1

E08

8-12

E

MFGR1

LJ

E13

13-22

E

SER1

LJ

E23

23-37

E

PART1

LJ

E38

38-41

N

DATREM

E42

42-46

E

TIMCY1

LJ

E47

47-51

E

TIMCY2

LJ

E52

52-56

E

TIMCY3LJ

NOT USED

57-77

DCF

78

N

CORRCD-

79

A

RECTYPNOT USED80

NOTE: Do not enter E record if AT1 (Block A35) is equal to L, N, or W.

F-24

E

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type F
DESCRIPTION

MAF/WO F Record

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTTOP OF FORM

1-7

E

DOCNUM

F08

8

N

INTIND

Note 1

F09

9-10

N

TDCODE

RJ

F11

11-14

N

TDCBAS

RJ

F15

15

A

TDCREV

F16

16

N

TDCAMD

F17

17-18

N

TDCPRT

RJ

F19

19-20

E

TDCKIT

LJ

F21

21

E

INVCDE

F22

22-27

N

PUC

NOT USED

28-77

DCF

78

N

CORRCD-

79

A

RECTYPNOT USED80

NOTE: Enter 1 if not blank.

F-25

SPECIALINSTRUCTIONSFCOMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type G
DESCRIPTION

MAF/WO G Record

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONSTOP OF FORM

1-7

E

DOCNUM

Note 1

G08

8-12

E

MFGR2

LJ

G13

13-22

E

SER2

LJ

G23

23-37

E

PART2

LJ

G38

38-42

E

TIMCY4

LJ

G43

43-47

E

TIMCY5

LJ

G48

48-52

E

TIMCY6LJ

NOT USED

53-77

DCF

78

N

CORRCD-

79

A

RECTYPNOT USED80

NOTE: Do not enter G record if AT1 (Block A35) is equal to N or W.

F-26

G

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type H-Z
DESCRIPTION

MAF/WO H-Z Records

SOURCE DOCUMENTNALCOMISSOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONSTOP OF FORM

1-7

E

DOCNUM

Note 1

H-Z08

8

N

FPIND

Note 2

H-Z09

9

N

AWPIND

Note 2

H-Z10

10

E

AT2

H-Z11

11-13

N

MAL2

H-Z14

14-18

E

MFGR3

LJ

H-Z19

19-33

E

PART3

LJ

H-Z34

34-40

E

REFSYM

LJ

H-Z41

41-42

N

QTY

RJ, ZF

H-Z43

43-44

N

PRI

H-Z45

45-48

N

DATORD

H-Z49

49-52

E

REQNUM

H-Z53

53-56

N

DATRECNOT USED

57-77

DCF

78

N

CORRCD

H-Z79

79

A

RECTYP (INDEX)NOT USED

80

Note 3NOTES: 1. Do not enter H-Z records if AT1 (Block A35) is equal to L or N.
2. Enter 1 if not blank.
3. Enter alpha character entered in index block. If index is blank, do not enter
data on that line.

F-27

COMNAVAIRFORINST 4790.2D
1 Feb 2021
Record Type 79
DESCRIPTION

Monthly Summary Record

SOURCE DOCUMENT

NONE

SOURCE
FIELD

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONSMASTER
RECORD

1-6

E

BU/SERNO

Note 1

MASTER
RECORD

7-10

E

TEC

Note 1

MASTER
RECORD

11-13

E

ORG

Note 1

MASTER
RECORD

14-19

N

PUC

Notes 1,10

20-23

N

DATE

Note 224-26

N

NMC HRS SCH

Note 327-29

N

NMC HRS UNS

Note 330-32

N

NMC HRS SUP

Note 333-35

N

FLTHRS

Notes 4, 8

36-38

N

NR FLTS

Notes 5, 8

39-41

N

SHPOPS FLTHRS

Notes 6, 8

42-44

N

SHPOPSNRFLTS

Notes 7, 8

33

A

SE METER TYPE

Notes 9, 11

34-37

N

SE UTILIZATION

Notes 3, 9

45-47

N

EIS

Note 3

48-50

N

EOS

Note 351

E

INVCDE

Notes 12, 13

55-57

N

PMC HRS MNTNote 358-60

N

PMC HRS SUP

Note 361-63

N

FMC HRS MNTNote 364-66

N

FMC HRS SUP

Note 3

NOT USED

52-54

F-28

COMNAVAIRFORINST 4790.2D
1 Feb 2021
DESCRIPTION

Monthly Summary Record

SOURCE DOCUMENT
SOURCEFIELD
NOT USED

NONE

RECORDPOSITIONS

A, N, E,
OTHER

DATA
ELEMENTSPECIALINSTRUCTIONS

67-72

N

SCIR HRS

Note 374

N

CORRCD

Notes 2 or 10

75-77

E

DPCODE/SUPORG

78

E

AWAY

79-80

N

RECTYP

73

79

NOTES: 1. Obtain data from master record.
2. Month and year of accounting period for which data is summarized (inMMYY format).
3. SCIR Reporting contains logic in determining data elements.
4. FLT HRS = total accumulation of Block 7B-27, 33, and 39 of OPNAV
3710/4 source document rounded to nearest whole number. If total
accumulation of FLTHRS is .1 or greater, reflect 1 whole hour.
5. NR FLTS = total accumulation of Block 7B-44 of OPNAV 3710/4 source
document.
6. SHPOPS FLT HRS SHPOPSNRFLTS = total accumulation of Block 7B-27,
33, and 39 of OPNAV 3710/4 source document, rounded to nearest whole
number, when OPS (Block 7B-46) is equal to A or B.
7. SHPOPS NR FLTS SHPOPSNRFLTS = total TOT FLTTOTFLT (Block
7B-44) of OPNAV 3710/4 source document when OPS (Block 7B-46) is equal to
A or B.
8. Applies only if first position of TEC is equal to A, K, or N.
9. Applies only if first position of TEC is equal to G, H, or S.
10. Blank if first position of TEC is not equal to A, K, or N.
11. Obtain data from position 1 of meter in master record.

F-29

COMNAVAIRFORINST 4790.2D
1 Feb 2021
12. When INVCDE on equipment master record is equal to 0 (zero), do not
produce 79 record for forwarding purposes.
13. Obtain from equipment master record unless TRCODE of 03 isencountered as the last inventory transaction then enter 9.

F-30